TIA Guidelines Ottawa PDF

Transportation Impact Assessment Guidelines
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 impacts to the transportation system as a result of the proposed development;

Transportation infrastructure and programs needed to mitigate impacts to an acceptable level; and
Site design features needed to support system-wide transportation objectives.
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 General Description of Report Scope

Community Community Transportation Studies (CTS) focus on assessing the ability of the
Transportation Study local transportation network to support the proposed development. CTS determine
(CTS) the major network elements required to accommodate the proposed development
at an acceptable level of service in every Phase (where the proposal has multiple
phases).
Transportation Transportation Impact Studies (TIS) focus on determining the specific
Impact Study (TIS) infrastructure and programs needed to mitigate the impact of the proposed
development on the local transportation network and establishing the site design
features needed to support system-wide transportation objectives.
Transportation Brief Similar to TIS, Transportation Briefs (TB) focus on determining the infrastructure
(TB) and programs needed to mitigate the impact of the proposed development on the
local transportation network and establishing the site design features needed to
support system-wide transportation objectives. TB are generally undertaken for
developments anticipated to have less significant impacts on the transportation
network.
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.
1.1 TIA Guidelines Structure

The 2006 City of Ottawa TIA Guidelines have been divided into seven sections:
TIA Guidelines (base document)

Appendix A - Methods for Demand Forecasting
Appendix B - Community Transportation Study - Analysis Methods and Documentation Requirements
Appendix C - Transportation Brief - Analysis Methods and Documentation Requirements
Appendix D - Transportation Impact Study - Analysis Methods and Documentation Requirements
Appendix E - Acceptable Parameters for Operational Review of Signalized Intersections
Appendix F - Roadway Modification Approval Report Needs and Formats
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.
2. Governing Planning Policies
2.1 Provincial Policy Framework

The Ontario Planning Act regulates and provides authority to the City of Ottawa to impose conditions
when considering Planning or Development Applications. Additional authority and direction comes from
the Provincial Policy Statement, the City of Ottawa Official Plan (and, through it, the Transportation
Master Plan) and other regulatory documents (such as the Ontario Building Code, the Municipal Act,
etc.).
The Planning Act authority to impose conditions varies by type of Development Application, with greater
latitude for conditions available to staff in considering Official Plan Amendment, Zoning By-law
Amendment and Draft Plan of Subdivision or Condominium Applications. Possible conditions include:
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.
Figure 1 TIA Guidelines Process Diagram

2.2 City of Ottawa Official Plan
The City of Ottawa Official Plan contains policies that require the assessment of the adequacy of the
complete transportation network to meet the needs of proposed developments. The Official Plan policies
provide details on a number of transportation-related objectives, including a specific emphasis on transit,
for the proposed development that are consistent with the Citys overall policy goals. The policies further
establish the need for the preparation of a Transportation Impact Assessment report where the City
deems that the proposed development may impact on the transportation network where the network
includes the road, transit route, cycling and pedestrian components.
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.
3.2 Assessment Updates

No report older than five years will be deemed sufficient documentation of potential impacts of a
development proposal. Where developments are phased, or reference is made to previous assessments,
only reports completed within the five year period prior to the completion of the subject analysis will be
accepted as relevant.
3.3 Qualifications of the Consultant

Consultants providing services associated with transportation impacts of land development are required
to be on the Citys TIA pre qualified consultant list. This is a unique list for Transportation Impact
Assessment work and the associated application of the TIA Guidelines. As this is a City Council directive
no development related transportation consultation or TIA submissions will be entertained from
consultants that are not on the pre qualified consultant list.
TIA submitted reports and/or briefs will require sign off from a project manager who is a licensed or
registered professional with experience in the field of transportation planning and/or traffic operations.
Development and upkeep of the pre qualified list will be managed by the Citys Planning and Growth
Management Department through its Infrastructure Approval Division.
3.4 Updates to the Transportation Impact Assessment Guidelines
The Deputy City Manager, Public Works and Services have the authority to amend these Guidelines to
address minor or administrative matters as required. City Council and the development industry will be
informed in a timely fashion of the minor or administrative matters that are being introduced.
4. Scope of Impact Analysis
4.1 Transportation Impact Assessment Report Approach

This section identifies the benchmarks to determine the type of TIA report required to support a
development application, where assessment triggers are associated with type of development, whether
new or redevelopment, and its associated level of trip generation. The City of Ottawa does reserve the
right to dictate the scope of the work required for assessment of transportation impacts associated with
any development, regardless of the triggers identified below.
4.1.1 Development Application Process Triggers
The three types of TIA reports recognized by the City of Ottawa can be matched to distinct types of
development applications, as is illustrated in Table 2, below.
Table 2 - TIA Report Approach for Various Types of Development Applications
Type of Development Application Type of TIA Study Required

Sites
Official Plan Amendment (OPA) CTS
Zoning By-law Amendment (ZBL) CTS
OPA / ZBL + Site Plan Combined CTS / TIS
Site Plan TIS / TB
Subdivisions
Draft Plan of Subdivision + recent CDP * No further study required
Draft Plan of Subdivision without CDP CTS
Draft Plan + Registration Combined CTS / TIS
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.
4.1.2 Community Transportation Studies
Community Transportation Studies (CTS) are required for the following types of Development
Applications:
Official Plan Amendments;

Zoning By-law Amendments; and
Draft Plans of Subdivision or Condominium
Forecasted Site Trip Generation Triggers
OP and ZBL Amendment Applications
Where OPA and ZBL Applications are expected to generate fewer than 75 vehicles per hour (vph) [peak
hour, two-direction site generated trips], 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 3 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.
Table 3 - Minimum Development Area Triggers for Community Transportation Studies

OPA and ZBL Applications
Land Use Type Assumed Trip No Study Required CTS Required

Generation Rate (Less than 75 vph (In excess of 75 vph
site trips) site trips)
Residential 1.01 (PM) 0 75 units > 75 units
2 2
Office * 1.55 (AM) 0 4,500 m > 4,500 9,000 m
2 2
Industrial * 0.98 (PM) 0 7,000 m 7,000 m
2 2
Fast Food * 53.11 (AM) 0 150 m > 150 m
2 2
Destination Commercial * 5.00 (PM) 0 1,400 m > 1,400 m
2 2
Convenience Market * 67.03 (AM) 0 100 m > 100 m
* Units indicated are the gross floor area of proposed buildings
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:
Registration of Plans of Subdivision or Condominium; and

Site Plan Control.
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 Type of TIA Report Required

No Assessment Transportation TIS
Brief
Operational / Safety Triggers
a. Safety/ operations n/a n/a Required
concerns
on boundary roads
b. Drive-thru facility n/a n/a Required
c. Roadway modifications n/a n/a Required
proposed
d. Volume of site traffic 0 75 vph 76 vph 150 vph > 150 vph
generated
Land Use Type
Residential 0 75 units 76 150 units > 150 units
2 2 2
Office * 0 4,500 m 4,501 9,000 m > 9,000 m
2 2 2
Industrial * 0 7,000 m 7,001 14,000 m > 14,000 m
2 2 2
Fast Food * 0 150 m 151 275 m > 275 m
2 2 2
Destination Commercial * 0 1,400 m 1,401 2,800 m > 2,800 m
2 2 2
Convenience Market * 0 100 m 101 200 m > 200 m
* Units indicated are the gross floor area of proposed buildings
Safety/Operational Concerns Triggers
The City of Ottawa will require TIS reports for developments if safety and/or traffic operations in the
vicinity of access points are of concern. Typical conditions that would generate access-related safety or
operational concerns include those outlined below (this list is not exhaustive; it is representative of the
most common conditions):
Operating Speeds on the adjacent road exceed 80 km/hr (typically rural);

The adjacent road is designated part of the Transit Priority or Rapid Transit Network (typically
urban/suburban);
Horizontal/ vertical curvature on the adjacent road at proposed access limits sight lines;
Traffic volumes on the adjacent road are significant enough to cause queuing, storage, or delay
concerns;
The frequency of collisions meets or exceeds six (6) in any particular pattern over a three year period
on development-affected roadways, and
Access is within area of influence of an adjacent traffic signal, defined as within:
o 300 m of the signal in rural conditions;
o 25 m of the end of taper at an intersection with auxiliary lanes under urban/ suburban conditions;
or
o 150 m of a signalized intersection without tapers/ flares under urban/suburban 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.
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.
4.2 Types of Analysis

The following describes the types of analysis to be undertaken to assess the potential impacts of the
proposed development on the transportation system. Accepted methodologies for undertaking the
required analysis are documented in this report under Appendices A through D:
Appendix A Methods for Demand Forecasting

Appendix B Community Transportation Study Analysis Methods and Documentation Requirements
Appendix C Transportation Brief Analysis Methods and Documentation Requirements
Appendix D Transportation Impact Study Analysis Methods and Documentation Requirements
4.2.1 System Congestion and Capacity

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.
4.3 Analysis Parameters

4.3.1 Study Area
The City of Ottawa is a diverse place with a robust development industry in each of its urban (or infill),
suburban and rural areas. The intent of TIA reports is to identify impacts and appropriate mitigation,
acknowledging the circumstances surrounding the proposed development. The Study Area for TIA
reports will be established considering:
The location and type of proposed development;
The existing traffic volumes on the adjacent road network; and
The existing transportation network adjacent to the site.
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
Appendix A - Methods for Demand Forecasting
A1 Introduction
The Methods for Demand Forecasting appendix establishes the accepted methodologies for forecasting
the transportation demands that are to be used in the preparation of a Transportation Impact Assessment
Report whether the report is a CTS, TB or TIS.
The methodologies identified in this section should be read in conjunction with the direction and
understanding of the base conditions of the TIA as identified in the TIA Guidelines report.
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.
These parameters are discussed individually below.
A2.1 Changes to the Study Area Transportation Network
The City of Ottawa anticipates significant changes to its transportation network over time, specifically the
road and transit route components. These changes need to be reflected in the future background traffic
volumes to create an appropriate foundation for the assessment of the impacts of the subject
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. Smaller scale transportation
projects may also be associated with other local developments and should be accounted for, where they
impact the assignment of traffic from the subject development.
The Consultant must project and demonstrate the impact of the planned network changes on traffic and
travel patterns, particularly those associated with new facilities (as opposed to widened facilities).
Significant assumptions related to the reassignment of traffic patterns must be detailed in the Consultants
report. Input may be available from the City of Ottawas Long-Range Transportation Model.
A2.2 General Background Growth
The rate of growth in background traffic should be established through one of the following methods:
Regression analysis of historical traffic growth;

A growth rate based on an area or neighbourhood transportation study;
Estimation of screenline growth from the City of Ottawas Long-Range Transportation Model; or
Projected rates of growth in area population and/or employment.
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.
A3 Site Development Traffic

All trip generation, trip distribution, and trip assignment assumptions should be in accordance with
standard accepted techniques and based on local conditions. Sources should be well documented and
any assumptions that may be considered as being aggressive or less than conservative should be
rigorously justified. Sensitivity analysis should be completed for any parameter surrounded by significant
uncertainty.
A3.1 Trip Generation
Consultation with City of Ottawa staff is recommended to ensure that appropriate trip generation rates
and assumptions are being employed in the transportation impact assessment. All trip generation
assumptions (i.e., basic rates and adjustment factors) must be completely rationalized and justified within
the transportation impact assessment report, including the source of trip generation rate information and
the rationale as to its applicability. Sample calculations are to be provided where first principles
assumptions are used and/or multiple adjustment factors are adopted.
A3.1.1 Basic Rates
Supported trip generation methodologies include, in order of preference:
1. The updated TRANS trip generation manual (anticipated to be available in 2007);

2. Trip generation surveys from similar developments in the City. Surveyed sites should have similar
operating and market characteristics to the development proposal (supporting statistical analysis
demonstrating the relevance of surveyed rate would be beneficial);
3. Institute of Transportation Engineers (ITE) Trip Generation rates, as documented in the latest edition
of the Trip Generation Manual or in other technical sources from ITE; and
4. First principles calculations of anticipated trips to/ from the site.
A3.1.2 General Adjustment Factors
A number of adjustment factors should be considered in addition to the basic site trip generation rate.
Deduction of Existing Site Trips Total Redevelopment Scenario
Where the development proposal is for the total redevelopment of an existing site (i.e., the existing use is
removed and replaced by the proposed use), it is acceptable to deduct existing site trips generated by the
existing use from the projected site trips to calculate the net impact on the transportation system.
Similarly, where the application is for an expansion to an existing site, it is appropriate to consider only
the additional trips to be generated by the expanded site. However, operational analysis of site accesses
must consider the total volume of site traffic following redevelopment (i.e., existing + new trips).
Transit/Cycling/Pedestrian Share
Modal shares for the proposed development will vary from location to location across the City. Trip
generation rates taken from local surveys may need to be adjusted to reflect the difference between the
source modal share and the modal share that can be expected given the location of the proposed site.
Many of the trip generation rates quoted in the ITE Trip Generation Manual represent locations with low
modal shares for transit/ cycling/ pedestrians; given Ottawas commitment to these modes it may be
reasonable to adjust trip generation rates from this source.
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 location-
specific factors, including:
Size and type of the proposed development;

Surrounding land uses, particularly location of competing developments;
Distribution of population and employment; and
Characteristics of the surrounding road network.
The trip distribution assumptions should be justified in the report, and may be based on one or more of
the following:
Origin-destination surveys or comprehensive travel surveys;

Market studies;
Census tract data;
Population and employment distribution data provided by Planning and Growth Management
Department staff;
Output from the City of Ottawas Long Range Transportation Model; and
Existing/ anticipated travel patterns.
A3.3 Trip Assignment
Traffic assignments should consider logical routings, available, current and projected roadway capacities,
and travel times. Traffic assignments may be estimated using a transportation planning model or hand
assignment based on knowledge of the study area.
Existing access rights should not be assumed where the TIA report concerns redevelopment of an
existing property. City staff will review the proposed land use and conditions on the adjacent
transportation network and identify an acceptable access pattern.
Appendix B - Community Transportation Study Analysis Methods and

Documentation Requirements
B1 Introduction
The Community Transportation Study - Analysis Methods and Documentation Requirements appendix
establishes the accepted methodologies for analyzing development impacts, determining required
mitigation measures and documenting the results for Community Transportation Studies (CTS).
Community Transportation Studies (CTS) focus on assessing the ability of the local transportation
network to support the proposed development. CTS determine the major network elements required to
accommodate the proposed development at an acceptable level of service in every Phase (where the
proposal has multiple phases).
understanding of the base conditions of the TIA as identified in the TIA Guidelines report and Appendix
A.
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 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
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
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.
B2.3 Community Concerns
B2.3.1 Community Transportation Impacts
The CTS 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.
B2.3.2 Parking Impacts
For developments that generate significant auto parking demand the TIS report will review the site-
generated parking demand and will demonstrate an appropriate parking strategy for the development.
B2.4 Transportation Demand Management
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.
B3 Documentation and Reporting

The structure and format of the Community Transportation Study should follow the guidelines outlined in
this document, as applicable. The following is a suggested report structure:
Report Context
Description of the development (include all of the following that are known at the time of the application):
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
General background growth;

Other study area developments;
Changes to the study area road network;
Trip generation rates;
Trip distribution and assignment:
o include figures documenting total future travel demands by mode for each horizon year.
Impact Analysis
Network Capacity Analysis;

Non-auto network connections and continuity;
Potential for community impacts, and
TDM.
Mitigation Measures and Site Design Characteristics
The CTS 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 CTS must include all of the following, where they are required by the subject development:
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.
Appendix C - Transportation Brief Analysis Methods And
C1 Introduction
The Transportation Briefs - Analysis Methods and Documentation Requirements appendix establishes the
accepted methodologies for analyzing development impacts, determining required mitigation measures
and documenting the results for TIA related transportation briefs.
Transportation Briefs (TB) focus on determining the infrastructure and programs needed to mitigate the
impact of the proposed development on the local transportation network and establishing the site design
features needed to support system-wide transportation objectives. TB are generally undertaken for
developments anticipated to have less significant impacts on the transportation network.
A.
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 report.

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
movements; and
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.
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
stations or stops.
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.
etc). The transportation objectives for on-site circulation and access may be superseded by other
governing regulations.
C2.4 Community Concerns
C2.4.1 Community Transportation Impacts
The TIS report will review the transportation network in the vicinity of the proposed development and
C2.4.2 Parking Impacts
C2.5 Transportation Demand Management
C3 Documentation and Reporting

The structure and format of the Transportation Brief should follow the guidelines outlined in this
document, as applicable. The following is a suggested report structure:
Report Context
Municipal address;
Street Rapid Transit Station);
Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;
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;
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
posted speed limit;
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
Trip generation forecasts
Impact Analysis
Qualitative assessment of impacts on capacity; non-auto modes; on-site circulation; community
The TB must identify all mitigation measures required to offset network impacts from the development.
The TB must also identify key site design features required to implement the Official Plan and
The TB must include all of the following, where they are required by the subject development:
Community impact mitigation measures; and
Appendix D - Transportation Impact Study Analysis Methods and

D1 Introduction
The Transportation Impact Studies - Analysis Methods and Documentation Requirements appendix
establishes the accepted methodologies for analyzing development impacts, determining required
mitigation measures and documenting the results for TIA related transportation impact studies.
Transportation Impact Studies (TIS) focus on determining the specific infrastructure and programs
needed to mitigate the impact of the proposed development on the local transportation network and
establishing the site design features needed to support system-wide transportation objectives. Where
geometric modifications are, or a change in the function of the existing road is required, delegated
authority will be required to approve the road work on City Councils behalf. Appendix F - Roadway
Modification Approval (RMA) Report Element Formats identifies the RMA requirements to be included in
the analysis, design and documentation of the TIS report.
A.
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 report.

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
movements; and
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.
Traffic control device and auxiliary lane warrants should be completed and documented in the TIS report,
as required.
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:
Vehicle-pedestrian and vehicle-cycling conflicts;
Weaving;
Merging/ diverging;
Corner clearances;
Sight distances/ sight line assessment (where grades at access points are an issue); and
Access conflicts.
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
stations or stops.
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.
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
D2.5.2 Parking Impacts
D2.6 Transportation Demand Management
D3 Documentation and Reporting

D3.1 Transportation Impact Study Outline
The structure and format of the Community Transportation Study should follow the guidelines outlined in
this document, as applicable. The following is a suggested report structure:
Report Context
Municipal address;
Street Rapid Transit Station);
Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;
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;
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
posted speed limit;
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
General background growth;

Other study area developments;
Changes to the study area road network;
Future background system operations (V/C, LOS, queue lengths):
include figures documenting future background travel demands by mode for each horizon year
Trip generation rates;
Trip distribution and assignment:
include figures documenting forecasted site trip generation and assignment by mode; and
include figures documenting total future travel demands by mode for each horizon year.
Impact Analysis
Total future system operations (V/C, LOS, queue lengths);

Signal and auxiliary lane (device) warrants;
Operational/ safety assessment (e.g., sight line assessment where grades are an issue);
Storage analysis for closely spaced intersections;
Pedestrian and bicycle network connections and continuity;
On-site circulation and design;
Potential for neighbourhood impacts; and
TDM.

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
The TIS must include all of the following, where they are required by the subject development:
Location and timing of new intersections, including proposed traffic control measures (e.g., traffic
signals, etc.);
Requirements for new auxiliary lanes;
Community impact mitigation measures; and
D3.2 Roadway Modification Approval Report Requirements
Roadway modifications identified to offset network impacts from the development require specific
approval from the Citys Transportation Committee. This approval is satisfied under delegated authority
of the Deputy City Manager, Public Works and Services and has been included as part of the
Development Approvals Process. A separate document outside of the TIS is used to facilitate the
approval. This document, the Roadway Modification Approval (RMA) Report, is produced in conjunction
with the TIS by the Citys Department of Public Work and Services. The following TIS required elements
are utilized to complete the RMA report:
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.
Appendix E - Acceptable Parameters for Operational Analysis of

Signalized Intersections
E1 Operational and Timing Standards for Signalized Intersections

GENERAL TIMING STANDARDS
Maximum cycle 120 sec
length for analysis
Minimum green 10 sec for side street through movements
time 5 sec for left-turn phases
Vehicle clearance Must consist of amber and all red display. Duration in accordance with
Ontario Traffic Manual Book 12.
PEDESTRIAN PHASES
Minimum walk time 7 sec
Walking speed 1.2 m/sec; 1.1 m/sec if near old age home, school or shopping centre
GENERAL TIMING STANDARDS
Pedestrian Must be sufficient to allow crossing from curb to curb (including central
clearance medians). Includes vehicle clearance time in accordance with Ontario
Traffic Manual Book 12.
Median storage If centre median storage for pedestrians is provided, then the minimum
walk time must be of sufficient duration to allow a crossing from the curb to
the far side of the median plus one lane. The pedestrian clearance interval
must be of sufficient duration to permit the longest crossing from the
median to the curb. Use of the median for pedestrian refuge shall only be
considered in consultation with TPO staff.
AUXILIARY TURN LANE PHASING
Overlap left-turn In cases where left-turn phasing is required for opposing left-turn
movements and one of the movements is much heavier than the opposing
movement, consideration should be given to early termination of the arrow
indication for the lighter left-turn movement in order to permit an earlier
commencement of the conflicting through movement. Appropriate vehicle
clearance displays must be provided for all left-turn phases. Proper
account must be made for lost time resulting from these clearances.
Protected only left- Protected only left-turn phasing must be used when conditions are such
turn phasing that an undue hazard might result if permissive phasing were used. This
is normally considered to be the case with a double left turn.
Shared lane All movements permitted from a shared use lane must operate on the
operation same signal phase.
Dual right/left-turn Conflicting pedestrian movements should not be permitted simultaneously
movements with dual right/left-turn movements. Normally, dual right turns will also
require signalization.
Right/Left-turn A right/left-turn arrow shall not be displayed at the same time that a
arrows conflicting pedestrian movement is permitted.
INTERSECTION SPACING AND MINIMUM STORAGE LENGTHS
Visibility As per the requirements of the Ontario Traffic Manual, Book 12, signalized
intersections should be a minimum of 120 metres apart, centreline to
centreline, to ensure adequate visibility of the signal heads.
Through vehicle Signalized intersections must be sufficiently spaced to ensure that storage
storage between is available to accommodate 1.5 times the average number of vehicles
intersections arriving on each red indication during the heaviest hour (assuming an
average vehicle length of 7 metres).
Storage lane Left-turn storage lanes must be long enough to accommodate 1.5 times
lengths the average number of arrivals per cycle in the heaviest hour. Where
double left turn lanes are in use, calculations should assume a 45%/ 55%
distribution of traffic between the lanes.
Right-turn storage lanes must be long enough to permit right-turning traffic
to clear the maximum queue of through vehicles that is anticipated to
accumulate during the red indication.
All calculations must assume an average vehicle length of 7 metres.
PARAMETERS FOR INTERSECTION ANALYSIS
Heavy vehicle Heavy vehicles or buses 1.7
equivalent
Saturation flow rate The maximum assumed ideal unadjusted saturation flow rate shall not
exceed 1800 passenger cars per hour of green per lane, unless a higher
or lower rate can be justified by the Consultant through data.
Appendix F - Roadway Modification Approval Report Needs and
Formats
F1 Roadway Modification Approval Support Documentation

The following elements, in whole or in part, are required to support the preparation and approval of the
Citys delegated authority Roadway Modification Approval Report (RMA Report);
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
Provides a location reference
Requirements:
Road centerline mapping includes all future roads as identified in TMP

Area coverage map should reference at least one or two east-west and one or two north-south
arterial roads
Highway, arterial and collector roads should be labeled as well as roads impacted and adjacent to the
proposed development
Map should fit on 8.5 X 11 paper with a north up orientation
North arrow should be located in the upper right and the legend in the lower left of the map
Title Block to be located on the bottom of the Map includes project title/name, consultant name,
date, scale, drawing number
All signalized intersections should be identified
Roads requiring modification should be highlighted
Proposed site to be highlighted
A copy of the map in electronic format (eg Windows Metafile - .wmf) upon final approval of the TIA
report
Key Map Example #1
[ click to enlarge ]
Key Map Example #2
F1.2 Context Plan
Context Plan Example
Provides existing conditions in the development area
Required Elements:
Road mapping curb edges with lane configuration

Area coverage map should reference all roads within 200 meters of the site boundaries including
future roads as identified in TMP
All roads to be labeled
Map should fit on 8.5 X 11 or 17 X 11 paper with a north up orientation where possible
North arrow should be located in the upper right and the legend in the lower left of the map
date, scale, drawing number
All signalized intersections should be identified
Buildings, driveways, sidewalks, pathways, parks, trees
Bus stops, utility poles
Adjacent land use as well as new or proposed land uses within the area of coverage
Proposed site to be highlighted with access/egress locations and internal site operation identified
when available.
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
F1.3 Functional Design Drawing
Proposed Roadway Modifications

Example
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:
Drawings will depict plan view only;

All private driveways/accesses and public roads affected by the proposed modification must be
shown on the design drawings, on both sides of the effected road, to the limit of the ROW;
Road mapping edges of pavement with lane configuration;
Area coverage map should reference all roads to be modified;
All roads to be labelled;
Map should fit on 8.5 X 11 or 17 X 11 paper with a north up orientation where possible;
North arrow should be located in the upper right and the legend in the lower left of the map;
date, scale, drawing number;
All signalized intersections should be identified;
Buildings, driveways, property lines to be identified as a background screen;
Bus stops, utility poles, culverts, guide rail, hydrology to be identified as a background screen;
New road and transportation facilities to be highlighted in light grey shading and labelled;
Lane markings and intersection controls to be identified (markings to conform to OTM Book 11);
Any impacts on existing trees/vegetation;
Proposed site to be highlighted and labelled with its municipal address or common name, with
internal transportation operation and driveway access(s) identified; and
A copy of the map in electronic format (eg. Windows Metafile - .wmf) upon final approval of the TIA
report.
Cost Estimate Requirements:

Cost break down - construction, engineering and contingency costs
Traffic control signal costs should be reported separately
F1.4 Turning Movement Counts:
Turning Movement Diagram

8 Hour and Off Peak Hour
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:
Vehicle count summary (hour summaries, adjusted 12 and AADT figures);

Pedestrian and heavy vehicle count summaries; and
Turning movement diagrams for 8 hr, morning and afternoon peak periods.
Data Source: Carolyn Feghali, carolyn.feghali@ottawa.ca , 613-580-2424 x26833 (fee charged)
F1.5 Collision Data
Provides collision detail in tabular and diagram formats.
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)
Collision Data Road Section
Collision Data Intersection
Basic Collision Diagram
Detailed Collision Diagram

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Transportation Impact Assessment Guidelines

Specific attention should be paid to:

The impacts to the transportation system as a result of the proposed development;

Table 1 - Types of Transportation Impact Assessment Reports

Types of TIA Reports General Description of Report Scope

1.1 TIA Guidelines Structure

TIA Guidelines (base document)

2.1 Provincial Policy Framework

Figure 1 TIA Guidelines Process Diagram

3.1 Staff Consultation

3.2 Assessment Updates

3.3 Qualifications of the Consultant

4. Scope of Impact Analysis

4.1 Transportation Impact Assessment Report Approach

4.1.1 Development Application Process Triggers

Table 2 - TIA Report Approach for Various Types of Development Applications

Type of Development Application Type of TIA Study Required

4.1.2 Community Transportation Studies

Official Plan Amendments;

OP and ZBL Amendment Applications

Table 3 - Minimum Development Area Triggers for Community Transportation Studies

Land Use Type Assumed Trip No Study Required CTS Required

Draft Plans of Subdivision and Condominium

4.1.3 Transportation Impact Studies and Transportation Briefs

Registration of Plans of Subdivision or Condominium; and

Table 4 - Triggers for Transportation Briefs and Transportation Impact Studies

Issues to Consider Type of TIA Report Required

Safety/Operational Concerns Triggers

Operating Speeds on the adjacent road exceed 80 km/hr (typically rural);

Forecasted Site Trip Generation Triggers

4.2 Types of Analysis

Appendix A Methods for Demand Forecasting

4.2.1 System Congestion and Capacity

4.2.2 System Operations and Safety

4.2.3 Non-Auto Modes

4.2.4 On-Site Design and Operations

4.2.5 Community Impacts

4.2.6 Transportation Demand Management

4.3 Analysis Parameters

4.3.2 Time Periods

4.3.3 Horizon Years

Appendix A - Methods for Demand Forecasting

These parameters are discussed individually below.

A2.1 Changes to the Study Area Transportation Network

A2.2 General Background Growth

Regression analysis of historical traffic growth;

A2.3 Other Study Area Developments

A3 Site Development Traffic

A3.1 Trip Generation

A3.1.1 Basic Rates

Supported trip generation methodologies include, in order of preference:

1. The updated TRANS trip generation manual (anticipated to be available in 2007);

A3.1.2 General Adjustment Factors

Deduction of Existing Site Trips Total Redevelopment Scenario

Transportation Demand Management (TDM)

A3.1.3 Commercial Adjustment Factors

A3.2 Trip Distribution

Size and type of the proposed development;

Origin-destination surveys or comprehensive travel surveys;

A3.3 Trip Assignment

Appendix B - Community Transportation Study Analysis Methods and

B2.1.1 Screenline Analysis