886 March Road McDonald's Transportation Study

McDonald's Restaurants of Canada Limited

March 2013

886 March Road McDonald's Transportation Study

Submitted by:

HDR Corporation 100 York Boulevard, Suite

300 Richmond Hill, ON L4B 1J8

(905) 882-4100

www.hdrinc.com

McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study

March 2013 Project # 7306

Page i

EXECUTIVE SUMMARY

A. Introduction

HDR Corporation (“HDR”) was retained by McDonald’s Restaurants of Canada Limited to

undertake a transportation study for a proposed McDonald’s restaurant, with drive-through

window, to be located in the northeast quadrant of March Road and Maxwell Bridge Road in

Ottawa, Ontario. The site is currently occupied by a single family dwelling, which will be

removed as part of the redevelopment.

The proposed restaurant will be 6,137 SF (“square feet”) in size, with unsignalized driveway

access to both March Road and Maxwell Bridge Road. The driveway to March Road will be

restricted to right-in / right-out operations, while the Maxwell Bridge Road driveway will

provide full movement access and will be located opposite an existing commercial driveway

to the south.

This study is part of a Zoning By-law amendment application and site plan control

application.

B. Findings

Operations

Study intersections are operating with excess capacity under existing conditions, and will

continue to do so under background and total traffic conditions. No modifications to the

existing road network are required or recommended.

The existing median on March Road may need to be extended north to physically restrict the

March Road driveway to right-in / right-out operations.

Parking and Drive-Through

Parking for the proposed restaurant will be provided in the amount of 58 spaces. This

exceeds the requirements of the City of Ottawa Zoning By-law 2008-250 by 12 spaces. The

Zoning By-law also requires a minimum of two bicycle parking spaces, which will be

provided.

The drive-through stacking lane will be designed to exceed the City of Ottawa Zoning By-

law 2008-250 requirements. The stacking lane will accommodate a total of 12 vehicles, 8 of

which will be between the first order board and the entrance to the stacking lane.



Page ii

Transportation Demand Management

The site is currently well served by transit along its frontage, sidewalks on both frontages and

a bicycle lane on both sides of March Road. The following transportation demand

management plan elements are proposed to be incorporated into the site:

Internal sidewalk connections to the existing sidewalk network on March Road and

Maxwell Bridge Road, which in turn will provide access to the existing transit routes in

the neighbourhood.

Pedestrian access in the form of paved walkways, marked pedestrian crossings, and

wheelchair / stroller accessible ramps to be provided internally to facilitate the flow of

pedestrians throughout the site.

Areas designated for short-term bicycle parking will be clearly marked and located close

to the restaurant entrance. Bicycle parking will be protected from the elements by use of

an overhead canopy, well lit and easily accessible. Access will be provided via the site’s

driveways and internal pedestrian pathways to the existing bicycle lanes on March Road.



Page iii

TABLE OF CONTENTS

Executive Summary ................................................................................................................ 1 1. Introduction ................................................................................................................... 1

1.1 Background ............................................................................................................ 1

1.2 Scope of Work ....................................................................................................... 1 1.3 Intersection Operations Analysis Methodology .................................................... 1

2. Existing Conditions ....................................................................................................... 4 2.1 Site Context ........................................................................................................... 4 2.2 Existing Road Network .......................................................................................... 4

2.3 Existing Traffic Volumes ...................................................................................... 4 2.4 Transit Availability ................................................................................................ 4

2.5 Existing Traffic Operations ................................................................................... 7

3. 2018 Background Traffic Conditions .......................................................................... 8 3.1 Planned Road Network Improvements .................................................................. 8 3.2 Background Development ..................................................................................... 8 3.3 Background Traffic Volumes ................................................................................ 8

3.4 Background Traffic Operations ............................................................................. 8

4. Proposed Development ............................................................................................... 11 4.1 Conceptual Site Plan ............................................................................................ 11 4.2 Site Traffic Generation ........................................................................................ 11 4.3 Site Traffic Distribution ....................................................................................... 11

5. Total Traffic Conditions ............................................................................................. 16 5.1 Intersection Operations ........................................................................................ 16

6. Site Review ................................................................................................................... 18 6.1 Parking Supply Requirements ............................................................................. 18

6.2 Drive-Through Operations ................................................................................... 18 6.3 Traffic Demand Management Plan ...................................................................... 18

6.3.1 Pedestrian Access ....................................................................................... 18 6.3.2 Access to Local Transit .............................................................................. 18 6.3.3 Bicycle Accommodation ............................................................................ 19

6.3.4 Implementation .......................................................................................... 19

7. Conclusions .................................................................................................................. 20 7.1 Traffic Operations ................................................................................................ 20

7.2 Parking and Drive-Through ................................................................................. 20 7.3 Transportation Demand Management ................................................................. 20



Page iv

Tables

Table 1: Signalized Intersection LOS Definitions .................................................................... 3 Table 2: Existing Signalized Intersection Operations ............................................................... 7 Table 3: Existing Unsignalized Intersection Operations .......................................................... 7

Table 4: Background Traffic Signalized Intersection Operations ............................................ 8 Table 5: Background Traffic Unsignalized Intersection Operations ...................................... 10 Table 6: Site Trip Generation ................................................................................................. 11 Table 7: New Site Traffic Distribution ................................................................................... 11 Table 8: 2018 Total Signalized Intersection Operations ......................................................... 16

Table 9: 2018 Total Unsignalized Intersection Operations .................................................... 16

Exhibits

Exhibit 1: Site Location ............................................................................................................ 2

Exhibit 2: Existing Road Network ............................................................................................ 5 Exhibit 3: Existing Traffic Volumes ......................................................................................... 6

Exhibit 4: 2018 Background Traffic Volumes.......................................................................... 9 Exhibit 5: Conceptual Site Plan .............................................................................................. 12 Exhibit 6: New Site Traffic Volumes ..................................................................................... 13

Exhibit 7: Pass-by Traffic Volumes ........................................................................................ 14 Exhibit 8: Total Site Traffic Volumes .................................................................................... 15

Exhibit 9: 2018 Total Traffic Volumes ................................................................................... 17

Appendices

A Existing Traffic Operations

B 2018 Background Traffic Operations

C Trip Generation Review

D 2018 Total Traffic Operations



Page 1

1. INTRODUCTION

1.1 Background

HDR Corporation (“HDR”) was retained by McDonald’s Restaurants of Canada Limited to

undertake a transportation study for a proposed McDonald’s restaurant, with drive-through

window, to be located in the northeast quadrant of March Road and Maxwell Bridge Road in

Ottawa, Ontario. The site location is shown in Exhibit 1. The site is currently occupied by a

single family dwelling, which will be removed as part of the redevelopment.

The proposed restaurant will be 6,137 SF (“square feet”) in size, with unsignalized driveway

access to both March Road and Maxwell Bridge Road. The driveway to March Road will be

restricted to right-in / right-out operations, while the Maxwell Bridge Road driveway will

provide full movement access and will be located opposite an existing commercial driveway

to the south. A transportation study is required as part of a Zoning By-law amendment

application and site plan control application.

1.2 Scope of Work

The proposed scope of work, as confirmed with the City, is described below:

Scenarios 2013 Existing Traffic Conditions

2018 Background Traffic Conditions

(growth plus background developments)

2018 Total Traffic Conditions

(background traffic plus site traffic, existing site traffic removed)

Time

Periods

Weekday AM Peak Hour (7:00am – 9:00am)

Weekday PM Peak Hour (4:00pm – 6:00pm)

Saturday Peak Hour (11:00am – 2:00pm)

Intersections Maxwell Bridge Rd. / Trinity Common Driveway / Proposed Driveway

March Road / Maxwell Bridge Road

March Road / Proposed Driveway

1.3 Intersection Operations Analysis Methodology

Intersection operations were assessed for study intersections using the software program

Synchro 8, which employs methodology from the Highway Capacity Manual (HCM2000),

published by the Transportation Research Board National Research Council. Synchro 8 can

analyze both signalized and unsignalized intersections in a road corridor or network taking

into account spacing, interaction, queues and operations between intersections. Synchro

relates level of service to delay; however, we have followed the City’s guidelines.

McDonald’s Restaurants of Canada Limited 886 March Road McDonald’s Transportation Study

March 2013Project #7306

Exhibit 1 : Site Location Not To Scale

SITE

Hal

ton

Terr

ace

Halton

Terrace

OldCarp

Road

March

Road



Page 3

The City’s guidelines relates volume to capacity (v/c) ratios to level of service (LOS), for

signalized intersections. Level of service definitions are contained in Table 1.

Table 1: Signalized Intersection LOS Definitions

The signalized intersection assessment identifies v/c

ratios for the overall intersection and for each

individual movement; these v/c ratios have

corresponding LOS shown to the left.

The signalized intersection analysis considers a measure of performance as:

The capacity of intersection movements, based on a volume to capacity ratio; and

The level of service of each movement, which is directly correlated to v/c ratio.

The unsignalized intersection operation assessment identifies level of service, where the level

of service is between A and F. Volume to capacity ratios are only identified where level of

service is F.

The two-way unsignalized intersection analysis considers two measures of performance:

The level of service for the critical movements, which is based on the average control

delay per vehicle for the various critical movements within the intersection; and

The volume to capacity ratios of the critical intersection movements, when LOS is F

only. The volume to capacity ratio is then based on gap analysis.

Parameters to be used in the Synchro analysis reflect the City of Ottawa Transportation

Impact Guidelines, which states that Synchro default values are to be used, except for:

Minimum Green Time: 10 seconds for side street through movements, 5 seconds for left-turn phases.

Vehicle Clearance: Must consist of amber and all red display.

Duration in accordance with Ontario Traffic Manual Book 12.

Minimum Walk Time: 7 seconds

Walking Speed: 1.2 m/sec; 1.1 m/sec if near old age home, school or shopping centre

Saturation Flow Rate: 1800 vehicles per hour of green per lane, unless alternative rates can be justified

LOS Volume to Capacity Ratio

A 0 to 0.60

B 0.61 to 0.70

C 0.71 to 0.80

D 0.81 to 0.90

E 0.91 to 1.00

F >1.00



Page 4

2. EXISTING CONDITIONS

2.1 Site Context

The site is located in the northeast quadrant of March Road and Maxwell Bridge Road on the

northern urban edge of Kanata in the City of Ottawa. It is surrounded by residential to the

west, east and the southwest, farmland to the north, and commercial uses directly to the

south. There is an existing residential house on the property that will be removed.

2.2 Existing Road Network

The existing road network is illustrated in Exhibit 2, and is described below:

March Road

(Regional

Road 49)

March road is a north-south arterial road under the jurisdiction of the City

of Ottawa. It has a 4-lane urban cross-section with auxiliary turn lanes

provided at Maxwell Bridge Road and has a posted speed limit of 80 km/h.

Sidewalks and bicycle lanes are provided on both sides of the road. To the

north of Maxwell Bridge Road, March Road narrows to a two-lane rural

cross section with paved shoulders, no sidewalks, and no bicycle lanes.

Maxwell

Bridge Road

Maxwell Bridge Road is an east-west collector road under the jurisdiction

of the City of Ottawa. It has a 2-lane urban cross-section with left-turn lanes

provided at March Road with no posted speed limit (assumed to be 50

km/h). Sidewalks are provided on both sides of the road. Maxwell Bridge

Road becomes Halton Terrace west of March Road.

2.3 Existing Traffic Volumes

Turning movement traffic counts were undertaken on behalf of HDR by the Traffic

Information Group on Thursday January 31, 2013 during the AM and PM peak periods

(7:00am – 9:00am and 4:00pm–6:00pm), and Saturday February 2, 2013 during the midday

peak period (11:00am – 2:00pm). Counts were undertaken at the signalized intersection of

March Road and Maxwell Bridge Road, as well as at the existing commercial driveway on

Maxwell Bridge Road, opposite the proposed site access. Existing traffic volumes are shown

in Exhibit 3.

2.4 Transit Availability

OC Transpo operates one bus route, Route 60, in the vicinity of the site along Maxwell

Bridge Road. The intersection of Maxwell Bridge Road and March Road is the route

terminus, while the opposite end of the route is downtown. The route 60 operates southbound

during the weekday AM and northbound during the PM, with headways of approximately 15

minutes, between 5:30am to 7:00pm. Route 93 Kanata North is also available one block

south of site and operates during all time periods, seven days a week.

SITE

Exhibit 2 : Existing Road Network Not To Scale

Legend

Signalized Intersection

Stop Sign

Lane Movement


Maxwell Bridge Road

Marc

h R

oad

Halton Terrace

Trinity Commons Driveway

Bike Lane


Exhibit 3 : Existing Traffic Volumes Not To Scale

Legend


Stop Sign

Right Turn

00 (00) [00]Weekday AM (PM) [SAT]Peak Hour Traffic Volumes

10 (98) [54]13 (43) [30]67 (66) [57]

10 (

11)

[1

0]

743

(248)

[377]

41 (

37)

[5

1]

[8] (9) 6[22] (25) 8[36] (50) 102

[68] (

110)

35

[322] (

852)

179

[48] (

77)

25

794

(296)

[438]

[384] (9

59)

195

Proposed Right-In/Right-Out Driveway

Marc

h R

oad

68 (61) [52]19 (29) [12]

[56] (95) 47[81] (50) 27

[100] (1

34)

22

[41] (6

2)

8

Halton Terrace

Pro

po

sed

Dri

vew

ay



SITE

Maxwell Bridge Road

Through

Left Turn




Page 7

Schedule D of the City of Ottawa Official Plan shows a new bus rapid transit route along

March Road. The route terminus is shown to be in close proximity to the site, with the route

extending to the south along March Road, towards downtown. A park and ride is also

proposed at the route terminus, in the vicinity of the site. Details pertaining to the proposed

bus rapid transit line have not yet been determined.

2.5 Existing Traffic Operations

Based on the existing traffic volumes shown in Exhibit 3, existing intersection operations

were assessed. Current signal timings were obtained from the City and utilized in this

analysis. Intersection operations are summarized in Table 2 and Table 3 for signalized and

unsignalized intersections, respectively. Detailed reports are provided in Appendix A.

Table 2: Existing Signalized Intersection Operations

Intersection & Critical Movement

Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour

LOS v/c LOS v/c LOS v/c

March Road & Maxwell Bridge Road A 0.34 A 0.39 A 0.20

Eastbound Left-turn A 0.04 A 0.10 A 0.08

Eastbound Through-right A 0.12 A 0.19 A 0.18

Westbound Left-turn A 0.59 A 0.56 A 0.52

Westbound Through-right A 0.08 A 0.35 A 0.25

Northbound Left-turn A 0.07 A 0.14 A 0.11

Northbound Through A 0.08 A 0.37 A 0.14

Northbound Right-turn A 0.02 A 0.05 A 0.03

Southbound Left-turn A 0.05 A 0.09 A 0.07

Southbound Through A 0.32 A 0.11 A 0.16

Southbound Right-turn A 0.01 A 0.01 A 0.01 Notes: v/c – volume to capacity ratio, LOS – level of service

Under existing traffic conditions, there is excess capacity at the signalized intersection of

March Road & Halton Terrace / Maxwell Bridge Road. All movements are operating with

level of service A and with volume to capacity ratios of 0.59 or better.

Table 3: Existing Unsignalized Intersection Operations


Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour


Maxwell Bridge Road / Trinity Commons Driveway A - A - A -

Eastbound Through-Left - - - - - -

Westbound Left-Through A - A - A -

Northbound Left-Right A - B - B - Notes: v/c – volume to capacity ratio, LOS – level of service, Only critical movements are shown.

Under existing traffic conditions all critical movements at unsignalized intersections are

operating with level of service B or better.



Page 8

3. 2018 BACKGROUND TRAFFIC CONDITIONS

3.1 Planned Road Network Improvements

There are no planned road improvements in the vicinity of the site by the 2018 horizon year.

3.2 Background Development

No background developments have been identified for inclusion in this report. It is assumed

that any traffic from future background developments is captured in the assumed background

growth discussed below.

3.3 Background Traffic Volumes

Background traffic volumes consist of existing traffic and traffic as a result of background

growth. An annual growth rate of 2% per year was applied to all movements at the

intersection of March Road and Maxwell Bridge Road, as well as to through movements at

the existing retail driveway to the south of the subject site. However, a review of growth

since 2005 has shown that traffic volumes are decreasing. Therefore, this is a conservative

approach. No growth was assumed for the retail development to the south as it is an existing

development. Background traffic volumes to the 2018 horizon year are shown in Exhibit 4.

3.4 Background Traffic Operations

Background 2018 traffic operations were assessed based on the background traffic volumes

shown in Exhibit 4 and the existing road network shown in Exhibit 2. Intersection

operations are summarized in Table 4 and Table 5 for signalized and unsignalized

intersections, respectively. Detailed reports are contained in Appendix B.

Table 4: Background Traffic Signalized Intersection Operations


Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour


March Road & Maxwell Bridge Road A 0.39 A 0.43 A 0.22



Westbound Left-turn B 0.66 A 0.59 A 0.55








SITE

Exhibit 4 : 2018 Background Traffic Volumes Not To Scale

11 (108) [60]14 (47) [33]74 (73) [63]

11 (

12)

[1

1]

820

(274)

[416]

45 (

41)

[5

6]

[9] (10) 7[24] (28) 9[40] (55) 113

[75] (1

21)

39

[356] (9

41)

198

[53] (8

5)

28

876

(327)

[483]

[425] (1

059)

216

Marc

h R

oad

75 (67) [57]19 (29) [12]

[62] (105) 52[81] (50) 27

[100] (1

34)

22

[41] (6

2)

8

Halton Terrace

Pro

po

sed

Dri

vew

ay



Maxwell Bridge Road


Legend


Stop Sign

Right Turn

00 (00) [00]

Through

Left Turn

Weekday AM (PM) [SAT]Peak Hour Traffic Volumes




Page 10

Under 2018 background traffic conditions, there will be excess capacity at the signalized

intersection of March Road & Halton Terrace / Maxwell Bridge Road. Most movements will

operate with level of service A and with volume to capacity ratios of 0.59 or better. The one

exception is the westbound left-turn, which will operate with a volume to capacity ratio of

0.66 and a level of service B during the weekday AM peak hour.

Table 5: Background Traffic Unsignalized Intersection Operations


Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour


Maxwell Bridge Road / Trinity Commons Driveway A - A - A -

Eastbound Through-Left - - - - - -

Westbound Left-Through A - A - A -

Northbound Left-Right A - B - B - Notes: v/c – volume to capacity ratio, LOS – level of service, Only critical movements are shown.

Under 2018 background traffic conditions all critical movements at unsignalized

intersections will operate with level of service B or better. No changes to the road network

are required.



Page 11

4. PROPOSED DEVELOPMENT

4.1 Conceptual Site Plan

The proposal is for a 6,137 SF McDonald’s restaurant with drive-through window. Access

will be provided by two unsignalized driveways. One full movement driveway will be

located on Maxwell Bridge Road opposite an existing commercial plaza driveway to the

south. A proposed driveway on March Road will be restricted to right-in / right-out

operations. The conceptual site plan is shown in Exhibit 5.

4.2 Site Traffic Generation

Site traffic generation for the proposed McDonald’s restaurant was based on rates from our

in-house database, which includes several McDonald’s restaurants located in the City of

Ottawa. Only McDonald’s with drive-through windows were used. The selected trip rates

and the estimated site trips are summarized in Table 6. Pass-by for the proposed

development was based on the Institute of Transportation Engineers publication Trip

Generation Manual, 9th

Edition, which suggests pass-by for restaurants with drive-through

windows is approximately 50%. We have assumed 40% pass-by traffic, to be conservative

(detailed trip generation is shown in Appendix C).

Table 6: Site Trip Generation

McDonald’s with Drive-Through Window Weekday

AM Peak Hour

Weekday

PM Peak Hour

Saturday

Peak Hour

Rate (trips / 1000 SF) 23.30 18.90 58.01

Gross Trips 143 116 356

Pass-by Trips (40%) 58 48 144

Inbound trips 44 36 110

Outbound trips 41 32 102

New Trips 85 68 212

4.3 Site Traffic Distribution

The distribution of new site trips was based on the report titled March Road Commercial

Traffic Impact Update (September 2008) prepared by iTRANS Consulting Inc., and is

summarized in Table 7. The distribution of pass-by trips was based on existing traffic.

Table 7: New Site Traffic Distribution

New site traffic is shown in Exhibit 6.

Pass-by site traffic is shown in Exhibit 7.

Total site traffic is shown in Exhibit 8.

To / From Via Distribution

North March Road 15%

South March Road 75%

East Halton Terrace /

Old Carp Road 5%

West Maxwell Bridge Road 5%

Exhibit 5 : Conceptual Site Plan

March 2013Project # 7306

886 March Road McDonald’s Transportation Study

Not To Scale

McDonald’s Restaurants of Canada Limited

SITE

Exhibit 6 : Net Site Traffic Volumes Not To Scale

2 (2) [5]31 (23) [77]

7(5

) [1

7]

[1] (0) 0[4] (2) 2

[21] (7

) 8

[62] (2

0)

25

Marc

h R

oad

Halton Terrace

Pro

po

sed

Dri

vew

ay

6 (5) [15]

7 (

5)

[17]

[22] (7

) 8

2 (2) [5]

33 (

25)

[82]

2 (

2)

[5

]

[83] (27) 34



Maxwell Bridge Road


Legend


Stop Sign

Right Turn

00 (00) [00]

Through

Left Turn



SITE

Exhibit 7 : Pass-by Traffic Volumes Not To Scale

Marc

h R

oad

Halton Terrace

Pro

po

sed

Dri

vew

ay

6 (15) [29]

[-29] (-

15)

-6

[7] (

4)

1

2 (3) [10]-2 (-3) [-10]

21 (

7)

[39]

2(2

) [4

]

[55] (17) 26[-4] (-2) -2


19 (4) [29]

-19

(-4)

[-29]

19 (4

) [29]

[-22] (-

11)

-5

[22] (

11)

5


Maxwell Bridge Road


Legend


Stop Sign

Right Turn

00 (00) [00]

Through

Left Turn



Exhibit 8 : Gross Site Traffic Volumes Not To Scale

Marc

h R

oad

Halton Terrace

Pro

po

sed

Dri

vew

ay

12 (20) [44]

7(5

) [1

7]

[-29] (-

15)

-6

[29] (

11)

9

4 (5) [15]-2 (-3) [-10]

54 (

32)

[121]

4(4

) [9

]

[138] (44) 60[-4] (-2) -2


2 (2) [5]50 (27) [106]

-19

(-4)

[-2

9]

26 (9

) [4

6]

[1] (0) 0[4] (2) 2

[-1] (-

4)

3

[84] (

31)

30


SITE

Maxwell Bridge Road


Legend


Stop Sign

Right Turn

00 (00) [00]

Through

Left Turn





Page 16

5. TOTAL TRAFFIC CONDITIONS

The 2018 background traffic volumes shown in Exhibit 4 were combined with the site traffic

from Exhibit 8 to obtain the 2018 total traffic volumes shown in Exhibit 9.

5.1 Intersection Operations

Based on the 2018 total traffic volumes shown in Exhibit 9, intersection operations were

assessed and are summarized in Table 8 and Table 9 for signalized and unsignalized

intersections, respectively. Detailed reports are contained in Appendix D.

Table 8: 2018 Total Signalized Intersection Operations


Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour


March Road & Halton Terrace /

Maxwell Bridge Road A 0.43 A 0.46 A 0.31



Westbound Left-turn C 0.75 B 0.66 B 0.70








Under 2018 total traffic conditions there will be excess capacity at the signalized intersection

of March Road and Halton Terrace / Maxwell Bridge Road. All movements will operate with

level of service C or better, and with volume to capacity ratios of 0.75 or better.

Table 9: 2018 Total Unsignalized Intersection Operations


Weekday AM

Peak Hour

Weekday PM

Peak Hour

Saturday

Peak Hour


Maxwell Bridge Road / Trinity Commons Driveway

/ Proposed Driveway A - A - A -

Eastbound Left-Through-Right A - A - A -

Westbound Left-Through-Right A - A - A -

Northbound Left-Through-Right B - C - C -

Southbound Left-Through-Right A - A - A -

March Road / Proposed Driveway A - A - A -

Westbound Right-turn A - B - A - Notes: v/c – volume to capacity ratio, LOS – level of service, Only critical movements are shown.

All movements at the unsignalized intersections will operate with level of service C or better.

Exhibit 9 : 2018 Total Traffic Volumes Not To Scale

11 (108) [60]16 (49) [38]124 (100) [169]

11 (

12)

[1

1]

801

(270)

[387]

71 (

50)

[1

02]

[10] (10) 7[28] (30) 11[40] (55) 113

[75] (1

21)

39

[355] (9

37)

201

[137] (1

16)

58

Marc

h R

oad

Halton Terrace

Pro

po

sed

Dri

vew

ay

12 (20) [44]

883

(332)

[500]

[396] (1

044)

210

[29] (1

1)

9

4 (5) [15]73 (64) [47]19 (29) [12]

54 (

32)

[121]

0(0

) [0

]4 (

4)

[9

]

[138] (44) 60[58] (103) 50[81] (50) 27

[100] (1

34)

22

[0] (0

) 0

[41] (6

2)

8



SITE

Maxwell Bridge Road


Legend


Stop Sign

Right Turn

00 (00) [00]

Through

Left Turn





Page 18

6. SITE REVIEW

6.1 Parking Supply Requirements

A review was conducted of the City of Ottawa’s Zoning By-law 2008-250 to determine the

parking requirements based on the use “Restaurant- Fast Food (By-law 2011-124)”. The site

is located within Area C (Suburban). Parking must therefore be provided at a rate of 10

spaces per 100 m2. Therefore, 57 spaces are required. The By-law also states that this parking

requirement may be reduced by 20% when the restaurant operates with a drive-through

window; this would bring the parking requirement to 46 spaces. A total of 58 parking spaces

are proposed. The proposed parking supply exceeds the Zoning By-law requirements by 12

spaces.

The Zoning By-law was also reviewed to determine bicycle parking requirements. Bicycle

parking must be provided at a rate of 1 space per 250 m2; therefore, a minimum of 2 spaces is

required.

6.2 Drive-Through Operations

Zoning By-law 2008-250 requires that a minimum of 7 queuing spaces is to be provided

between the order board and the entrance to the stacking lane. Eight spaces are being

proposed. Also according to the By-law a total of 11 queuing spaces are to be provided

between the service window and the entrance to the stacking lane. Twelve are proposed. The

proposed stacking lane exceeds the Zoning By-law requirements.

6.3 Traffic Demand Management Plan

6.3.1 Pedestrian Access


wheelchair / stroller accessible ramps will be provided internally to facilitate the flow of

pedestrians throughout the site. Sidewalks are currently provided on both frontages of the site

on March Road as well as on Maxwell Bridge Road. Internal pedestrian walkways will

connect seamlessly with sidewalks on both abutting roadways to facilitate pedestrian

movement to and from the surrounding neighbourhoods.

6.3.2 Access to Local Transit

As discussed in Section 2.4, transit is available along Maxwell Bridge Road, which has

sidewalks to which internal pedestrian access will be connected.



Page 19

6.3.3 Bicycle Accommodation

Areas designated for short-term bicycle parking will be clearly marked and located close to

the restaurant entrance. Bicycle parking will be protected from the elements by use of an

overhead canopy, well lit and easily accessible. Access will be provided via the site’s


6.3.4 Implementation

We recommend concentrating on encouraging alternative modes of travel such as bicycling

and walking, by providing good internal and external connectivity for these modes, and

accommodation for bicycle parking.



Page 20

7. CONCLUSIONS

7.1 Traffic Operations

Study intersections are currently operating with excess capacity under existing conditions,

and will continue to do so under background and total traffic conditions.

The existing median on March Road may need to be extended to the north to restrict the

March Road driveway to right-in / right-out operations.

7.2 Parking and Drive-Through

Parking for the proposed restaurant will be provided in the amount of 58 spaces. This

exceeds the requirements of the City of Ottawa Zoning By-law 2008-250 by 12 spaces. The

Zoning By-law also requires a minimum of two bicycle parking spaces, which will be

provided.

The drive-through stacking lane will be designed to exceed the City of Ottawa Zoning By-

law 2008-250 requirements. The stacking lane will accommodate a total of 12 vehicles, 8 of

which will be between the first order board and the entrance to the stacking lane.

7.3 Transportation Demand Management

The site is currently well served by transit along its frontage, sidewalks on both frontages and

a bicycle lane on both sides of March Road. The following transportation demand

management plan elements are proposed to be incorporated into the site:

Internal sidewalk connections to the existing sidewalk network on March Road and

Maxwell Bridge Road, which in turn will provide access to the existing transit routes in

the neighbourhood.


wheelchair / stroller accessible ramps to be provided internally to facilitate the flow of

pedestrians throughout the site.

Areas designated for short-term bicycle parking will be clearly marked and located close

to the restaurant entrance. Bicycle parking will be protected from the elements by use of

an overhead canopy, well lit and easily accessible. Access will be provided via the site’s


Appendix A

Existing Traffic Operations

HCM Signalized Intersection Capacity Analysis AM Peak Hour

3: March Road & Old Carp Road/Maxwell Bridge Road 2013 Existing Traffic Volumes

HDR Corporation Synchro 8 Report

Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Volume (vph) 6 8 102 67 13 10 35 179 25 41 743 10

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.86 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1552 1693 1628 1679 3262 1432 1601 3390 1406

Flt Permitted 0.74 1.00 0.65 1.00 0.35 1.00 1.00 0.63 1.00 1.00

Satd. Flow (perm) 1351 1552 1158 1628 619 3262 1432 1055 3390 1406

Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97

Adj. Flow (vph) 6 8 105 69 13 10 36 185 26 42 766 10

RTOR Reduction (vph) 0 94 0 0 9 0 0 0 8 0 0 3

Lane Group Flow (vph) 6 19 0 69 14 0 36 185 18 42 766 7

Confl. Peds. (#/hr) 1

Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10%

Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt NA Perm

Protected Phases 4 8 5 2 1 6

Permitted Phases 4 8 2 2 6 6

Actuated Green, G (s) 12.2 12.2 12.2 12.2 87.0 83.1 83.1 89.4 84.3 84.3

Effective Green, g (s) 12.2 12.2 12.2 12.2 87.0 83.1 83.1 89.4 84.3 84.3

Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.72 0.69 0.69 0.75 0.70 0.70

Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 137 157 117 165 483 2258 991 809 2381 987

v/s Ratio Prot 0.01 0.01 c0.00 0.06 0.00 c0.23

v/s Ratio Perm 0.00 c0.06 0.05 0.01 0.04 0.00

v/c Ratio 0.04 0.12 0.59 0.08 0.07 0.08 0.02 0.05 0.32 0.01

Uniform Delay, d1 48.6 49.0 51.5 48.8 4.7 6.0 5.7 4.0 6.9 5.3

Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Incremental Delay, d2 0.1 0.3 7.4 0.2 0.1 0.1 0.0 0.0 0.4 0.0

Delay (s) 48.8 49.4 58.9 49.1 4.7 6.1 5.8 4.0 7.2 5.4

Level of Service D D E D A A A A A A

Approach Delay (s) 49.3 56.4 5.9 7.0

Approach LOS D E A A

Intersection Summary

HCM 2000 Control Delay 14.3 HCM 2000 Level of Service B

HCM 2000 Volume to Capacity ratio 0.34

Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.6

Intersection Capacity Utilization 51.9% ICU Level of Service A

Analysis Period (min) 15

c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis AM Peak Hour

6: Trinity & Maxwell Bridge Road 2013 Existing Traffic Volumes


Page 2

Movement EBT EBR WBL WBT NBL NBR

Lane Configurations

Volume (veh/h) 47 27 19 68 22 8

Sign Control Free Free Stop

Grade 0% 0% 0%

Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94

Hourly flow rate (vph) 50 29 20 72 23 9

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (m) 99

pX, platoon unblocked

vC, conflicting volume 79 177 64

vC1, stage 1 conf vol


vCu, unblocked vol 79 177 64

tC, single (s) 4.1 6.4 6.3

tC, 2 stage (s)

tF (s) 2.2 3.5 3.4

p0 queue free % 99 97 99

cM capacity (veh/h) 1532 806 970

Direction, Lane # EB 1 WB 1 NB 1

Volume Total 79 93 32

Volume Left 0 20 23

Volume Right 29 0 9

cSH 1700 1532 844

Volume to Capacity 0.05 0.01 0.04

Queue Length 95th (m) 0.0 0.3 0.9

Control Delay (s) 0.0 1.7 9.4

Lane LOS A A

Approach Delay (s) 0.0 1.7 9.4

Approach LOS A


Average Delay 2.3



HCM Signalized Intersection Capacity Analysis PM Peak Hour



Page 1


Lane Configurations

Volume (vph) 9 25 50 66 43 98 110 852 77 37 248 11

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.90 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1595 1631 1606 1729 3424 1495 1728 3357 1547

Flt Permitted 0.50 1.00 0.71 1.00 0.57 1.00 1.00 0.31 1.00 1.00

Satd. Flow (perm) 912 1595 1213 1606 1033 3424 1495 565 3357 1547


Adj. Flow (vph) 9 26 52 69 45 102 115 888 80 39 258 11



Confl. Peds. (#/hr) 2 2

Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6


Lane Grp Cap (vph) 92 162 123 163 832 2405 1050 436 2260 1041

v/s Ratio Prot 0.02 0.04 c0.01 c0.26 0.00 0.08

v/s Ratio Perm 0.01 c0.06 0.10 0.04 0.06 0.00

v/c Ratio 0.10 0.19 0.56 0.35 0.14 0.37 0.05 0.09 0.11 0.01

Uniform Delay, d1 48.9 49.4 51.3 50.2 3.6 7.2 5.5 5.3 6.9 6.4



Delay (s) 49.4 50.0 57.1 51.5 3.7 7.6 5.6 5.4 7.0 6.4


Approach Delay (s) 49.9 53.3 7.0 6.8

Approach LOS D D A A





Intersection Capacity Utilization 55.1% ICU Level of Service B



HCM Unsignalized Intersection Capacity Analysis PM Peak Hour



Page 2


Lane Configurations

Volume (veh/h) 95 50 29 61 134 62


Grade 0% 0% 0%

Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.4 6.3

tC, 2 stage (s)

tF (s) 2.2 3.5 3.4





Volume Left 0 34 156

Volume Right 58 0 72

cSH 1700 1415 748




Lane LOS A B


Approach LOS B


Average Delay 6.0



HCM Signalized Intersection Capacity Analysis Sat PM Peak



Page 1


Lane Configurations

Volume (vph) 8 22 36 57 30 54 68 322 48 51 377 10

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frt 1.00 0.91 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1649 1729 1633 1729 3390 1517 1729 3357 1547

Flt Permitted 0.70 1.00 0.72 1.00 0.51 1.00 1.00 0.54 1.00 1.00

Satd. Flow (perm) 1269 1649 1302 1633 927 3390 1517 983 3357 1547


Adj. Flow (vph) 9 24 40 63 33 59 75 354 53 56 414 11



Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0%

Turn Type Perm NA Perm NA Perm NA Perm Perm NA Perm

Protected Phases 4 8 2 6





Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6


Lane Grp Cap (vph) 118 154 121 152 711 2601 1164 754 2576 1187

v/s Ratio Prot 0.02 0.02 0.10 c0.12

v/s Ratio Perm 0.01 c0.05 0.08 0.03 0.06 0.01

v/c Ratio 0.08 0.18 0.52 0.25 0.11 0.14 0.03 0.07 0.16 0.01

Uniform Delay, d1 39.3 39.7 41.0 40.0 2.8 2.9 2.6 2.7 2.9 2.6



Delay (s) 39.6 40.3 45.0 40.8 3.1 3.0 2.7 2.9 3.1 2.6

Level of Service D D D D A A A A A A

Approach Delay (s) 40.2 42.5 3.0 3.0









HCM Unsignalized Intersection Capacity Analysis Sat PM Peak



Page 2


Lane Configurations

Volume (veh/h) 56 81 12 52 100 41


Grade 0% 0% 0%

Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1439 831




Lane LOS A B


Approach LOS B


Average Delay 4.5



Appendix B

2018 Background Traffic Operations


3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Background Traffic Volumes


Page 1


Lane Configurations

Volume (vph) 7 9 113 74 14 11 39 198 28 45 820 11

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.86 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1552 1694 1627 1679 3262 1432 1601 3390 1406

Flt Permitted 0.74 1.00 0.60 1.00 0.31 1.00 1.00 0.62 1.00 1.00

Satd. Flow (perm) 1349 1552 1076 1627 550 3262 1432 1050 3390 1406


Adj. Flow (vph) 7 9 116 76 14 11 40 204 29 46 845 11




Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6


Lane Grp Cap (vph) 145 166 115 174 448 2237 982 790 2327 965

v/s Ratio Prot 0.01 0.01 c0.00 0.06 0.00 c0.25

v/s Ratio Perm 0.01 c0.07 0.06 0.01 0.04 0.01

v/c Ratio 0.05 0.13 0.66 0.09 0.09 0.09 0.02 0.06 0.36 0.01

Uniform Delay, d1 48.0 48.5 51.4 48.2 4.7 6.3 6.0 4.5 7.8 5.9



Delay (s) 48.2 48.8 64.8 48.5 4.8 6.4 6.0 4.5 8.3 5.9


Approach Delay (s) 48.8 60.8 6.1 8.1

Approach LOS D E A A









6: Trinity & Maxwell Bridge Road 2018 Background Traffic Volumes


Page 2


Lane Configurations

Volume (veh/h) 52 27 19 75 22 8


Grade 0% 0% 0%

Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.4 6.3

tC, 2 stage (s)

tF (s) 2.2 3.5 3.4





Volume Left 0 20 23

Volume Right 29 0 9

cSH 1700 1526 832




Lane LOS A A


Approach LOS A


Average Delay 2.1




3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Background Traffic Volumes


Page 1


Lane Configurations

Volume (vph) 10 28 55 73 47 108 121 941 85 41 274 12

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.90 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1597 1631 1606 1729 3424 1495 1729 3357 1547

Flt Permitted 0.46 1.00 0.70 1.00 0.56 1.00 1.00 0.27 1.00 1.00

Satd. Flow (perm) 830 1597 1204 1606 1017 3424 1495 493 3357 1547


Adj. Flow (vph) 10 29 57 76 49 112 126 980 89 43 285 12




Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6


Lane Grp Cap (vph) 89 171 129 172 809 2351 1026 401 2232 1028

v/s Ratio Prot 0.02 0.05 c0.01 c0.29 0.00 0.08

v/s Ratio Perm 0.01 c0.06 0.11 0.04 0.07 0.01

v/c Ratio 0.11 0.21 0.59 0.43 0.16 0.42 0.06 0.11 0.13 0.01

Uniform Delay, d1 48.4 48.9 51.0 50.1 4.0 8.3 6.1 5.4 7.4 6.8



Delay (s) 48.9 49.5 57.7 51.9 4.1 8.8 6.3 5.5 7.5 6.8


Approach Delay (s) 49.4 53.8 8.1 7.2










6: Trinity & Maxwell Bridge Road 2018 Background Traffic Volumes


Page 2


Lane Configurations

Volume (veh/h) 105 50 29 67 134 62


Grade 0% 0% 0%

Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.4 6.3

tC, 2 stage (s)

tF (s) 2.2 3.5 3.4







cSH 1700 1401 732




Lane LOS A B


Approach LOS B


Average Delay 5.8




3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Backgroung Traffic Volumes


Page 1


Lane Configurations

Volume (vph) 9 24 40 63 33 60 75 356 53 56 416 11

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frt 1.00 0.91 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1648 1729 1632 1729 3390 1517 1729 3357 1547

Flt Permitted 0.69 1.00 0.71 1.00 0.49 1.00 1.00 0.52 1.00 1.00

Satd. Flow (perm) 1258 1648 1295 1632 889 3390 1517 948 3357 1547


Adj. Flow (vph) 10 26 44 69 36 66 82 391 58 62 457 12



Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6


Lane Grp Cap (vph) 123 161 126 159 678 2587 1157 723 2561 1180

v/s Ratio Prot 0.02 0.03 0.12 c0.14

v/s Ratio Perm 0.01 c0.05 0.09 0.03 0.07 0.01

v/c Ratio 0.08 0.19 0.55 0.27 0.12 0.15 0.04 0.09 0.18 0.01

Uniform Delay, d1 39.0 39.4 40.8 39.7 2.9 3.0 2.7 2.9 3.1 2.7



Delay (s) 39.3 40.0 45.6 40.6 3.3 3.1 2.8 3.1 3.2 2.7

Level of Service D D D D A A A A A A

Approach Delay (s) 39.9 42.6 3.1 3.2










6: Trinity & Maxwell Bridge Road 2018 Backgroung Traffic Volumes


Page 2


Lane Configurations

Volume (veh/h) 62 81 12 57 100 41


Grade 0% 0% 0%

Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1431 819




Lane LOS A B


Approach LOS B


Average Delay 4.4



Appendix C

Trip Generation Review

Trip Generation ReviewNote: All of the restaurants graphed below are McDonald's restauraunts with drive-through windows.

Size (SF)

1880 Carling Ave, Ottawa 3,466

1771 Walkley Rd, Ottawa 2,626

2686 Laurier St, Rockland 3,229

10520 - 111 Avenue, Edmonton 10,038

10305 - 80 Ave, Edmonton 6,900

16725 Stony Plain, Edmonton 3,439

Bayfield Street, Barrie 4,297

Note:

Not all locations had all three periods surveyed.

Location

y = 13.091ln(x) + 119.35

0

50

100

150

200

250

0 2 4 6 8 10 12

Tri

pEn

ds

Development Size (1000 SF)

Weekday AM Peak Hour

y = -0.947ln(x) + 117.9

0

50

100

150

200

250

0 2 4 6 8 10 12

Tri

pEn

ds


Weekday PM Peak Hour

y = 301.85ln(x) - 191.88

0

50

100

150

200

250

300

350

0 1 2 3 4 5

Tri

pEn

ds


Weekend Peak Hour

Appendix D

2018 Total Traffic Operations


3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Total Traffic Volumes


Page 1


Lane Configurations

Volume (vph) 7 11 113 124 16 11 39 201 58 71 801 11

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.86 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1553 1694 1631 1679 3262 1432 1601 3390 1406

Flt Permitted 0.74 1.00 0.63 1.00 0.31 1.00 1.00 0.62 1.00 1.00

Satd. Flow (perm) 1346 1553 1130 1631 552 3262 1432 1037 3390 1406


Adj. Flow (vph) 7 11 116 128 16 11 40 207 60 73 826 11




Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6


Lane Grp Cap (vph) 204 235 171 247 423 2071 909 745 2175 902

v/s Ratio Prot 0.02 0.01 0.00 0.06 c0.00 c0.24

v/s Ratio Perm 0.01 c0.11 0.06 0.03 0.06 0.01

v/c Ratio 0.03 0.12 0.75 0.07 0.09 0.10 0.04 0.10 0.38 0.01

Uniform Delay, d1 43.4 44.0 48.7 43.7 6.5 8.5 8.2 6.0 10.2 7.7



Delay (s) 43.5 44.2 65.0 43.8 6.6 8.6 8.3 6.0 10.7 7.8

Level of Service D D E D A A A A B A

Approach Delay (s) 44.2 61.3 8.3 10.3

Approach LOS D E A B









6: Trinity /Proposed Driveway & Maxwell Bridge Road 2018 Total Traffic Volumes


Page 2


Lane Configurations

Volume (veh/h) 60 50 27 19 73 4 22 0 8 4 0 54

Sign Control Free Free Stop Stop

Grade 0% 0% 0% 0%

Peak Hour Factor 0.92 0.94 0.94 0.94 0.94 0.92 0.94 0.92 0.94 0.92 0.92 0.92

Hourly flow rate (vph) 65 53 29 20 78 4 23 0 9 4 0 59

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)



vC, conflicting volume 82 82 377 320 68 327 333 80



vCu, unblocked vol 82 82 377 320 68 327 333 80

tC, single (s) 4.1 4.1 7.1 6.5 6.3 7.1 6.5 6.2

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.4 3.5 4.0 3.3

p0 queue free % 96 99 96 100 99 99 100 94

cM capacity (veh/h) 1515 1528 526 563 966 594 555 980

Direction, Lane # EB 1 WB 1 NB 1 SB 1

Volume Total 147 102 32 63

Volume Left 65 20 23 4

Volume Right 29 4 9 59

cSH 1515 1528 599 938

Volume to Capacity 0.04 0.01 0.05 0.07

Queue Length 95th (m) 1.0 0.3 1.3 1.6

Control Delay (s) 3.5 1.5 11.4 9.1

Lane LOS A A B A

Approach Delay (s) 3.5 1.5 11.4 9.1

Approach LOS B A


Average Delay 4.7




9: March Road & Proposed Driveway 2018 Total Traffic Volumes


Page 3

Movement WBL WBR NBT NBR SBL SBT

Lane Configurations

Volume (veh/h) 0 12 210 9 0 883

Sign Control Stop Free Free

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)


pX, platoon unblocked 0.99 0.99 0.99





tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 100 99 100


Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2

Volume Total 13 152 86 480 480

Volume Left 0 0 0 0 0

Volume Right 13 0 10 0 0

cSH 933 1700 1700 1700 1700

Volume to Capacity 0.01 0.09 0.05 0.28 0.28

Queue Length 95th (m) 0.3 0.0 0.0 0.0 0.0

Control Delay (s) 8.9 0.0 0.0 0.0 0.0

Lane LOS A


Approach LOS A


Average Delay 0.1






Page 1


Lane Configurations

Volume (vph) 10 30 55 100 49 108 121 937 116 50 270 12

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.90 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1602 1631 1607 1729 3424 1495 1729 3357 1547

Flt Permitted 0.50 1.00 0.70 1.00 0.56 1.00 1.00 0.27 1.00 1.00

Satd. Flow (perm) 906 1602 1202 1607 1020 3424 1495 485 3357 1547


Adj. Flow (vph) 10 31 57 104 51 112 126 976 121 52 281 12




Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.4 6.6 6.6 6.4 6.6 6.6


Lane Grp Cap (vph) 119 210 158 211 787 2262 987 386 2145 988

v/s Ratio Prot 0.02 0.05 c0.01 c0.29 0.01 0.08

v/s Ratio Perm 0.01 c0.09 0.11 0.05 0.09 0.00

v/c Ratio 0.08 0.18 0.66 0.39 0.16 0.43 0.08 0.13 0.13 0.01

Uniform Delay, d1 45.7 46.4 49.5 47.7 4.9 9.7 7.3 6.4 8.5 7.9



Delay (s) 46.1 46.8 59.0 48.9 5.0 10.3 7.5 6.6 8.7 7.9

Level of Service D D E D A B A A A A

Approach Delay (s) 46.7 52.8 9.4 8.3












Page 2


Lane Configurations

Volume (veh/h) 44 103 50 29 64 5 134 0 62 4 0 32


Grade 0% 0% 0% 0%

Peak Hour Factor 0.92 0.86 0.86 0.86 0.86 0.92 0.86 0.92 0.86 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 4.1 7.1 6.5 6.3 7.1 6.5 6.2

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.4 3.5 4.0 3.3

p0 queue free % 97 98 69 100 92 99 100 96

cM capacity (veh/h) 1518 1404 503 514 872 449 497 984





cSH 1518 1404 581 869


Queue Length 95th (m) 0.7 0.6 14.1 1.1

Control Delay (s) 1.8 2.4 15.2 9.3

Lane LOS A A C A


Approach LOS C A


Average Delay 7.4






Page 3


Lane Configurations

Volume (veh/h) 0 20 1044 11 0 332


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 100 97 100



Volume Total 22 757 390 180 180



cSH 704 1700 1700 1700 1700


Queue Length 95th (m) 0.7 0.0 0.0 0.0 0.0

Control Delay (s) 10.3 0.0 0.0 0.0 0.0

Lane LOS B


Approach LOS B


Average Delay 0.1






Page 1


Lane Configurations

Volume (vph) 10 28 40 169 38 60 75 355 137 102 387 11

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00

Frt 1.00 0.91 1.00 0.91 1.00 1.00 0.85 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1729 1660 1729 1640 1729 3390 1517 1729 3357 1547

Flt Permitted 0.69 1.00 0.71 1.00 0.50 1.00 1.00 0.52 1.00 1.00

Satd. Flow (perm) 1251 1660 1289 1640 917 3390 1517 949 3357 1547


Adj. Flow (vph) 11 31 44 186 42 66 82 390 151 112 425 12



Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0%







Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6


Lane Grp Cap (vph) 258 342 265 338 600 2219 993 621 2197 1012

v/s Ratio Prot 0.02 0.03 0.12 c0.13

v/s Ratio Perm 0.01 c0.14 0.09 0.07 0.12 0.01

v/c Ratio 0.04 0.12 0.70 0.16 0.14 0.18 0.10 0.18 0.19 0.01

Uniform Delay, d1 30.2 30.7 35.0 31.0 6.2 6.4 6.1 6.4 6.5 5.7



Delay (s) 30.3 30.8 43.1 31.2 6.7 6.6 6.3 7.1 6.7 5.7

Level of Service C C D C A A A A A A

Approach Delay (s) 30.7 38.7 6.5 6.7

Approach LOS C D A A











Page 2


Lane Configurations

Volume (veh/h) 138 58 81 12 47 15 100 0 41 9 0 121


Grade 0% 0% 0% 0%

Peak Hour Factor 0.92 0.89 0.89 0.89 0.89 0.92 0.89 0.92 0.89 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3

p0 queue free % 90 99 64 100 95 98 100 87

cM capacity (veh/h) 1532 1436 316 419 948 393 399 1004





cSH 1532 1436 392 906


Queue Length 95th (m) 2.5 0.2 14.5 4.2

Control Delay (s) 4.1 1.3 20.3 9.7

Lane LOS A A C A


Approach LOS C A


Average Delay 8.7






Page 3


Lane Configurations

Volume (veh/h) 0 44 396 29 0 500


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 100 94 100



Volume Total 48 287 175 272 272



cSH 851 1700 1700 1700 1700


Queue Length 95th (m) 1.4 0.0 0.0 0.0 0.0

Control Delay (s) 9.5 0.0 0.0 0.0 0.0

Lane LOS A


Approach LOS A


Average Delay 0.4



886 March Road McDonald's Transportation Study

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Transcript of 886 March Road McDonald's Transportation Study