22 September 2016 OUR REF:

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1 22 September 2016 OUR REF: Huntington Properties 878 Boyd Avenue Ottawa, ON K2A 2E3 Attention: Lisa Westphal Dear Lisa: Re: 30 Highbury Park Transportation Impact Study Addendum #1 This Addendum has been prepared to address the comments received from the City of Ottawa (dated June 29, 2016) with corresponding responses from Parsons. CITY COMMENTS TRANSPORTATION COMMENTS Comment 16: Traffic Signals a. There is existing underground traffic plant/interconnect under the East side sidewalk of Greenbank Road. Underground traffic plant and traffic signal hardware is to be maintained and protected at all times during construction (South Entrance). b. Before excavating please call O1CALL ( ) for underground locates. c. The proponent of the project and its contractor are liable for all potential outages and fully responsible for reinstatement of all damages to existing underground traffic infrastructure including all the costs associated with it. Response 16: Noted and the proponent has been advised. Comment 17: Street Lighting a. An existing Street Lighting project is currently under construction, 'Greenbank Road Widening'. Please contact Robert Pucci City of Ottawa at extension to ensure new entrances on Highbury Park Drive and Greenbank Road, do not interfere with proposed streetlight plant. b. Streetlights and streetlight plant must be maintained and protected at all times. Please maintain a minimum of 0.6 metres horizontal and 0.3 metres vertical clearance from existing streetlight plant. Reinstate as per City of Ottawa streetlight specifications. Locates are required. Please contact Ontario One Call for locates prior to excavation. If conflict arises please contact (Robert Pucci) City of Ottawa at extension c. The applicant is 100% responsible for all costs of any required streetlight plant alterations and/or repairs. d. Alterations and/or repairs are required where the existing streetlight plant is directly or indirectly, adversely affected by the scope of work under this circulation. All streetlight plant alterations and/or repairs must be performed by the city s street light maintenance contractor. e. Please contact Susan Johns Sr. Engineer who can be reached at extension to coordinate with the Greenbank Road Widening project. Response 17: Noted and the proponent has been advised.

2 TRANSPORTATION PLANNING COMMENTS Comment 18a: Multi-way stop control is not recommended at private accesses (Longfields-Davidson Heights Secondary School). Response 18a: Noted. The site-generated traffic volumes at this intersection travelling eastbound along Highbury Park are projected to experience acceptable delays of approximately 15 to 25 seconds during the peak hours with STOP control on the minor approaches only. Comment 18b: Any deviation from the ISD approved Highbury Park design will be at the developer's cost. The intersection of Greenbank and Highbury Park has been revised per the attached sketch to accommodate cycling lanes. Response 18b: Noted. No intersection modifications are recommended to the ISD approved plan as part of this development. Comment 18c: In the recommendations, the report notes a need for 45m long WB RT TN LN at Highbury/Greenbank. The Greenbank design includes a LT and a RT, since it s a T, so this is what will be built. Response 18c: Noted. Comment 18d: The TIS needs to review access location and determine if available sightlines are within recommended guidelines to allow safe all directional access. Response 18d: Transportation Association of Canada Geometric Design Standards Section Sight Distance was reviewed. The accesses to 30 Highbury Park were reviewed to determine the available sight distance. This included a desktop review and a field inspection. Greenbank Road is currently under construction along the section in question and as a result was not reviewed in the field. Through the field and desktop reviews it was determined that adequate departure sight distance is provided at each access point. Table 1 below documents the required and available sight distance. The crossing sight distance is not applicable as both accesses are t-intersections. At Greenbank Road a right in right out only configuration is provided and therefore the left turn departure sight distance is not applicable. The attached drawing details the available sight distance at both accesses. Access Highbury Park Access Greenbank Road Access Design Speed Required Departure Sight Distance (m) Crossing Left Turn D1 Left Turn D2 Right Turn Crossing Available Sight Distance (m) Left Turn D1 Left Turn D2 60 N/A N/A Right Turn 60 N/A N/A N/A 155 N/A N/A N/A >155 - Required Distances obtained from TAC (1999) Section 2.3.3, using figures: , a, b. - Greenbank Road access (Access 2) assumed to be right in right-out. - Highbury Park access (Access 1) has an intersection approximately 90 m to west and a Transitway overpass approximately 85 m to the east. Comment 18e: Greenbank and Highbury Park intersection will likely become operational in Nov/Dec No access will be permitted before then. If there are delays to the Greenbank Rd project, the intersection construction could be pushed to June Response 18e: Noted and the proponent has been advised. 30 Highbury Park TIS Addendum #1 2

3 Comment 18f: The size of developments (retail, medical office, pharmacy...) identified in the TIS which provides the basis for Impact Assessment differs from the Proposal Summary. Which one is correct? Response 18f: The revised Site Plan identifies the following land use sizes: 213 m 2 of fast-food restaurant, 2,702 m 2 of retail and 740 m 2 of medical office. The pharmacy is not confirmed as a land use, however, for the purposes of our analysis, a 1,200 m 2 pharmacy was assumed as it has a higher trip-generation rate than specialty retail. The total site trip generation based on these revised land use values is outlined in Table 1. Table 1: Revised Vehicle Trip Generation AM Peak (veh/hr) PM Peak (veh/hr) Travel Mode In Out Total In Out Total Medical Office Trip Generation Specialty Retail Trip Generation Fast-Food Restaurant Trip Generation Pharmacy Trip Generation Specialty Retail Pass-by (30%) Fast-Food Restaurant Pass-by (50%) Pharmacy Pass-by (30%) Multi-purpose Trips (10%) Total 'New' Auto Trips Following the same method outlined in the original TIS, the revised site is projected to generate approximately 95 and 135 veh/h during the morning and afternoon peak hours, respectively. This is less than the 150 to 175 veh/h projected in the original TIS. As such, the findings and recommendations outlined in the original TIS remain valid. Comment 18g: City s OP identifies protection of 44.5 m right-of-way (ROW) along Greenbank Road between Fallowfield Rd and Strandherd Dr. Measurements taken from geoottawa shows that the existing ROW is less than what is identified in the OP. Please ensure to protect 44.5 m ROW along the frontage (approx. 115 m) of proposed development site where it abuts the Greenbank Rd. Response 18g: Noted and the proponent has been advised. Comment 18h: Section 3.3 Background Traffic Growth (p-8): As mentioned in section 3.1, widening of Greenbank Road to 4-lane between Malvern Dr and Market Place is expected to complete in This widening has the potential to draw additional traffic (on top of weighted average annual background growth traffic) along Greenbank Road due to increased roadway capacity. Clarification is required if consideration has been given to this additional traffic in the analysis undertake as part of the TIS report? Response 18h: The weighted annual background traffic growth assumptions outlined in the TIS account for future traffic along Greenbank Road. The widening of the roadway is not expected to affect this historical background traffic growth rate. As such, no additional assumptions for traffic growth based on road widening or induced travel have been included in the TIS. As mentioned in section 3.1, some assumptions were made regarding travel patterns for local traffic travelling on roadways adjacent to the new Highbury Park Drive (i.e. Berrigan Road and Longfields Drive). This diverted traffic is included in the Projected Baseline Traffic Volumes (Figures 6 and 7 in the original TIS) and is outlined in Figure 1 below. 30 Highbury Park TIS Addendum #1 3

4 STOP STOP Figure 1: Diverted Existing Traffic Volumes along Highbury Park Drive Greenbank -23(-38) 43(46) 102(33) 56(12) -1(-8) -19(0) -4(-3) 24(1) 0(28) 43(3) -5(-1) -44(-5) 77(7) -33(-2) -54(-25) 16(23) SITE Wessex 56(12) -23(-38) -54(-25) Berrigan xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes Roundabout Intersection 16(23) Comment 18i: Section 3.4 Site Trip Generation: Considering the transit service type (routes, headways and stop locations) in the vicinity of the proposed development, how a 15% transit modal share could be achieved for the land use types considered in the analysis? Clarification is required. Response 18i: As mentioned in the original TIS, rapid transit service (in the form of BRT) is provided via the Strandherd Park and Ride Station, located approximately 500 metres southeast of the proposed development. Given this close location of BRT, a 15% transit mode is reasonable. For comparison, the trip generation analysis with 10% transit mode yields a vehicle trip generation of approximately 166 and 184 veh/h, which is 15 to 20 veh/h more than originally estimated. This amount of traffic will have a negligible impact on the results and conclusions of the TIS. Comment 18j: What is the justification of using 30% Pass-by trips for Specialty Retail Centre (Land Use 826) and Pharmacy (Land Use 880) during AM Peak hr? Response 18j: The ITE Trip Generation Manual provides pass-by trip percentages for retail and pharmacy land uses for the afternoon peak hour ranging from 25% to 60%, however, it does not provide data for the morning peak hour. It is reasonable to assume that there is limited data during the morning peak hours for retail uses as not all retail is open during the commuter morning peak period. For the purposes of this study, we have assumed that the retail and pharmacy land uses will be open during the morning commuter peak hour and as such, these land uses will generate trips during this time period. As there is no morning peak hour pass-by data available for retail and pharmacy land uses and as the site is directly adjacent to a high volume road (Greenbank Road), it is reasonable to assume the same pass-by rate for the morning peak hour as the afternoon peak hour (30%). Comment 18k: What is the justification of considering further additional 10% Multi-purpose trips to reduce site generated traffic volumes? Clarification is required. Response 18k: The ITE Trip Generation Manual provides a table (Table 7.1, attached) that estimates the internal trip rates within multi-use developments. Given the land uses, particularly the medical office and pharmacy land uses, it is likely there will be a significant amount of multi-purpose trips. The 10% multi-purpose trip reduction is considered appropriate and represents approximately 20 two-way veh/h during both peak hours (approximately 1 vehicle every 3 minutes). Based on the foregoing, the proposed 30 Highbury Park redevelopment continues to be recommended from a transportation perspective. If there are any questions, please call. 30 Highbury Park TIS Addendum #1 4

5 Sincerely, André Jane Sponder, B.A.Sc. Analyst, Transportation Christopher Gordon, P.Eng. Senior Project Manager 30 Highbury Park TIS Addendum #1 5

6 DRIVE THROUGH PROVISIONS: Section 112 (C) Restaurant (ii) With order board: 7 before/at order board and a minimum total of 11 (OMB Order, File #PL issued May 20, 2009 Section 112. (4) Despite subsection (3), where a queuing line, drive-through window or order board is located 3 metres or more from a residential zone, but is still within a yard abutting a residential zone, it must be screened from view from that residential zone by an opaque screen with a minimum height of 1.5 metres.(by-law ) GREENBANK RD B A A B A B Page Setup: ---- GREENBANK ROAD 162 m HIGHBURY PARK HIGHBURY PARK ACCESS 88 m 5 BLOCK B BLOCK C BLOCK A 6 21 GREENBANK ROAD ACCESS 155 m RELOCATE EXIST HYDRANT N Legend Drawing Description Highbury Park Siteline Review Client Date Figure Number Huntington Properties September 15, 2016 NOTE: The location of utilities is approximate only, the exact location should be determined by consulting the municipal authorities and utility companies concerned. The contractor shall prove the location of utilities and shall be responsible for adequate protection from damage. Not to Scale Project Number Project Description

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