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Preface
The following TIA Guidelines have been developed jointly by the Citys Planning and Growth
Management and Public Works and Services departments in an effort to standardize and clarify what is
required from a transportation perspective when dealing with development. On 27 September 2006
Council adopted the Guidelines as its policy for transportation impact assessment with the intent to
ensure its goals and objectives, as present in the Citys Official Plan and Transportation Master Plan, are
realized.
Although the guidelines are largely based on their predecessor, the RMOC 1995 Transportation Impact
Study Guidelines, significant modifications have been made. It is important for those who are new to the
Guidelines or have used the former version in the past, to take the time to read through these new
Guidelines to recognize the changes and apply them as written.
Specific attention should be paid to:
the need for consultants applying the guidelines and addressing development related transportation
impacts, to be on the Citys new TIA Pre Qualified Consultant List;
the requirement for an increased level of pre-consultation prior to the undertaking and submission of
TIA studies and reports;
the new levels of analysis and associated triggers to initiate them; and
the requirement for an increase in analysis and reporting where resulting road modifications are
required.
In applying the Guidelines as intended the development industry will see a quicker more efficient
processing of the transportation component of the development approval process.
The City would like to acknowledge the work of Dillon Consulting, who through many hours of
involvement have enabled the City to produce these guidelines, as well as the development and
consultant industry, and those of the public who participated in the consultation stages of this endeavor.
1. Introduction
The 2006 City of Ottawa Transportation Impact Assessment (TIA) Guidelines identify the scope and
format of transportation analysis required to support applications for Development Approvals from the City
of Ottawa. The TIA Guidelines document outlines:
1. The scope of analysis required to support development applications, depending on the type of
development application and the size and scope of the proposal;
2. The types of analysis required to determine transportation system impacts resulting from
developments and acceptable levels of service for elements of the transportation network, consistent
with Transportation Master Plan policies; and
3. The format recommended for TIA reports that will facilitate staff review and expedite timing for
comments and approvals.
TIA reports are a critical part of the development review and approval process, as they are the primary
tool for identifying the potential net effects from a development proposal. TIA reports establish:
The City of Ottawa recognizes three types of TIA reports, as described in Table 1.
Table 1 - Types of Transportation Impact Assessment Reports
Types of TIA Reports
Community
Transportation Study
(CTS)
Transportation
Impact Study (TIS)
Transportation Brief
(TB)
The City of Ottawa is a diverse place with a robust development industry in each of its urban (or infill),
suburban and rural areas. TIA reports must acknowledge the circumstances surrounding the proposed
development and be sensitive to the context of the application.
The front section of the report (base document) provides context for TIA reports related to the
Development Application process and details a number of triggers that determine the appropriate TIA
report format. Appendices A through F outline methodologies for demand forecasting, the analysis and
documentation for the three types of TIA reports, and the various parameters and acceptable standards in
which the TIA work is completed.
Once the triggers in the base document are reviewed and the appropriate TIA report format is selected,
the user prepares the TIA report according to the Methods for Demand Forecasting and relevant Analysis
Methods and Documentation Requirements sections of the report. Figure 1 outlines the flow of
decisions.
Property for abutting roads and public transit rights-of-way that are described in the municipal Official
Plan;
Facilities to provide access to and from the subject development, such as access ramps, curbing, and
traffic direction signs;
Off-street vehicular loading and parking facilities and access driveways; and
Walkways and walkway ramps and all other means for pedestrian access.
3. Process
3.1 Staff Consultation
The City of Ottawa Development Application process currently encourages a pre-consultation meeting
between the developer and City staff. This meeting is typically used to convey staff expectations to the
developer related to supporting documentation requirements. It is anticipated that Planning and Growth
Management Department staff will confirm at this meeting the need for a transportation impact
assessment report in support of any development application and the required format of the assessment
report (i.e., neighbourhood study, transportation impact study, or transportation brief).
As part of the pre-consultation, developers and their Consultants are encouraged to arrange a meeting
with the Citys Infrastructure Approvals Division, Traffic and Parking Operations Branch and Transit
Services Branch staff early in the preparation of transportation impact assessment reports to discuss and
confirm the various parameters to be used in the subject analysis. At a minimum, contact will need to be
made to verify the background developments and road and transit network improvements to be
considered in the report. Such meetings will be coordinated through the Infrastructure Approvals Division.
Sites
Official Plan Amendment (OPA)
CTS
CTS
Site Plan
TIS / TB
Subdivisions
Draft Plan of Subdivision + recent CDP *
CTS
Registration
TIS / TB
* No further study will be required at the Draft Plan of Subdivision stage if a Community Design Plan with an appropriate Community
Transportation Study level of supporting transportation analysis has been prepared for the area within the last five years that
assumes the same development concept for the lands as is being proposed in the Application.
Residential
Office *
Industrial *
Fast Food *
Destination Commercial *
Convenience Market *
Assumed Trip
Generation Rate
1.01 (PM)
1.55 (AM)
0.98 (PM)
53.11 (AM)
5.00 (PM)
67.03 (AM)
No Study Required
(Less than 75 vph
site trips)
0 75 units
2
0 4,500 m
2
0 7,000 m
2
0 150 m
2
0 1,400 m
2
0 100 m
CTS Required
(In excess of 75 vph
site trips)
> 75 units
2
> 4,500 9,000 m
2
7,000 m
2
> 150 m
2
> 1,400 m
2
> 100 m
For all other OPA and ZBL Applications the analysis required to identify the potential impacts of the
applications will be significant and will vary from application to application. As such, the study area and
level of detail required for the impact assessment for CTS must be confirmed through
consultation with City staff. CTS are generally completed at a high level, concentrating on the basic
functionality of the transportation network; assessment of operational and safety issues is typically not
required.
When OPA/ ZBL applications are submitted in conjunction with Site Plan Control applications, the City will
require an overall assessment of network capacity (CTS) in addition to the requirements of the TIS/ TB.
Draft Plans of Subdivision and Condominium
No transportation impact analysis will be required for Draft Plans of Subdivision or Condominium for
developments with 75 units or fewer.
No transportation impact analysis will be required in support of a Draft Plan of Subdivision application if a
Community Design Plan with an appropriate CTS level of supporting transportation analysis has been
prepared for the area within the last five years (that assumes the same development concept for the
subject lands as is being proposed in the Development Application). A CTS report will be required to
support a Draft Plan of Subdivision application if no CDP has been prepared within the preceding five
years and the development exceeds 75 units.
Typically, the City of Ottawa will require the preparation of a TIS or TB report to support an application for
Final Plan Registration, to provide analysis details that were not addressed in the CTS report filed at the
Draft Plan stage. Occasionally, applications are made simultaneously for Draft Plan of Subdivision/
Condominium and Final Plan Registration. When such a simultaneous application is made, and the
development exceeds 75 residential units, the City will require an overall assessment of network capacity
(CTS) in addition to the requirements of the TIS or TB.
Additional analysis will be required in the form of Transportation Impact Studies or Transportation Briefs
to supplement the initial CTS at the time of Final Plan Registration for individual phases for Plans of
Subdivision and Condominium.
CTS reports should be prepared according to the documentation requirements outlined in Appendix B
Community Transportation Study Analysis Methods and Documentation Requirements.
4.1.3 Transportation Impact Studies and Transportation Briefs
Transportation impact studies (TIS) and briefs (TB) are required for the following types of Development
Applications:
Applications for Registration of Plans of Subdivision and Site Plan Control generally represent a more
developed and immediate development concept; therefore, the City of Ottawa is concerned about
transportation network operational and safety issues in addition to capacity concerns. Triggers reflecting
these concerns have been established (see Table 4). Any one of the first three triggers (i.e., the
operational / safety triggers) would drive the need to undertake a TIS, regardless of volume of site traffic
generated. In the absence of operational/ safety concerns, the capacity triggers (volume of site traffic
generated) determine the appropriate level of analysis.
Table 4 - Triggers for Transportation Briefs and Transportation Impact Studies
Issues to Consider
No Assessment
Operational / Safety Triggers
a.
Safety/ operations
n/a
concerns
on boundary roads
b.
Drive-thru facility
n/a
c.
Roadway modifications
n/a
proposed
Forecasted Site Trip Generation Triggers
d.
Volume of site traffic
0 75 vph
generated
Land Use Type
Residential
0 75 units
2
Office *
0 4,500 m
2
Industrial *
0 7,000 m
2
Fast Food *
0 150 m
2
Destination Commercial *
0 1,400 m
2
Convenience Market *
0 100 m
TIS
n/a
Required
n/a
n/a
Required
Required
76 150 units
2
4,501 9,000 m
2
7,001 14,000 m
2
151 275 m
2
1,401 2,800 m
2
101 200 m
operational concerns include those outlined below (this list is not exhaustive; it is representative of the
most common conditions):
Regardless of the size or location of the development, a TIS report will be required for all proposals that
include drive-thru facilities, to demonstrate that sufficient on-site storage is being provided and that no
impacts will occur on public streets. A TIS report will also be required for all proposals that include
roadway modifications to the boundary roads.
Forecasted Site Trip Generation Triggers
As indicated in Table 4, where Development Applications are expected to generate fewer than 75
vehicles per hour (vph) [peak hour, two-direction site generated trips], and no operational/ safety triggers
apply, the City of Ottawa will not require a TIA report, as it is satisfied that impacts on the adjacent
transportation network can be accommodated without the need for roadway modifications. Table 4
presents information to assist with the estimation of site generated trips. For other land use types, trip
generation estimates will be made assuming typical trip generation characteristics, as represented by
the current edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual.
Additionally, where Development Applications are expected to generate between 75 and 150 vehicles per
hour (vph) [peak hour, two-direction site generated trips], and no operational/ safety triggers apply, a
Transportation Brief may be sufficient.
TIS and TB reports should be prepared according to the documentation requirements outlined in
Appendix C Transportation Brief Analysis Methods and Documentation Requirements and Appendix D
Transportation Impact Study Analysis Methods and Documentation Requirements.
An evaluation is required of the projected level of service/ capacity of the local road network elements that
will be affected by site generated transportation demands during any or all of the relevant time periods
and scenarios.
4.2.2 System Operations and Safety
Transportation Impact Studies and Transportation Briefs must consider potential operational and safety
concerns through intersections, on road or transit segments or on ramps that will be created or affected
by site generated transportation demands during any or all of the relevant time periods and scenarios.
Community Transportation Studies are generally completed at a high level, concentrating on the basic
functionality of the transportation network; assessment of operational and safety issues is not required.
4.2.3 Non-Auto Modes
All TIA reports will assess the provisions made in the development proposal for all non-auto modes, in
keeping with the policy directions established by the Official Plan and Transportation Master Plan.
Elements of the proposal that support rapid and conventional transit ridership, cycling, and pedestrian
movements on the study area transportation network must be identified. The OP requires that developers
determine the method and means by which the development, as well as adjacent areas, can be efficiently
and effectively serviced by transit. Pedestrian and bicycle network continuity should be considered, as
should Official and Transportation Master Plan policy requirements related to the provision of
infrastructure to promote non-auto modes.
4.2.4 On-Site Design and Operations
Transportation Impact Studies and Transportation Briefs must consider the ability of the site to support
the City of Ottawas transportation policy objectives. The proposed layout of the site will be considered
and the potential for on-site traffic operations to affect the safe and efficient operation of the adjacent
roads will be identified.
The City recognizes that there are a number of legislative and By-law requirements and physical site
constraints that are considered in the development of a Site Plan (e.g., Building Code, Zoning By-law,
etc). The transportation objectives, on-site circulation and access may be superseded by other governing
regulations.
4.2.5 Community Impacts
An evaluation of the potential for community impacts resulting from the proposed development is
required. The focus of the analysis will be on the potential for neighbourhood infiltration by site generated
traffic and the proposed scheme for accommodating the parking demand generated by the site.
4.2.6 Transportation Demand Management
A Transportation Demand Management (TDM) plan must be prepared for the proposed development,
identifying links to Citys TDM initiatives and mechanisms for integrating the proposed development into
the existing services and programs.
The default study area will be all access points/ driveways to the proposed development and all elements
of the transportation network within 1 kilometre of the proposed site (in all directions) that are impacted by
development traffic. Where the TIA report addresses impacts related to an infill development staff may
be prepared to review the required study area for the report.
4.3.2 Time Periods
The transportation impact assessment report must consider two conditions to fully determine the effects
of the development proposal:
1. The impact of the development on the peak conditions of the adjacent transportation infrastructure;
and
2. The impact of the peak site generated traffic volumes on the adjacent transportation infrastructure.
Typically, the AM and PM peak weekday peak hours of the adjacent streets will constitute the worst
case of the combination of site-related and background traffic; however in the case of retail,
entertainment, recreational, religious, institutional, or special events uses, Thursday / Friday evening,
Saturday, Sunday or site peak hours may also require analysis. As part of the pre-consultation process
prior to commencing the analysis, the consultant should determine and justify the selected time periods
for analysis in conjunction with City staff.
4.3.3 Horizon Years
The City of Ottawa requires that all transportation impact assessments consider two horizon periods for
analysis:
1. buildout/full occupancy of the development (full occupancy where it is not the same as buildout); and
2. buildout/full occupancy + 5 years.
Where development of a site is proceeding in phases, analysis of potential impacts should be completed
for each of the phases proposed for the development. In the case of phased development, the need to
complete a buildout + 5 years analysis may be waived by the City, depending on the timing of the
phases
A2 Background Traffic
Anticipated background conditions should be confirmed with City of Ottawa staff prior to undertaking the
demand forecasting component of the transportation impact assessment. Three main parameters need
to be confirmed with City staff:
Potential / planned changes to the study area road and transit route networks;
Rate of general background growth on the arterial network; and
Other anticipated developments in the study area.
Where growth in the area of the development under consideration has been significant in the recent past
or will be significant within the horizon years of the assessment, regression-based methods may be
inappropriate.
Historical traffic volume data and population/ employment data can be obtained where available from the
City of Ottawas Public Works and Services and Planning and Growth Management Departments,
respectively.
Direction regarding the appropriate methodology for estimating background traffic growth should be
obtained from City of Ottawa Planning and Growth Management Department Staff. For information
regarding current and future transit ridership levels, City of Ottawa Transit Services Branch staff may be
consulted.
A2.3 Other Study Area Developments
All significant developments under construction, approved, or in the approval process within the study
area which are likely to occur within the identified horizon years must be identified and recognized in the
subject transportation impact assessment report. Planning and Growth Management Department staff
will identify the land-use type and magnitude of the probable future developments in the horizon years.
Figure 3.7 on page 26 of the 2003 City of Ottawa Transportation Master Plan (TMP) provides data on
transit modal splits for several planning screenlines around the City. Given the short-term nature of most
transportation impact assessments, significant deviation from the 2002 transit modal split levels shown in
TMP Figure 3.7 that cannot be justified by commensurate increases in transit service will not be
supported. Some increases may still be acceptable, given that the planned transit modal split increases
to the 2021 levels shown in TMP Figure 3.7 in the City of Ottawa will be achieved over time. Trip
generation calculations should assume logical changes to, or growth in, existing transit/ cycling/
pedestrian modal shares over time.
Transportation Demand Management (TDM)
The challenge in applying TDM reductions to site trip generation rates is the difficulty in isolating the
effects of Transportation Demand Management (TDM) on a single development. The 2003 City of
Ottawa TMP update targeted a 5.5% reduction in all peak hour traffic volumes as a result of a
combination of trip elimination (3%); time shifting (1%); and increases in auto occupancy (1.5%) by the
year 2020. Application of TDM adjustment factors to an individual site will need to be justified and
commensurate program and infrastructure requirements of the developer must be identified.
A3.1.3 Commercial Adjustment Factors
Typical trip generation rates represent the total volume of traffic measured at the driveways to the
proposed development. For many commercial developments, driveway volumes include a mixture of trips
that are new to the road network and trips that are attracted from the adjacent roadway or adjacent
developments.
Pass-by trips
Trips attracted from the adjacent roadway are usually referred to as pass-by trips. Pass-by trips are
already on the adjacent road traveling from primary origin to ultimate destination, and make an
intermediate stop at the proposed development to execute a transaction. For example, a driver may stop
at a convenience market or gas station on his/ her way home from work. The trip in terms of market is not
a new trip added to the road system; it is temporarily diverted from the adjacent traffic stream. If pass-by
trip assumptions are used as an adjustment factor in determining trip generation, these trips must still be
accounted for in the turning movements into and out of the site.
The Recommended Practices appendix to the ITE Trip Generation Manual (7th Edition) suggests
acceptable pass-by trip percentages. Deviations from these pass-by percentages must be defended.
Synergy/Internalization
Trips attracted to two or more uses on the same site are usually referred to as having synergy. For
example, a trip to a multi-use site may be destined to both a grocery store and a restaurant. Synergy
between uses should reduce the number of trips generated by the site, as compared to when site traffic is
calculated by summing the trip generation forecasts for the individual components of the site.
The rate of internalization for multi-use sites varies from site to site, depending on the combination of
uses. Because of this, no typical rates data is available for the rate of trip internalization on multi-use
sites. Assumptions in transportation impact assessments must be justified and (preferably) supported by
the results of site trip generation surveys.
A3.2 Trip Distribution
The directions from which traffic will approach and depart the site can vary depending on several locationspecific factors, including:
The trip distribution assumptions should be justified in the report, and may be based on one or more of
the following:
B2 Analysis Methods
B2.1 System Congestion/Capacity
B2.1.1 Screenline Analysis
CTS must include a screenline analysis. Screenline analysis is a comparison of forecasted demands and
lane capacities on the major road network (including freeways, arterial roads and major collector roads)
connecting the site to the area transportation network. Typical lane capacities should be established
based on the Official Plan designation for the local road classifications and the general characteristics of
the roads (e.g., suburban with limited access, urban with on-street parking, etc.). Mitigation measures in
the form of additional lane capacity must be identified where V/C for the screenline exceeds 0.90, except
in the Urban Core, where 1.0 is acceptable.
Screenline analysis should consider new capacity that is planned to occur within the horizon of the
development. Planned transportation network changes are identified in the Schedules of the City of
Ottawas Official Plan and in the Citys Transportation Master Plan; however the Citys Capital Budget
Plan is the only accepted source for the anticipated timing of major projects.
Transit demands should also be considered, based on the assumed transit modal split, and transit
network requirements identified. Consideration should be given to the Official Plan Schedules showing
the Rapid Transit and Transit Priority networks.
B2.1.2 Intersection Capacity
An evaluation is required of any critical intersection within the study area that will potentially be affected
by site generated traffic volumes during any or all of the relevant time periods and scenarios. Summaries
are to be provided in tabular format clearly identifying intersection performance under existing and future
traffic conditions. Where development is anticipated to proceed in phases or stages, projected
performance for all intersections must be documented for the end of each phase.
Detailed output from analysis software is to be provided in an appendix to the report and copies of the
electronic files should be provided on CD. Appendix E outlines parameters to be used in operational
analysis of signalized intersections.
All volume to capacity (V/C) calculations relating to future conditions should be determined using signal
timing optimized for the volume conditions being studied. The V/C ratio for an intersection is defined as
the sum of equivalent volumes for all critical movements divided by the sum of capacities for all critical
movements assuming that the V/C ratios for critical movements can be equalized. In cases where
minimum pedestrian phase times prevent equalizing the level of service for critical movements, then the
V/C ratio for the most heavily saturated critical movement should be considered as the V/C ratio for the
intersection. Adjustment for the impact of pedestrian activated control is permitted provided detailed
supporting analysis including projected pedestrian volumes is provided and discussed in advance with
traffic engineering staff.
The Consultant must undertake at least one hour of observations during peak traffic conditions to verify
that the traffic volumes through the intersections reflect existing demands and to identify unusual
operating conditions. Timing of observations and conditions observed should be documented in writing in
the report.
The City of Ottawa has adopted criteria that directly relate the volume to capacity (V/C) ratio of a
signalized intersection to a level of service (LoS) rating. These categories are;
LEVEL OF SERVICE
A
B
C
D
E
F
Intersection evaluations should identify:
Signalized Intersections V/C ratios for the overall intersection, as defined above, and individual
movements; and
Unsignalized Intersections - Level of service (LOS) where the LOS is between A and E; V/C where
capacity is based on gap analysis if intersection LOS is F.
Mitigation measures in the form of the addition of lane capacity and/or signal timing/ phasing adjustments
will be required where V/C ratios for signalized intersections exceed 0.90, as defined above, except in the
Urban Core, where 1.0 is acceptable.
Existing signal timing information such as phasing, pedestrian minimums and clearance intervals must be
used as a base to analyze the existing capacity of signalized intersections. This signal timing data should
be obtained from the City of Ottawa Traffic Operations Division. Operational design of the signals
analyzed should be in accordance with City of Ottawa signal operation practices.
In cases where roadways have closely spaced signals and especially when there are heavy turning
movements, the analysis should confirm that storage limitations will not prevent signalized intersections
from operating at the predicted V/C ratio.
Traffic control device and auxiliary lane warrants should be completed and documented in the CTS
report, as required.
The City of Ottawa prefers that analysis be completed using the Highway Capacity Software (HCS
version 4d or later), or Synchro (version 5 or later). Should a consultant wish to utilize a software
package other than those listed above, prior approval must be obtained from the Citys Traffic Operations
Division.
B2.2 Provision for Non-Auto Modes
An assessment is required of the provisions made in the development proposal for all non-auto modes, in
keeping with the policy directions established by the Official Plan and Transportation Master Plan.
Elements of the proposal that support rapid and conventional transit ridership, cycling, and pedestrian
movements on the study area transportation network must be identified. Section 4.3, 5(b) of the OP
requires that developers determine the method and means by which the development, as well as
adjacent areas, can be efficiently and effectively serviced by transit. Pedestrian and bicycle network
continuity should be considered, as should Official and Transportation Master Plan policy requirements
related to the provision of infrastructure to promote non-auto modes.
An assessment of potential impacts on transit operations must be undertaken for current transit routes
and any service changes proposed by the applicant and where the site accesses connect to or cross
elements of the Citys Rapid Transit or Transit Priority Networks (see Schedules of the Transportation
Master Plan and/or Official Plan for the Citys transit networks). The assessment will identify the potential
for increased delay to transit vehicles, safety concerns/ conflicts with transit vehicles, and any impacts on
stations or stops.
Gaps in pedestrian and cycling network continuity, due to missing infrastructure or as a result of winter
maintenance, should be identified. That is, the Consultant should note where obvious gaps in the
networks would exist as a result of the site pedestrian and cycling facilities not connecting or being
accessible or having access to pedestrian and/or cycling facilities on the existing transportation network.
Identification of these gaps will assist City staff in approving development related transportation
infrastructure and/or prioritizing its own program of pedestrian and cycling facility construction and
maintenance.
A detailed assessment of pedestrian facility level of service will be required in the vicinity of the site where
the development is expected to produce significant pedestrian volumes. City staff will identify situations
where this will be an issue. Additional sidewalk or facility width may be required in such circumstances.
Municipal address;
Location relative to major elements of the existing transportation system (e.g., the site is located in
the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple
Street Rapid Transit Station); Existing land uses or permitted use provisions in the Official Plan,
Zoning By-law, etc.;
Proposed land uses and relevant planning regulations to be used in the analysis;
Proposed development size (building size, number of residential units, etc.) and location on site;
Estimated date of occupancy;
Planned phasing of development;
Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); and
Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.).
Study area;
Time periods and phasing; and
Horizon years (include reference to phased development).
The CTS must include a key plan that shows the general location of the development in relation to the
surrounding area. The CTS must also provide a draft site plan or development concept of a suitable
scale that shows the general location of the development and the proposed access locations. If the
proposed development/ redevelopment is to be constructed in phases, a description must be provided for
each phase, identifying the proposed timing of implementation.
Existing Conditions
Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and
posted speed limit;
Existing intersections, indicating type of control, lane configurations, turning restrictions, and any
other relevant data (e.g., extraordinary lane widths, grades, etc.);
Existing access points to adjacent developments (both sides of all roads bordering the site);
Existing transit system, including stations and stops;
Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;
Existing system operations (V/C, LOS); and
Major trip generators/ attractors within the Study Area should be indicated.
The CTS report must include figures documenting the existing travel demands by mode. A photographic
inventory of the transportation network elements in the vicinity of the proposed access points would be
beneficial to staff in their review of the Consultants report.
Demand Forecasting
Impact Analysis
Major network elements required to bring the screenlines to or below acceptable operating guidelines,
and comments regarding consistency of the requirements with the Transportation Master Plan and
Capital Budget;
Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic
signals, Stop signs, etc.);
Location and timing of new intersections, including proposed traffic control measures (e.g., traffic
signals, etc.);
Requirements for new auxiliary lanes;
Mitigation measures required to offset impacts on the surface and Rapid Transit networks;
New or modified elements of the bicycle and pedestrian networks;
Community impact mitigation measures;
Demonstration that Official Plan policies regarding transit-supportive developments have been
incorporated appropriately; and
Proposed TDM features or programs to support the site development.
C2 Analysis Methods
C2.1 System Congestion/ Capacity
C2.1.1 Existing Intersection Capacity
An operational evaluation of signalized and unsignalized intersections that will be affected by site
generated traffic volumes during any or all of the relevant time periods and scenarios is required.
Summaries are to be provided in tabular format clearly identifying intersection performance under existing
conditions. Detailed output from analysis software is to be provided in an appendix to the report and
copies of the electronic files should be provided on CD. Appendix E outlines parameters to be used in
operational analysis of signalized intersections.
The volume to capacity (V/C) ratio for an intersection is defined as the sum of equivalent volumes for all
critical movements divided by the sum of capacities for all critical movements assuming that the V/C
ratios for critical movements can be equalized. In cases where minimum pedestrian phase times prevent
equalizing the level of service for critical movements, then the V/C ratio for the most heavily saturated
critical movement should be considered as the V/C ratio for the intersection. Adjustment for the impact of
pedestrian activated control is permitted provided detailed supporting analysis including projected
pedestrian volumes is provided and discussed in advance with traffic engineering staff.
The Consultant must undertake at least one hour of observations during peak traffic conditions to verify
that the traffic volumes through the intersections reflect existing demands and to identify unusual
operating conditions. Timing of observations and conditions observed should be documented in writing in
the report.
The City of Ottawa has adopted criteria that directly relate the volume to capacity (V/C) ratio of a
signalized intersection to a level of service (LoS) rating. These categories are;
LEVEL OF SERVICE
A
B
C
D
E
F
Signalized Intersections V/C ratios for the overall intersection, as defined above, and individual
movements; and
Unsignalized Intersections - Level of service (LOS) where the LOS is between A and E; V/C where
capacity is based on gap analysis if intersection LOS is F.
Mitigation measures in the form of signal timing/ phasing adjustments will be required where V/C ratios for
signalized intersections exceed 0.90, as defined above, except in the Urban Core, where 1.0 is
acceptable.
Existing signal timing information such as phasing, pedestrian minimums and clearance intervals must be
used as a base to analyze the existing capacity of signalized intersections. This signal timing data should
be obtained from the City of Ottawa Traffic Operations Division. Operational design of the signals
analyzed should be in accordance with City of Ottawa signal operation practices.
In cases where roadways have closely spaced signals and especially when there are heavy turning
movements, the analysis should confirm that storage limitations will not prevent signalized intersections
from operating at the predicted V/C ratio.
The City of Ottawa prefers that analysis be completed using the Highway Capacity Software (HCS
version 4d or later), or Synchro (version 5 or later). Should a consultant wish to utilize a software
package other than those listed above, prior approval must be obtained from the Citys Traffic Operations
Division.
C2.1.2 Existing Queuing Capacity at Major Intersections
Intersection evaluations should identify projected queue lengths and available storage for auxiliary and
through lanes on all approaches.
C2.1.3 Impacts on Congestion/ Capacity
A qualitative assessment of potential impacts from the site development on system capacity is required.
The analysis should reference existing surplus capacity and storage for queues (assuming surplus
capacity exists) and justify the ability of the network to accommodate the development without the need
for network modifications.
C2.2 Provision for Non-Auto Modes
An assessment is required of the provisions made in the development proposal for all non-auto modes, in
keeping with the policy directions established by the Official Plan and Transportation Master Plan.
Elements of the proposal that support rapid and conventional transit ridership, cycling, and pedestrian
movements on the study area transportation network must be identified. Section 4.3, 5(b) of the OP
requires that developers determine the method and means by which the development, as well as
adjacent areas, can be efficiently and effectively serviced by transit. Pedestrian and bicycle network
continuity should be considered, as should Official and Transportation Master Plan policy requirements
related to the provision of infrastructure to promote non-auto modes.
An assessment of potential impacts on transit operations must be undertaken for current transit routes
and any service changes proposed by the applicant and where the site accesses connect to or cross
elements of the Citys Rapid Transit or Transit Priority Networks (see Schedules of the Transportation
Master Plan and/or Official Plan for the Citys transit networks). The assessment will identify the potential
for increased delay to transit vehicles, safety concerns/ conflicts with transit vehicles, and any impacts on
stations or stops.
Gaps in pedestrian and cycling network continuity, due to missing infrastructure or as a result of winter
maintenance, should be identified. That is, the Consultant should note where obvious gaps in the
networks would exist as a result of the site pedestrian and cycling facilities not connecting or being
accessible or having access to pedestrian and/or cycling facilities on the existing transportation network.
Identification of these gaps will assist City staff in approving development related transportation
infrastructure and/or prioritizing its own program of pedestrian and cycling facility construction and
maintenance.
C2.3 On-Site Design and Operations
Particular attention must be paid to the potential for on-site traffic operations to affect the safe and
efficient operation of the adjacent roads and the ability of the site to support the City of Ottawas
transportation policy objectives. Focus will be on identifying:
An evaluation of proposed on-site circulation and provision for pedestrian and cycling movements,
including pedestrian movements to and from transit stops (clear and direct pedestrian and cycling
pathways must be provided, including connections to existing facilities);
Potential for conflict/ spill-back from on-site intersections and parking aisles/ stalls to driveway
intersections with the Citys road network; and
Location of truck access and loading/ unloading facilities.
The City recognizes that there are a number of legislative and By-law requirements and physical site
constraints that are considered in the development of a Site Plan (e.g., Building Code, Zoning By-law,
etc). The transportation objectives for on-site circulation and access may be superseded by other
governing regulations.
Municipal address;
Location relative to major elements of the existing transportation system (e.g., the site is located in
the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple
Street Rapid Transit Station);
Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;
Proposed land uses and relevant planning regulations to be used in the analysis;
Proposed development size (building size, number of residential units, etc.) and location on site;
Estimated date of occupancy;
Planned phasing of development;
Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision); and
Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.).
Study area;
Time periods and phasing; and
Horizon years (include reference to phased development).
The TB must include a key plan that shows the general location of the development in relation to the
surrounding area. The TB must also provide a draft site plan or development concept of a suitable scale
that shows the general location of the development and the proposed access locations. If the proposed
development/ redevelopment is to be constructed in phases, a description must be provided for each
phase, identifying the proposed timing of implementation.
Existing Conditions
Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and
posted speed limit;
Existing intersections, indicating type of control, lane configurations, turning restrictions, and any
other relevant data (e.g., extraordinary lane widths, grades, etc.);
Existing access points to adjacent developments (both sides of all roads bordering the site);
Existing transit system, including stations and stops;
Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;
Existing system operations (V/C, LOS); and
Major trip generators/ attractors within the Study Area should be indicated.
The TB report must include figures documenting the existing travel demands by. A photographic
inventory of the transportation network elements in the vicinity of the proposed access points would be
beneficial to staff in their review of the Consultants report.
Demand Forecasting
Impact Analysis
Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic
signals, Stop signs, etc.);
Mitigation measures required to offset impacts on the surface and Rapid Transit networks;
New or modified elements of the bicycle and pedestrian networks;
Community impact mitigation measures; and
Proposed TDM features or programs to support the site development.
D2 Analysis Methods
D2.1 System Congestion/Capacity
D2.1.1 Intersection Capacity
An operational evaluation of signalized and unsignalized intersections that will be affected by site
generated traffic volumes during any or all of the relevant time periods and scenarios is required.
Summaries are to be provided in tabular format clearly identifying intersection performance under
existing, future background, and total future traffic conditions. Detailed output from analysis software is to
be provided in an appendix to the report and copies of the electronic files should be provided on CD.
Appendix E outlines parameters to be used in operational analysis of signalized intersections.
All volume to capacity (V/C) calculations relating to future conditions should be determined using signal
timing optimized for the volume conditions being studied. The V/C ratio for an intersection is defined as
the sum of equivalent volumes for all critical movements divided by the sum of capacities for all critical
movements assuming that the V/C ratios for critical movements can be equalized. In cases where
minimum pedestrian phase times prevent equalizing the level of service for critical movements, then the
V/C ratio for the most heavily saturated critical movement should be considered as the V/C ratio for the
intersection. Adjustment for the impact of pedestrian activated control is permitted provided detailed
supporting analysis including projected pedestrian volumes is provided and discussed in advance with
traffic engineering staff.
The Consultant must undertake at least one hour of observations during peak traffic conditions to verify
that the traffic volumes through the intersections reflect existing demands and to identify unusual
operating conditions. Timing of observations and conditions observed should be documented in writing in
the report.
The City of Ottawa has adopted criteria that directly relate the volume to capacity (V/C) ratio of a
signalized intersection to a level of service (LoS) rating. These categories are;
LEVEL OF SERVICE
A
B
C
D
E
F
Signalized Intersections V/C ratios for the overall intersection, as defined above, and individual
movements; and
Unsignalized Intersections - Level of service (LOS) where the LOS is between A and E; V/C where
capacity is based on gap analysis if intersection LOS is F.
Mitigation measures in the form of the addition of lane capacity and/or signal timing/ phasing adjustments
will be required where V/C ratios for signalized intersections exceed 0.90, as defined above, except in the
Urban Core, where 1.0 is acceptable.
Existing signal timing information such as phasing, pedestrian minimums and clearance intervals must be
used as a base to analyze the existing capacity of signalized intersections. This signal timing data should
be obtained from the City of Ottawa Traffic Operations Division. Operational design of the signals
analyzed should be in accordance with City of Ottawa signal operation practices.
In cases where roadways have closely spaced signals and especially when there are heavy turning
movements, the analysis should confirm that storage limitations will not prevent signalized intersections
from operating at the predicted V/C ratio.
Traffic control device and auxiliary lane warrants should be completed and documented in the TIS report,
as required.
The City of Ottawa prefers that analysis be completed using the Highway Capacity Software (HCS
version 4d or later), or Synchro (version 5 or later). Should a consultant wish to utilize a software
package other than those listed above, prior approval must be obtained from the Citys Traffic Operations
Division.
D2.1.2 Queuing Capacity at Major Intersections
Intersection evaluations should identify projected queue lengths and available storage for auxiliary and
through lanes on all approaches. Mitigation measures in the form of the addition of lane capacity and/or
signal timing/ phasing adjustments will be required where projected 95th percentile queue lengths exceed
available storage.
D2.2 System Operations and Safety
An evaluation is required of potential operational and safety concerns through intersections, on road
segments or on ramps that will be created or affected by site generated traffic volumes during any or all of
the relevant time periods and scenarios. Consideration must be given to the potential to exacerbate
existing safety concerns, and operational issues such as:
The Consultant must undertake at least one hour of observations during peak traffic conditions to
evaluate operating conditions on the study area roadways and identify potential operational concerns.
Historical collision data comprised of the last three (3) years from the development-affected roadways
must be collected from the City of Ottawas Public Works and Services Department and evaluated to
determine if there are any identifiable collision patterns (a collision pattern is more than one collision at a
roadway location that involves similar directions and impact types). Should the frequency of six (6)
collisions be equaled or exceeded in any particular pattern over a three-year period for a given
intersection or road segment, a collision diagram must be prepared. The potential for the proposed site
traffic to aggravate an existing concern must be assessed and possible countermeasures identified.
D2.3 Provision for Non-Auto Modes
An assessment is required of the provisions made in the development proposal for all non-auto modes, in
keeping with the policy directions established by the Official Plan and Transportation Master Plan.
Elements of the proposal that support rapid and conventional transit ridership, cycling, and pedestrian
movements on the study area transportation network must be identified. Section 4.3, 5(b) of the OP
requires that developers determine the method and means by which the development, as well as
adjacent areas, can be efficiently and effectively serviced by transit. Pedestrian and bicycle network
continuity should be considered, as should Official and Transportation Master Plan policy requirements
related to the provision of infrastructure to promote non-auto modes.
An assessment of potential impacts on transit operations must be undertaken for current transit routes
and any service changes proposed by the applicant and where the site accesses connect to or cross
elements of the Citys Rapid Transit or Transit Priority Networks (see Schedules of the Transportation
Master Plan and/or Official Plan for the Citys transit networks). The assessment will identify the potential
for increased delay to transit vehicles, safety concerns/ conflicts with transit vehicles, and any impacts on
stations or stops.
Gaps in pedestrian and cycling network continuity, due to missing infrastructure or as a result of winter
maintenance, should be identified. That is, the Consultant should note where obvious gaps in the
networks would exist as a result of the site pedestrian and cycling facilities not connecting or being
accessible or having access to pedestrian and/or cycling facilities on the existing transportation network.
Identification of these gaps will assist City staff in approving development related transportation
infrastructure and/or prioritizing its own program of pedestrian and cycling facility construction and
maintenance.
A detailed assessment of pedestrian facility level of service will be required in the vicinity of the site where
the development is expected to produce significant pedestrian volumes. City staff will identify situations
where this will be an issue. Additional sidewalk or facility width may be required in such circumstances.
D2.4 On-Site Design and Operations
Particular attention must be paid to the potential for on-site traffic operations to affect the safe and
efficient operation of the adjacent roads and the ability of the site to support the City of Ottawas
transportation policy objectives. Focus will be on identifying:
An evaluation of proposed on-site circulation and provision for pedestrian and cycling movements,
including pedestrian movements to and from transit stops (clear and direct pedestrian and cycling
pathways must be provided, including connections to existing facilities);
Queuing demand and capacity for drive-thru facilities;
Potential for conflict/ spill-back from on-site intersections and parking aisles/ stalls to driveway
intersections with the Citys road network; and
Location of truck access and loading/ unloading facilities.
The City recognizes that there are a number of legislative and By-law requirements and physical site
constraints that are considered in the development of a Site Plan (e.g., Building Code, Zoning By-law,
etc). The transportation objectives for on-site circulation and access may be superseded by other
governing regulations.
D2.5 Community Concerns
D2.5.1 Community Transportation Impacts
The TIS report will review the transportation network in the vicinity of the proposed development and
identify potential neighbourhood infiltration routes. Focusing on these routes in the study area, the report
will identify site-related traffic impacts on potentially affected neighbourhood streets during both the
commuter peak and the projected site peak and an appropriate mitigation strategy, where one is required.
D2.5.2 Parking Impacts
For developments that generate significant auto parking demand the TIS report will review the sitegenerated parking demand and will demonstrate an appropriate parking strategy for the development.
D2.6 Transportation Demand Management
A Transportation Demand Management (TDM) plan must be prepared for the proposed development,
identifying links to Citys TDM initiatives and mechanisms for integrating the proposed development into
the existing services and programs. The Citys TDM Section, within the Public Works and Services
Department, is available to assist in developing a TDM plan.
Municipal address;
Location relative to major elements of the existing transportation system (e.g., the site is located in
the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple
Street Rapid Transit Station);
Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;
Proposed land uses and relevant planning regulations to be used in the analysis;
Proposed development size (building size, number of residential units, etc.) and location on site;
Estimated date of occupancy;
Planned phasing of development;
Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); and
Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.
Study area;
Time periods and phasing; and
Horizon years (include reference to phased development).
The TIS must include a key plan that shows the general location of the development in relation to the
surrounding area. The TIS must also provide a draft site plan of a suitable scale that shows the general
location of the development and the proposed access. If the proposed development/ redevelopment is to
be constructed in phases, a description must be provided for each phase, identifying the proposed timing
of implementation.
Existing Conditions
Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and
posted speed limit;
Existing intersections, indicating type of control, lane configurations, turning restrictions, and any
other relevant data (e.g., extraordinary lane widths, grades, etc.);
Existing access points to adjacent developments (both sides of all roads bordering the site);
Existing transit system, including stations and stops;
Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;
Existing system operations (V/C, LOS); and
Major trip generators/ attractors within the Study Area should be indicated.
The TIS report must include: a context plan of a suitable scale that shows the general location of the
development, the proposed access locations and the existing conditions in the surrounding area; figures
documenting the existing travel demands by mode; and a summary of collisions for the effected study
area roads. A photographic inventory of the transportation network elements in the vicinity of the
proposed access points would be beneficial to staff in their review of the Consultants report.
Demand Forecasting
Impact Analysis
The TIS must identify all mitigation measures required to offset network impacts from the development.
The CTS must also identify key site design features required to implement the Official Plan and
Transportation Master Plan policies regarding site development.
The TIS must include all of the following, where they are required by the subject development:
Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic
signals, Stop signs, etc.);
Location and timing of new intersections, including proposed traffic control measures (e.g., traffic
signals, etc.);
Requirements for new auxiliary lanes;
Mitigation measures required to offset impacts on the surface and Rapid Transit networks;
New or modified elements of the bicycle and pedestrian networks;
Community impact mitigation measures; and
Proposed TDM features or programs to support the site development.
Key Map;
Context Plan;
Functional Design Drawing (for roadway modifications with cost estimates);
Turning Movement Diagram, and
Collision Data and Diagram (if required by the TIA Study).
Format and content of these elements are required to be to RMA Report standard. These standards
have been provided in Appendix F. Road modification approval is contingent on the complete
compliance of these standards.
PEDESTRIAN PHASES
Minimum walk time
Walking speed
Key Map
Context Plan
Functional Design Drawing
Turning Movement Counts
Collision Information
Both the Key Map and Functional Design Drawing(s) will be directly inserted into the main body of the
RMA report. The context drawing, turning movement and collision information will be used as reference
material. The details of each of these report elements are provided below, with a text description and
graphic example or examples with required format and content.
F1.1 Key Map
Requirements:
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Key Map Example #2
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Required Elements:
Desired Elements:
Property lines
Intersection type of control, turning restrictions
On-street parking spaces and any parking / standing / stopping restrictions
Major culverts, retaining walls, guide rail
Transit routes and facilities (bus, rail)
On-street transit routes and stops/ facilities
On and off-road bicycle facilities
Truck routes
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TIS reports must include functional design drawings of all proposed roadway modifications with sufficient
detail to permit City of Ottawa staff to evaluate any operational impacts that might be created by the
proposed design. All design drawings must meet the following standards:
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Provides 8 or 12 hour and AM and PM peak period traffic volumes for existing conditions in a tabular
and diagram format. Includes all signalized intersection with in the study area.
Requirements:
Requirements:
Collision Detailed Summaries - Includes all roads within the study area;
Basic collision diagrams frequency by conflict point, required for intersections exhibiting a collision
pattern of 6 collisions per 3 year period for any one movement within an intersection; and
Detail collision diagrams, required for intersections exhibiting 33 or more collisions over the past three
years
Data Source: Linda Marin, linda.marin@ottawa.ca 613-580-2424 x21663 (Collision Detailed Summaries
and Basic collision diagrams)
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