Proposed Residential Development 352 Aquaview Drive ...

Presented to:

Erin O’Connor Minto Communities Inc.

180 Kent Street, Suite 200

Ottawa, Ontario

K1P 0B6

August 17, 2012

Proposed Residential Development

352 Aquaview Drive

Transportation Impact Brief

CASTLEGLENN CONSULTANTS LTD.

THIRD PARTY DISCLAIMER

This study has been prepared by CastleGlenn Consultants Inc. (“CGI”) for the

benefit of the Client to whom it is addressed. The information and data contained

herein represents CGI’s best professional judgment in light of the knowledge and

information available to CGI at the time of preparation. Except as required by law,

this study and the information and data contained herein are to be treated as

confidential and may be used and relied upon only by the Client, its officers and

employees. CGI denies any liability whatsoever to other parties who may obtain

access to this study for any injury, loss or damage suffered by such parties arising

from their use of, or reliance upon, this study or any of its contents without the

express written consent of CGI and the Client.

Proposed Residential Development – 352 Aquaview Drive Page i Transportation Impact Brief August, 2012

TABLE OF CONTENTS

1.0 INTRODUCTION...................................................................................................................................... 1

2.0 THE PROPOSED DEVELOPMENT........................................................................................................ 1

2.1 SITE ACCESS ...................................................................................................................................... 1

3.0 EXISTING CONDITIONS ........................................................................................................................ 3

3.1 GENERAL STUDY AREA ...................................................................................................................... 3 3.2 ROADWAY CONFIGURATION ............................................................................................................... 3 3.3 EXISTING TRAFFIC VOLUMES.............................................................................................................. 6 3.4 EXISTING LEVELS OF SERVICE ............................................................................................................ 7 3.5 CURRENT TRANSIT ACTIVITY.............................................................................................................. 9 3.6 CYCLING NETWORK ......................................................................................................................... 11 3.7 PEDESTRIAN ACTIVITY ..................................................................................................................... 12

4.0 FORECAST IMPACT OF DEVELOPMENT ........................................................................................ 13

4.1 SITE GENERATED TRIPS .................................................................................................................... 13 4.2 ANALYSIS AND EVALUATION ............................................................................................................ 14

5.0 TRANSPORTATION DEMAND MANAGEMENT (TDM) .................................................................. 16

6.0 FINDINGS ............................................................................................................................................... 16

6.1 HOW MUCH TRAFFIC WILL THE PROPOSED SITE GENERATE?.............................................................. 17 6.2 WHEN WILL THE PROPOSED SITE BE COMPLETED? ............................................................................. 17 6.3 WHAT ARE THE IMPACTS OF THE PROPOSED SITE? ............................................................................. 17 6.4 CONCLUSIONS & RECOMMENDATIONS .............................................................................................. 18

7.0 STUDY SIGN-OFF .................................................................................................................................. 18

APPENDIX MATERIAL

APPENDIX “A”: SITE PLAN AND TIB CHECKLIST ............................................................................................. A-1

APPENDIX “B”: CURRENT SIGNAL TIMING ...................................................................................................... B-1

APPENDIX “C”: INTERSECTION CAPACITY ANALYSIS (EXISTING 2012) ........................................................... C-1

APPENDIX “D”: CITY OF OTTAWA TRAFFIC COUNTS ....................................................................................... D-1

APPENDIX “E”: SITE GENERATED TRAFFIC VOLUMES .................................................................................... E-1

Proposed Residential Development – 352 Aquaview Drive Page -1-

Transportation Impact Brief August, 2012

1.0 INTRODUCTION

The purpose of this Transportation Impact Brief (TIB) is to investigate the traffic impacts

associated with a proposed residential development consisting of 12 apartment buildings

containing a total of 204 dwelling units to be located at 352 Aquaview Drive. The

proposed development is located along the east side of the Aquaview Drive corridor

immediately north of the Aquaview Drive/Brian Coburn Boulevard intersection. This

document is intended to comply with the City of Ottawa’s “Transportation Impact

Assessment Guidelines” (October 2006).

2.0 THE PROPOSED DEVELOPMENT

Exhibit 2-1 (See Appendix “A” for unedited site plan) contains the proposed site plan received by

CastleGlenn Consultants on August 16th, 2012. The site plan depicts:

• 12 ‘Gallery Suite’ apartment buildings containing 204 dwelling units. Each of the 12

buildings contains 17 dwelling units.

• A total of 346 parking stalls, consisting of:

• 240 at-grade tandem parking stalls (inclusive of 120 covered spaces) fronting each of the

12 buildings (20 per building assigned to 10 units in each building);

• 89 at-grade parking stalls (approx. 7-to-8 per building) assigned to 7 dwelling units in each

building;

• 17 at-grade visitor parking stalls; and

• 102 bicycle parking stalls are provided at a rate of 0.5 stalls-per-dwelling unit in

accordance with the Zoning By-Law.

It is the understanding of CastleGlenn that the proposed residential development is

anticipated for completion by the 2015 horizon year. The site is currently defined within

the City of Ottawa Zoning By-law as “DR” or Development Reserve Zone (Part 14 – City of

Ottawa Residential Zones sections 237-238).

2.1 SITE ACCESS

The site plan illustrates the access arrangement of the proposed development, which

would include two new accesses that would connect directly to Aquaview Drive.

• Access 1 is a two-way access located approximately 60 m south of Lakepointe

Drive; and

• Access 2 is a two-way access located opposite the southern limit of Louis Toscano

Drive.



Exhibit 2-1: Site Plan

Access

1

Access

2



3.0 EXISTING CONDITIONS

A site visit was undertaken on Wednesday March 7th, 2012 to record the current roadway

geometrics (roadway lane configuration, roadway width, driveway configuration, etc) within the

vicinity of the proposed site.

3.1 GENERAL STUDY AREA

Exhibit 3-1 depicts the general study area and the proposed site location. The study

area in general is characterized by residential land uses consisting largely of attached

townhouse type dwelling units. Other land uses within the vicinity of the study area

include:

• Shopper’s Drugmart: is located on the northeast quadrant of the Tenth Line Road/

Brian Coburn Boulevard intersection; and

• Aquaview Community Centre: is located on the east side of Aquaview Drive

immediately southeast of the proposed development.

Future Development Initiatives

A review of available information on existing development applications within the

study area would indicate the following proposed development initiatives…

• Future Ultramar Gas Station: is a commercial development to be located on the

northwest quadrant of the Tenth Line Road / Brian Coburn Boulevard

intersection. This development consists of a gas station with 10 fuelling

positions, a car wash and convenience store (drive through service included). This

development is described within the “Ultramar Tenth Line Road: Transportation

Impact Brief” (April 2010) obtained from the City of Ottawa website.

• Future Residential Development (2168 Tenth Line Rd): is to be located on the

west side of the Tenth Line Road corridor (See Exhibit 3-1) with access off of the

future west leg of the Tenth Line Road / Lakepointe Drive intersection. This

development consists of 449 townhouse/multi-unit residential dwellings as

described within the “Avalon West Stage-1 2168 Tenth Line Road Transportation

Impact Study” (August 16, 2010) obtained from the City of Ottawa’s website.

3.2 ROADWAY CONFIGURATION

Study Area Roadways

The City of Ottawa’s “Transportation Master Plan” (November 2008) outlines the

roadway classifications and operational characteristics of the supporting roadway

network. The following provides an overview of current study area roadways:



Exhibit 3-1: Study Area

All-Way STOP-Control

Traffic Signal Control

Proposed Development

Shopper’s

Drugmart

Aquaview Community

Centre

Aquaview

Pond

Future Gas Station

Future Residential



• Tenth Line Road is a north-south four-lane divided roadway (two lanes per-direction of

travel) and defined as an arterial roadway within the City of Ottawa’s

“Transportation Master Plan” (November 2008)1. Sidewalks, as well as delineated

bike lanes, exist along both the east and west sides of the corridor through the study

area. The posted speed limit on Tenth Line Road is 60 km/hr within the study area.

• Brian Coburn Boulevard is a two-lane (one-lane-per-direction-of travel) east-west local

roadway with a posted speed limit of 60 km/hr within the vicinity of Tenth Line

Road and 50 km/hr east of the Shopper’s Drugmart. The corridor currently extends

between Trim Road to the west and to just east of Tenth Line Road. This roadway is

proposed as an arterial corridor in the future when the corridor will extend from

Navan Road to Frank Kenny Road.

• Aquaview Drive is a two-lane (one-lane-per-direction-of-travel) north-south local

roadway between Lakepointe Drive and Brian Coburn Boulevard and a collector

roadway between Lakepointe Drive and Portobello Boulevard that provides access

to the residential community to the east of Tenth Line Road.

• Lakepointe Drive is a two-lane (one-lane-per-direction-of-travel) divided east-west

collector roadway that provides access to the residential community to the east of

Tenth Line Road.

Study Area Intersections

The following provides a summary of the current configurations/controls of

intersections within the study area:

• Tenth Line Road / Lakepointe Drive: This traffic signal controlled intersection is

characterized by the following lane configuration:

• Northbound Approach: Two dedicated through lanes, one left-turn lane (approx.

60 m storage, currently not in use) and a dedicated right-turn lane (storage lane = 60 m);

• Southbound Approach: Two dedicated through lanes, one left-turn lane (storage

lane = 60 m), one right-turn lane (storage lane = 80 m, currently not in use);

• Eastbound Approach: Currently not in use, however, will assume (for the

purposes of this analysis) one left-turn lane (storage lane = 80 m), one through lane and

one right-turn lane (storage lane = 50 m); and

• Westbound Approach: Currently there exists one right-turn lane and one left-

turn lane (storage = 50 m). However, upon the future completion of the Avalon

West Stage 1 development, a westbound through lane and a westbound right

turn lane will replace the current dedicated westbound right-turn lane.

• Tenth Line Road / Brian Coburn Boulevard: This traffic signal controlled

intersection is characterized by the following lane configuration:

• Northbound Approach: One dedicated through lane, one shared through/right-

turn lane and one left-turn lane (storage lane = 110 m);

• Southbound Approach: One dedicated through lane, one shared through/right-

turn lane and one left-turn lane (storage lane = 110 m);

1 “City of Ottawa Transportation Master Plan (Nov. 2008)”, Map 6



• Eastbound Approach: One left-turn lane (storage lane = 50 m) and one shared

through/right-turn lane; and

• Westbound Approach: One left-turn lane (storage lane = 50 m), one through lane

and one channelized right-turn lane (storage lane = 50 m).

• Aquaview Drive / Lakepointe Drive: This intersection operates as a three-way

STOP-controlled “T-intersection”. The intersection is characterized by the

following lane configuration:

• Northbound Approach: One shared through/left-turn lane;

• Southbound Approach: One shared through/right-turn lane; and

• Eastbound Approach: One shared left/right-turn lane.

• Aquaview Drive / Brian Coburn Boulevard: This intersection operates as a four-

way STOP-controlled intersection. The intersection is characterized by the

following lane configuration:

• Northbound Approach: One shared left/through/right-turn lane;

• Southbound Approach: One shared left/through/right-turn lane;

• Eastbound Approach: One shared left/through/right-turn lane; and

• Westbound Approach: One shared left/through/right-turn lane.

Future Arterial Roadway Improvement Initiative

A review of the City of Ottawa’s Transportation Master Plan (Nov. 2008) indicates the

following proposed future infrastructure improvements within the greater study area:

• Brian Coburn Boulevard Extension: As part of the Mer Bleue community

development, the Brian Coburn Boulevard corridor is intended to be extended west

to Mer Bleue Road and east to Frank Kenny Road. Discussions with City of Ottawa

staff would indicate that this project is aimed for completion by the 2014 horizon

year, with Brian Coburn Boulevard configured initially as a 2-lane roadway then,

when warranted, widened to a 4-lane roadway at an unspecified time horizon.

• Bus Rapid Transit Corridor – East/West (Navan Road to Trim Road): As part of the

City of Ottawa’s Transportation Master Plan (Nov. 2008) an east-west bus rapid

transit corridor is intended to be constructed between Navan Road and Trim Road,

which crosses Tenth Line Road approximately 300 m north of Lakepointe Drive.

This BRT is planned for Phase 1 of the transit improvement schedule.

3.3 EXISTING TRAFFIC VOLUMES

A combination of traffic counts obtained from the City of Ottawa and traffic counts

undertaken by CastleGlenn staff within the vicinity of the proposed site were used

to establish balanced existing travel demand conditions within the study area.

The following is a list of the traffic counts obtained from the City of Ottawa:

• Tenth Line Road / Aquaview Drive (July 12th, 2011); and

• Tenth Line Road / Brian Coburn Boulevard (August 14th, 2009).



The following is a list of traffic counts conducted by CastleGlenn Consultants

during morning (6:30 - 9:30 am) and afternoon (3:30 - 6:30 pm) peak periods of travel

demand:

• Tenth Line Road / Brian Coburn Boulevard (March 7th, 2012);

• Aquaview Drive / Brian Coburn Boulevard (February 29th, 2012); and

• Aquaview Drive / Lakepointe Drive (February 28th, 2012).

Exhibit 3-2 illustrates the resulting balanced existing (2012) traffic volumes within the

study area (A 2 % average annual growth rate was applied to the Tenth Line Road corridor to update

the City of Ottawa Traffic counts to 2012). A review of Exhibit 3-2 indicates that:

• The dominant direction of travel along Tenth Line Road was northbound during the

morning peak hour and southbound during the afternoon peak hour;

• Peak hour two-way traffic on Tenth Line Road Drive (immediately north of Lakepointe

Dr) is approximately 1,270 vph (900 vph NB/370 vph SB) during the morning peak hour

and 1,800 vph (750 vph NB/1050 vph SB) during the afternoon peak hour; and

• Peak hour two-way traffic on all other study area roadways (Brian Coburn Blvd,

Aquaview Drive, Lakepointe Drive) remain at less than 440 vph per direction during

either the morning or afternoon peak hours of travel demand.

3.4 EXISTING LEVELS OF SERVICE

Intersection capacity analysis was performed using Synchro 6TM

traffic analysis software

to determine the existing (2012) operational characteristics of intersections within the

study area. This analysis assumed the current roadway network configuration within the

study area as well as current signal timing (See Appendix “B”) obtained from the City of

Ottawa. According to City of Ottawa’s TIA guidelines, a v/c ratio of 0.90 or higher can

be considered unsatisfactory.

Table 3-1 contains a summary of the results of the Synchro 6TM

analysis (See Appendix

“C”) of existing (2012) travel demand conditions within the study area.





The results of the intersection capacity analysis of existing conditions indicated that:

• During both the morning and afternoon peak hours of travel demand, all

intersections were found to operate at a satisfactory overall LOS “B” or better,

with critical approaches operating a satisfactory LOS “C” or better;

• All intersections possessed a v/c ratio of less than 0.75 during both the morning

and afternoon peak hours of travel demand; and

• All intersections displayed delays of less than 30 seconds.

In short, the existing intersections analyzed within the study area currently operate

with satisfactory operational characteristics during both the morning and afternoon

peak hours of traffic demand.

3.5 CURRENT TRANSIT ACTIVITY

Exhibit 3-3 illustrates the provision of bus transit service routes and the general

location of transit stops and routes available within the vicinity of the proposed

development. The exhibit indicates that OC Transpo offers three types of transit

service within the study area (regular/all day, express and peak hour).

Table 3-2 indicates that the area is served by 6 bus transit routes with a total of 126

weekday runs, 32 Saturday runs and 23 Sunday runs serving the overall community.

Table 3-2: Current Bus Transit Service

No. of Runs Route Colour Type of Service # of Routes Route Numbers

Weekdays Saturdays Sundays

120 (2 way Service) 20 - -

130 (2 way Service) 32 - - Black Routes Regular All Day

Service 3

135 (2 way Service) 40 32 23

30 (2 way Service) 15 - - Green Routes Express Routes 2

35 (2 way Service) 15 - -

Red Routes Peak Hours 1 136 (2 way Service) 12 - -

Total Number of Runs 126 32 23

Obtained from OC Transpo website as of February 13th, 2012

Table 3-1: Existing (2012) Intersection Capacity Analysis Results

Intersection Morning Peak Hour Afternoon Peak Hour

Link Critical Approach Critical Approach

No. North-South / East-West

Traffic

Control

Overall

LOS LOS Delay (s),

V/C

Overall

LOS LOS Delay (s),

V/C

1 Tenth Line Rd / Lakepointe Dr Signalized B WBRT, C 27, 0.34 A SBLT, B 15, 0.73

2 Tenth Line Rd / Brian Coburn Blvd Signalized B WBLT, C 29, 0.48 A EBLT, C 29, 0.24

3 Aquaview Dr / Lakepointe Dr All-Way STOP A NB, A 9, 0.24 B EB, B 12, 0.51

4 Aquaview Dr / Brian Coburn Blvd All-Way STOP B WB, B 12, 0.45 B EB, B 12, 0.50



Exhibit 3-3: Existing Bus Transit Provisions

Bus Stop Schedule

5914

30 120 130 136

Bus Stop Schedule

5915

30 130 136

Bus Stop Schedule

5916

30 130 136

Bus Stop Schedule

5912

30 120 130 135 136

Bus Stop Schedule

5913

30 35 120 130 136 135

Bus Stop Schedule

30 130 136

5917



Future Transit Network

As mentioned in Section 3.2 above, a review of the City of Ottawa’s Transportation

Master Plan (Nov. 2008) indicated the implementation of Bus Rapid Transit (BRT)

which will eventually cross the Tenth Line Road corridor approximately 300 m north

of Lakepointe Drive. This east-west transit improvement could serve to encourage

usage of the transit network within the study area as transit patrons could either walk

to or utilize adjacent bus transit provisions to reach the proposed BRT network.

3.6 CYCLING NETWORK

Current Cycling Demand

Traffic counts conducted between February 28th

and March 6th, 2012 observed no

cycling demand within the study area. However, traffic counts obtained from the City

of Ottawa (Appendix “D”) included peak period cycling traffic along the Tenth Line

Road corridor. Table 3-3 summarizes cycling traffic observed during morning (7:00 am

- 10:00 am) and afternoon (3:00 pm - 6:00 pm) peak periods of travel demand at the Tenth

Line Road / Lakepointe Drive (2011 counts) and Tenth Line Road / Brian Coburn

Boulevard intersections (2009 counts).

Table 3-3: Current Peak Period Cycling Demand Tenth Line Rd / Lakepointe Dr Tenth Line Rd / Brian Coburn Blvd

Approach AM Peak Period (7:00 am – 10: am)

PM Peak Period (3:00 pm – 6:00 pm)

AM Peak Period (7:00 am – 10: am)

PM Peak Period (3:00 pm – 6:00 pm)

Northbound 5 5 4 7

Southbound 3 10 1 4

Eastbound -- -- 2 2

Westbound 12 7 0 0

Total 20 22 7 13

In General, during either the morning or afternoon (3-hour) peak period of travel

demand, there were approximately 30 cyclists observed at either intersection along

the Tenth Line Road corridor. This would suggest that, despite the more rural nature

of the area to the south of the proposed development, the delineated bike lanes along

the Tenth Line Road corridor have served to encourage bicycle use within the study

area.

Current and Future Cycling Network

The following documents were referenced as regards to cycling infrastructure:

• The City of Ottawa’s Transportation Master Plan - 2008 identifies both Tenth

Line Road and Brian Coburn Boulevard as “on-road cycling routes” (Map 2).



• The City of Ottawa’s on-line e-map identifies Tenth Line Road (Innes to Lakepointe

Drive) as possessing “Bike Lanes”. This was confirmed during the March 7th, 2012

site visit, however it should be reiterated that the delineated bike lanes now

continue south of the study area.

In general, the study area is well served by cycling infrastructure.

3.7 PEDESTRIAN ACTIVITY

Pedestrian traffic counts were conducted at each of the study area intersections during

the morning and afternoon peak periods in parallel with vehicle traffic counts (See

Section 3.3). Table 3-3 summarizes the morning and afternoon peak hour pedestrian

travel demand within the study area.

Table 3-3 indicates that no more than 20 pedestrians traversed across a single leg of

any intersection within the study area during either the morning or afternoon peak

hours of travel demand. As such, the pedestrian traffic observed at intersections

within the study area was considered minor.

In terms of anticipated future pedestrian activity as a result of the completion of the

proposed development, the site was determined to result in approximately 60

pedestrians during peak periods of travel demand (204 dwelling units x 1.2 occupants-per-

unit x 25% peak period transit patrons/pedestrians = 61 pedestrians). These 60 transit

patrons/pedestrians would be distributed throughout the study area during the

morning and afternoon peak periods (typically 6:30 to 9:30 am and 3:30 to 6:30 pm) and

would not necessarily cross study area intersections due to the location of the bus

stop on the north side of Brian Coburn Boulevard, directly adjacent to the

development. This was felt to be an acceptable increase to current pedestrian

demand within the study area.

Table 3-3: Existing Pedestrian Volumes

Intersections Peak Hour North Leg South Leg East Leg West Leg

AM 2 2 8 -- Tenth Line Rd / Lakepointe Dr

PM 0 4 3 --

AM 5 0 6 0 Tenth Line Rd / Brian Coburn Blvd

PM 1 0 0 1

AM 0 1 -- 5 Aquaview Dr / Lakepointe Dr

PM 1 3 -- 5

AM 5 1 18 4 Aquaview Dr / Brian Coburn Blvd

PM 6 2 10 1



4.0 FORECAST IMPACT OF DEVELOPMENT

The City of Ottawa’s “Transportation Impact Assessment Guidelines” (Oct. 2006) requires

that “a qualitative assessment of impacts upon capacity” as a result of the completion of

the proposed development is conducted. The following sections serve to document the

impacts to study area vehicle traffic volumes as a result of the proposed residential

development.

4.1 SITE GENERATED TRIPS

Traffic generated by the proposed 352 Aquaview Drive residential development

was determined by referencing “ITE: Trip Generation Manual” (Institute of

Transportation Engineers, 8th Edition).

Table 4-1 contains the traffic generation rates assumed for the purpose of this study.

Table 4-2 contains the site generated traffic resulting from the application of the trip

generation rates contained within Table 4-1 to the proposed 352 Aquaview Drive

development.

Table 4-1: Trip Generation Rates of the Proposed Site

Morning Peak Hour Afternoon Peak Hour Land Use Type Land Use #

VPH/Unit % IN % OUT VPH/Unit % IN % OUT

Residential Condominium/Townhouse 230 0.45 17% 83% 0.53 67% 33%

Table 4-2: Trip Generation of the Proposed Site

Traffic Generation Rates ITE Land Use

Morning Peak Hour (vph) Afternoon Peak Hour (vph)

Land Use # Units Total IN OUT Total IN OUT

Residential Condominium/Townhouse 91 16 76 108 72 36

25% Transit Reduction -- 25% 25% -- 25% 25%

Residential Condominium/Townhouse

204

68 12 57 81 54 27

The impact of the proposed residential development upon the surrounding roadway

network was determined to result in less than 90 vehicles-per-hour (vph) for either

the morning or afternoon peak hours of travel demand.

Exhibit E-1, Appendix “E” depicts the resulting site generated traffic volumes

distributed upon the study area roadway network. After a review of existing travel

patterns within the study area, the site generated traffic volumes were distributed

based upon the following assumptions:

• 40% of site generated traffic is destined to north of the study area;



• 30% of site generated traffic is destined west of the study area (via Innes Road);

• 20% of site generated traffic is destined south of the study area; and

• 10% of site generated traffic is destined east of the study area.

A review of Exhibit E-1 would indicate that less than 40 vph-per-direction of site

generated traffic volumes is added to any roadway link within the study area.

Given the satisfactory operational characteristics currently exhibited by existing

study area intersections, this increase was found to be acceptable.

4.2 ANALYSIS AND EVALUATION

Despite the satisfactory operations and low levels of delay exhibited by all study area

intersections under 2012 travel demand conditions, an assessment of left-turn lane

queuing capacity at study area intersections was conducted to determine the impact to

any existing queues at the signalized intersections along Tenth Line Road.

Table 4-3 contains a summary of the queue analysis conducted at the Tenth Line

Road/Lakepointe Drive and Tenth Line Road/Brian Coburn Boulevard

intersections. Table 4-3 contains:

• The estimated queue length based upon the calculations described for left-turn

storage requirements contained in Appendix “E” of the “City of Ottawa’s

Transportation Impact Assessment Guidelines”. This assumes a 7 meter vehicle

length, a 1.5 safety factor and a 90 second cycle length (# vehicles-per-hr x 1.5 x 7 m/

vehicle/cycles-per-hour = queue length);

• The existing storage capacity in meters of each left-turn lane within the study

area; and

• The calculated impact to the left-turn queuing distance in meters. This impact is

calculated using the same method used to calculate the existing queue (# vehicles-

per-hr x 1.5 x 7 m/vehicle/cycles-per-hour = queue length).

Table 4-3: Left-Turn Queue Capacity Analysis

Queue Analysis

AM Peak Hour PM Peak Hour

Estimated Storage

Capacity

Estimated

Impact of

Development

Estimated Storage

Capacity

Estimated

Impact of

Development

Intersection Movement

Units (Meters)

SB-LT 12.9 60.0 1.3 108.7 60.0 5.8 Tenth Line Rd /

Lakepointe Dr WB-LT 5.8 50.0 0.0 1.6 50.0 0.0

NB-LT 1.8 110.0 0.0 3.9 110.0 0.0

SB-LT 26.0 110 0.8 62.7 110 4.2

EB-LT 21.3 50 0.0 15.5 50 0.0

Tenth Line Rd /

Brian Coburn Blvd

WB-LT 34.9 50.0 2.9 8.1 50.0 1.3



All left-turn lanes within the study area possess sufficient capacity to accommodate

the site generated traffic volumes resulting from the completion of the proposed

development with the exception of the southbound left-turn storage lane at the

Tenth Line Rd/Lakepointe Dr Intersection (PM Only) which extends approximately

110 meters (available storage = 60 m).

Regarding the southbound left-turn storage lane at the Tenth Line Rd/Lakepointe

Dr Intersection, it is worth noting that…

• While no significant queues on this movement were observed during the site visit,

this deficiency remains an existing condition due to the current 414 vehicles

making the southbound left-turn during the afternoon peak hour of travel demand.

• Dispite stacking beyond the available southbound left-turn storage lane during the

PM, this queue would not interfere with any adjacent intersection, existing or

anticipated.

• The additional 20 vph added to the southbound left-turn lane are estimated to

increase the theoretical queue length by only 6 m during the PM peak hour. This

increase of a single additional queued vehicle was deemed negligible.

• The anticipated improvements to bus rapid transit to the immediate north of the

study area could serve to diminish PM peak hour traffic volumes approaching the

study area because more people may choose to use transit.

• The implementation of the proposed future extension of the Brian Coburn Drive

corridor westward to Navan Road is intended to provide an alternative east-west

corridor to the Innes Road corridor, which is currently the only method of

accessing the study area. This could serve to divert much of the 414 vph accessing

Lakepointe Drive from the north via Innes Road onto the Brian Coburn Boulevard

corridor, where additional storage capacity exists for the eastbound through

movement at the Tenth Line Road/Brian Coburn Drive intersection (as was the

intended impact of the Brian Coburn Boulevard extension project).

In short, the impact of the proposed developments upon left-turn storage capacity

within the study area was deemed acceptable.

The site generated traffic of the proposed future developments located on the west

side of the Tenth Line Rd corridor described in Section 3.1 (future gas station and future

residential) would impact turning movements which are independent of the site

generated traffic associated with the proposed 352 Aquaview Drive. As such, the

impacts of adjacent proposed future developments would not affect the results of

the queue analysis documented above.



5.0 TRANSPORTATION DEMAND MANAGEMENT (TDM)

The purpose of the City of Ottawa’s Transportation Demand Management is “to reduce the

number of trips they make, to travel more often by non-driving alternatives, to travel

outside peak periods, and to reduce the length of their trips. A key goal of TDM is to

minimize peak hour automobile travel and reduce the need for new or wider roads”2.

The following study area features serve the principles of TDM:

• Current cycling infrastructure within the study area was found to encourage bicycle use

as a viable alternative mode of transportation for local residents (See Section 3.6); and

• Current access to transit remains frequent along study area corridors, most bus routes

arriving approximately every 10-to-30 minutes during the morning and afternoon peak

periods of travel demand.

The residents of the proposed site currently have convenient access to the cycling and

transit networks within the study area, which serve to satisfy the principles of TDM.

6.0 FINDINGS

The following provides a summary of the existing conditions within the study area:

• Existing Land Use: The study area is currently comprised of single detached and multi-

unit residential dwellings with some commercial/retail development (current and future)

within the immediate vicinity of the proposed development.

• Roadway Network: Tenth Line Road provides the main north-south access to/from the

community. Innes Road currently remains the most convenient east-west corridor for

accessing areas west of the study area.

• Current Traffic Volumes: Peak hour two-way traffic on Tenth Line Road Drive

(immediately north of Lakepointe Dr) is approximately 1,270 vph (900 vph NB/370 vph SB)

during the morning peak hour and 1,800 vph (750 vph NB/1050 vph SB) during the

afternoon peak hour. Peak hour two-way traffic on all other study area roadways

(Brian Coburn Boulevard, Aquaview Drive, Lakepointe Drive) remain at less than 440 vph per

direction during either the morning or afternoon peak hours of travel demand.

• Existing Service Levels: During both the morning and afternoon peak hours of travel

demand, all intersections were found to operate at a satisfactory overall LOS “B” or

better. All intersection critical approaches operated at a satisfactory LOS “C” or

better and a v/c ratio of less than 0.75 during both morning and afternoon peak hours

of travel demand.

• Pedestrian Activity: Current pedestrian counts indicated that no more than 20

pedestrians traversed across a single leg of any intersection within the study area during

either the morning or afternoon peak hours of travel demand. As such, the pedestrian

traffic observed at intersections within the study area was considered minor.

2 Transportation Master Transportation Plan, November 2008 Publication 19-82, page 29



• Transit Service: The study area is served by six bus transit routes with a total of over

126 weekday transit runs, 32 Saturday runs and 23 Sunday runs serving the overall

community.

6.1 HOW MUCH TRAFFIC WILL THE PROPOSED SITE GENERATE?

The addition of 204 dwelling units to the development site was determined to result

in 68 vph (12 vph inbound/57 vph outbound) during the morning peak hour and 81 vph

(54 vph inbound/27 vph outbound) during the afternoon peak hour of site generated

traffic accessing the study area roadway network. This is inclusive of a 25% transit

reduction factor due to the anticipated completion of an east-west transit corridor

situated approximately 300 m north of the Lakepointe Drive corridor.

6.2 WHEN WILL THE PROPOSED SITE BE COMPLETED?

The advent of the proposed site, for the purposes of this TIB document was

assumed to be built-out by the 2015 horizon year.

6.3 WHAT ARE THE IMPACTS OF THE PROPOSED SITE?

A review of site generated traffic volumes distributed over the study area would

indicate that less than 40 vph-per-direction of site generated traffic volumes is

added to any roadway link within the study area. Given the satisfactory operational

characteristics currently exhibited by existing study area intersections, this increase

was found to be acceptable. In addition, the impact of the proposed developments

upon left-turn storage capacity within the study area was also deemed acceptable.

Current storage deficiencies which were identified at the Tenth Line Road/

Lakepointe Drive intersection during the PM peak hour are anticipated to be

mitigated by the completion of the proposed Brian Coburn Boulevard extension

west of the study area.

The proposed development is anticipated to result in minimal impact to the surrounding

community as the majority of motorists would be attempting to access the Tenth Line

Road corridor (or the future Brian Coburn Boulevard extension). Hence, the surrounding local

roadways within the study area would continue to serve only the surrounding community

and are not useful as cut-through routes for site generated traffic volumes resulting from

the completion of the proposed 352 Aquaview Drive development.



6.4 CONCLUSIONS & RECOMMENDATIONS

As per the documentation and analysis contained within this report, it can be concluded

that:

• The current (2012) operational characteristics, as indicated by the Synchro 6™

intersection capacity analysis, of all study area intersections remain acceptable (v/c

ratio of less than 0.75); and

• Impacts to current operational conditions at study area intersections as a result of

the proposed 352 Aquaview Drive development are anticipated to be acceptable.

The results indicate that the City of Ottawa should be encouraged to assemble the

appropriate conditions for development approval that would permit the development

application to proceed.

7.0 STUDY SIGN-OFF

CastleGlenn Consultants Inc. is pleased to submit this document in accordance with the

requirements of the City of Ottawa’s Transportation Impact Assessment Guidelines (Oct

2006). The signature below indicates that the “Proposed Residential Development – 352

Aquaview Drive: Traffic Impact Brief” has been signed-off by the project manager who is

a licensed and registered professional engineer with experience in the field of

transportation planning and traffic operations.

Arthur E. Gordon B.A., P. Eng.

Proposed Residential Development 352 Aquaview Drive ...

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