Transportation Overview

Adelaide Expansion - 17 Aberdeen Street

Prepared for Sakto Corporation by IBI Group

August 2016

IBI GROUP TRANSPORTATION OVERVIEW ADELAIDE EXPANSION - 17 ABERDEEN STREET Prepared for Sakto Corporation

Document Control Page

CLIENT: Tanya Caleta, Sakto Corporation PROJECT NAME: Adelaide Expansion REPORT TITLE: Adelaide Expansion – 17 Aberdeen Street IBI REFERENCE: 100795 VERSION: J:\100795-AdelaideTIS\5.2 Reports\5.2.4 Transportation\5.2.4.5 Traffic DIGITAL MASTER: Impact\Adelaide Expansion TIS 2016-08-31.docx ORIGINATOR: David Hook REVIEWER: Austin Shih AUTHORIZATION: David Hatton CIRCULATION LIST: HISTORY: 1. Draft Report

August 2016 IBI GROUP TRANSPORTATION OVERVIEW ADELAIDE EXPANSION - 17 ABERDEEN STREET Prepared for Sakto Corporation

1 Introduction

IBI Group was retained by SAKTO Corporation to undertake a Transportation Overview in support of a Site Plan Application for the expansion off an existing apartment building located at 17 Aberdeen Street, in the City of Ottawa. The following report provides an overview of the existing facilities in the vicinity of the site, summarizes the anticipated increase in traffic that the proposed residential expansion is expected to generate and provides a review of the proposed site plan.

2 Site Location

The existing Adelaide apartment building is part of the greater Preston Square mixed-used development and is situated on the north side of Aberdeen Street between Preston Street and Rochester Street. The site is within a Transit-Oriented Development node, the Preston Street Business Improvement Area and has convenient access by private automobile and public transportation to both the city-wide and regional transportation network.

Figure 2-1: Site Location

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3 Existing Transportation Network

3.1 Road Network The Adelaide apartment building is located within the Preston Square complex is bounded by Preston Street to the west, Rochester Street to the east, Aberdeen Street to the south and Highway 417 to the north.  Preston Street is a two-lane urban arterial roadway that provides a north-south connection between Prince of Wales Drive and Albert Street. It has a speed limit of 50 km/h and right-of- way of approximately 20 metres. Preston Street is a designed full-load truck route, transit route, dense small-scale commercial corridor and provides an important north-south link in the City’s road network. It is a traditional mainstreet forming the spine of the Preston Street BIA.  Rochester Street is a four-lane, undivided, major collector road with urban cross-section and a posted speed limit of 50km/h. To the north and south of the study area, the travelled lanes are reduced to one lane in each direction to permit on-street parking and auxiliary turning lanes. The southern terminus of Rochester Street is at Carling Avenue where traffic is restricted to westbound flow to/from Rochester Street due to the presence of a median along Carling Avenue.  Aberdeen Street is two-lane local roadway connecting Preston Street to Rochester Street. Two-way traffic is permitted despite the narrow 7.5m curb-to-curb width and the inclusion of parking on the south side of the road.

3.2 Public Transportation Public transportation options within the study area are abundant, reducing dependence on automobile ownership. OC Transpo operates several transit routes within close proximity to the site which are listed as follows:  Route #85 – Provides all day service, 7 days a week between Bayshore Transitway Station and Lees Transitway Station via Carling Avenue and the downtown core. The route operates on a 15-minute frequency, increasing to 8-minute frequency during peak periods. Key destinations along this route include Bayshore Shopping Centre, Carlingwood Mall, Westgate Mall, the Civic Hospital, Preston Street/Dow’s Lake, Downtown Ottawa and the University of Ottawa. The nearest bus stop is less than 150 meters walking distance from the site.  Route #14 – Provides all day service, 7 days a week between Carlington community and the St. Laurent Transitway Station v and has 15-minute frequency during peak periods. Key destinations along this route include the Civic Hospital, Elgin Street, Rideau Centre and the St. Laurent Mall. The nearest bus stop is approximately 300 meters walking distance from the site.  Route #6 – Provides weekday peak period service between Tunney’s Pasture and Hurdman Station with 15-30 minute frequency. Key destinations along this route include the Civic Hospital, Preston Street/Dow’s Lake, Bank Street/The Glebe, Elgin Street, University of Ottawa and The Trainyards retail centre. The nearest bus stop is approximately 550 meters walking distance from the site.  Route #101 – Provides Monday to Saturday service between Bayshore Station and St. Laurent Station. Key destinations along this route include Bayshore Shopping Centre, Greenbank/Iris retail plaza, Westgate Mall, the Civic Hospital, Preston Street/Dow’s Lake, Greyhound Bus Terminal, Bank Street/The Glebe, Elgin Street, University of Ottawa and St.

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Laurent Mall. The nearest bus stop is approximately 550 walking distance meters from the site.  Route #103 – Provides weekday peak hour service between Bayshore Station and Place d’Orleans. Access to a wide variety of destinations across the city are provided along this route. The nearest bus stop is approximately 550 meters walking distance from the site.  Trillium Line (O-Train) – Provides rail service between Greenboro Station and Bayview Station with a direct connection with the Confederation Line LRT. Weekday service presently operates on a 12-minute frequency. The walking distance to Carling Station is approximately 650 meters, while the walking distance to the proposed Gladstone Station is approximately 550m.

Figure 3-1: OC Transpo System Map

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3.3 Non-Motorized Transportation The Preston Square complex is located in a very walkable community with an abundance of nearby services. Concrete Sidewalks are provided on both sides of each street in the study area, with the exception of the south side of Aberdeen Street between Preston Street and Rochester Street. Preston Street is a Spine cycling route which forms an important part of the urban commuter cyclist network. One block west of Preston Street, a multi-use pathway connects the Arboretum/Dow’s Lake with the Ottawa River multi-use pathway. 3.1.1 Transit-Oriented Development A Transit-Oriented Development (TOD) node is an area surrounding a rapid transit station where there is significant focus on mixed-use, density, walking and public transportation. The City of Ottawa describes this zone as a 600 metre radius surrounding a rapid transit station – in this case, the Carling Trillium Line station. Within a TOD node, development is less reliant on private automobiles as a primary method of transportation. Because of this, more intense developments can be established with a minimized impact on vehicular traffic volumes.

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4 Proposed Development

SAKTO Corporation intends to expand the Adelaide residential building northward into the existing turning circle area as indicated in Figure 4-1 below. This addition will be 23 stories in height and will include 175 one-bedroom dwelling units. In addition to this, a 9th floor will be added to the existing residential building. The site plan proposes a total increase of 197 residential dwelling units.  Existing Adelaide Apartment Building 158 Units  New additional 9th Floor 22 Units  Adelaide Tower Extension 175 Units

TOTAL 355 Units

Figure 4-1: Proposed Development

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5 Site Access

There are 4 access driveways serving the Preston Square complex:  Preston Street (Entry, Exit, Surface Parking and Pick-Up/Drop-Off area)  Aberdeen Street (West – Exit Only)  Aberdeen Street (East - Entry Only)  Rochester Street (Entry Only)

There will be no modifications to any of the site’s vehicular access points. Modifications will be limited to on-site parking stall configurations both below grade and on the surface, as illustrated in Figure 4-1 above.

6 Parking, Loading & Circulation

A Parking Study was completed for the Preston Square development and is presented in a Technical Memorandum (TM) intended to accompany this Transportation Overview report. The purpose of the Parking Study is to provide quantitative support for a relaxation of the proposed parking requirements associated with the proposed intensified development. Findings of the Parking Study are summarized as follows: 6.1 Existing On-Site Parking Supply Table 6-1: Preston Square Parking Supply

LOCATION TYPE NUMBER OF SPACES

Surface Visitor 26

Residential Reserved 88

Underground Commercial / Public 944

Storage * 24

Total 1,082 * - spaces currently used as storage

Surface parking is located along the main ramp entrance and within the turning circle between buildings. There are a total of 26 surface parking spaces reserved for short-term visitor parking. The underground parking garage provides over 1,000 parking spaces, including 24 spaces that are currently occupied for storage that can be made available if needed. Among the underground parking, there are 88 reserved parking spaces for residential tenants and the remaining 935 are available to commercial tenants and the public at an hourly rate. Commercial and residential tenants have the option to pay a monthly parking fee.

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6.2 Future On-Site Parking Supply The construction of the Adelaide Tower Extension building will trigger changes to the existing parking supply. The underground parking will lose parking spaces to fit new foundation columns. The surface parking plan will be modified to increase parking spaces for visitors. Table 6-2 – Future Preston Square Parking Supply (With Adelaide Tower Extension Construction)

PARKING COUNT

EXTERIOR P1 P2 P3 P4 TOTAL

Number of Existing 26 142 383 307 224 1,082 Parking Spaces

Number of Spaces to 21 9 24 11 11 76 be Removed

Proposed number of 34 5 7 2 2 50 new parking spaces

Total Proposed 39 138 366 298 215 1,056 Parking Spaces

NET CHANGE 13 -4 -17 -9 -9 -26

The proposed building expansion is expected reduce underground parking by 39 spaces, however surface parking will be increased by 13 spaces. Overall, there will be a net reduction of 26 parking spaces. 6.3 Parking Requirements A summary of the underground parking analysis results has been provided as follows: Table 6-3: Underground Parking Analysis Summary

FUTURE FUTURE SURPLUS (+) / EXISTING PEAK FUTURE ADELAIDE PARKING DEMAND PARKING SHORTFALL (-) PARKING TOWER PARKING METHODOLOGY GARAGE DEMAND (VEH) DEMAND (VEH) 1 SUPPLY (VEH) 2 VEHICLES PERCENTAGE

Zoning By-Law - 1 0% 930 2008-250 88 1,017 Peak Parking Utilization 709 + 220 + 22% 1 – From proposed Adelaide Tower Extension (175 units maximum) based on Zoning By-Law Rates 2 – Future Parking Supply accounts for parking spaces lost due to Adelaide Tower construction

The results from the parking analysis show that the future parking supply is expected to accommodate future parking demand from the Adelaide Tower residential expansion. The Zoning By- Law method suggests the future parking supply would have just enough capacity to accommodate estimated demand. The Peak Parking Garage Utilization method estimated a 23% surplus in underground parking, based on 2015 demand. To summarize the above, both methods showed that the future underground parking supply will be sufficient to accommodate parking demand from the proposed residential expansion despite the minor net reduction in available on-site parking supply.

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6.4 Off-Site Parking In addition to the parking provided on site, there are over 1,200 parking spaces at surface parking lots within 300 metres of the Preston Square complex offering hourly, daily and monthly parking alternatives, listed as follows:  Gilad Parking Lot (Beech Street) – 300 Spaces  City of Ottawa Lot (Preston Street) – 62 Spaces  Precise ParkLink (Louisa Street) – 43 Spots  Impark (Norman Street) – 753 Spots  Impark (Rochester Street) – 70 Spots

Figure 6-1: Underground Parking Analysis Summary

On-street parking is provided on most adjacent streets, both paid 2-hour parking on weekdays between 7am and 5:30pm and free parking on residential side streets up to a 3-hour limit (unsigned).

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6.5 On-Site Vehicular Circulation The proposed site plan includes a reconfiguration of the surface parking area. Vehicle turning templates were undertaken to confirm the functionality of the geometric design for automobiles/parking, loading and emergency vehicle access. Each of the three scenarios analysed function within the proposed geometric constraints, as illustrated below:

Figure 6-2: Automobile Circulation

Figure 6-3: Emergency Vehicle Circulation

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Figure 6-4: Loading Access (Tower 1)

7 Existing Traffic Volumes

Existing (2012) traffic volumes have been obtained from the City of Ottawa. Two-way peak hour traffic volumes on Aberdeen Street are in the order of 130 to 230 vehicles per hour during the weekday morning and afternoon peak hours, respectively. Two-way peak hour traffic volumes on Rochester Street are in the order of 500 to 650 vehicles per hour during the weekday morning and afternoon peak hours, respectively. Both of these roads are well under capacity for their classification of road and number of lanes. Based on analysis of these volumes, the intersection is operating at a Level of Service ‘A’ with average delays of 20 seconds on the eastbound approach during the weekday morning peak hour. During the weekday afternoon peak hour, the intersection operates at approximately Level of Service ‘A’ with average delays of 22 seconds on the eastbound approach. These results are consistent with field observations.

8 Trip Generation

Based on data presented in the Institute of Transportation Engineer’s (ITE) Trip Generation Manual, 9th Edition, site generated traffic associated with the proposed development is expected to increase by a maximum of 94 vehicles per hour (80% exiting, 20% entering) and 119 vehicles per hour (35% exiting, 65% entering) during the weekday morning and afternoon peak hours, respectively.

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The vehicular trip generation rates referenced in the Trip Generation Manual are typically for highly suburbanized locations with little to no access to public transit. The ITE rates generally capture roughly 95% of all trips to/from a development. Since auto occupancy is assumed to be in the order of 1.2 people per vehicle, the resulting Person Trip conversion factor is 1.26. Based on local information available in the 2011 NCR Household Origin-Destination Survey, conducted by the TRANS Committee for the City of Ottawa, the breakdown of trips by transportation mode in Ottawa Inner Area is approximated as follows:  Auto Driver: 33%  Auto Passenger: 10%  Transit: 19%  Non-Auto: 39% The local adjustment factors above therefore indicate that the development will generate approximately 39 vehicles per hour and 49 vehicles per hour during the weekday morning and afternoon peak hours, respectively. It is important to note that these are two-way trips (in and out) and will be distributed amongst each of the four active parking garage ramps. The effect on the adjacent road network is therefore expected to be insignificant.

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9 Findings & Conclusions

Based on a review of the proposed site plan, we have made the following conclusions:  The apartment complex is situated in a walkable community with plenty of nearby amenities, reducing dependence on automobile ownership.  The site is well-served by public transportation on a variety of routes providing access to many city-wide destinations.  The future on-site parking supply is sufficient to accommodate the additional demand generated by the proposed development.  Traffic circulation on site has been shown to be functional under the proposed driveway/ surface parking reconfiguration.

Further to the above, the proposed development is not expected to have a significant impact to traffic operations at adjacent intersections due to the relatively-low volume of traffic associated with the expansion of the residential apartment complex.

We trust that the above Transportation Overview is sufficient in supporting the Site Plan Application for the development referenced above.

Regards,

David Hook, P.Eng.

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