Transcript Traffic Management Mandate

Lansdowne Partnership Plan
Transportation and Transit
Strategy
Presentation to
Joint Transportation Committee and Transit Committee
October 8, 2009
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Overview
• OP and TMP Policy Framework and April 22
Council Directions – John Smit
• Lansdowne Partnership Plan Transportation
Strategy – Ron Jack (Delcan)
• OC Transpo Operations Considerations and
experiences – Pat Scrimgeour
• Traffic Management Considerations and
Experiences – Phil Landry
• Next Steps – John Smit
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OP and TMP Policy Framework and
April 22 Council Directions - Overview
• Official Plan policies, TMP directions and April
22, 2009 Motion of Council define the context and
establish the framework for the LPP
Transportation Strategy
• The LLP Transportation Strategy in turn will serve
as the foundation for:
– Undertaking a detailed Transportation Study and
– Preparing a Transportation Demand Management Plan
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Official Plan Directions
• One of the key elements of the OP - increase use
of sustainable transportation including walking,
cycling and transit and reducing dependence on
automobile use for all trips
• Specific Directives related to this proposal
–
–
–
–
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Transportation Demand Management
Transportation System Management
Cycling Plan and Pedestrian Plan
Rapid Transit System Development
Parking
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Official Plan Directions (cont’d)
• Land use is a key element of achieving the Plan’s
transportation objectives. Mixed use and more intense
development in strategic areas will support:
– Maximizing use of existing transportation infrastructure;
– Support and enhance use of Alternative Transportation Systems
(Pedestrian, Cycling, Transit) to reduce automobile travel
– Reduce the need to travel across the city for different trip types.
• The specifics of how the City’s transportation objectives
will be achieved are set out in the TMP.
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TMP Directions
The Transportation Master Plan sets out specific
directives and initiatives for a sustainable
transportation system. Key directions include:
• Creating Supportive Land Uses
– More intense mixed use development at key locations
(mainstreets)
– More compact development to reduce land area used
for parking
– Pursue opportunities for shared parking and for
partnerships with the private sector to provide parking
facilities/structures
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TMP Directions (cont’d)
• Managing Transportation Demand
– Develop and implement TDM initiatives to increase use
of sustainable transportation for all trip types;
– Improve travel options for event attendees - walking,
cycling, ride sharing, boats, and transit use
• Managing the Transportation System
– Optimize the efficiency and people moving capacity of
transportation facilities
• Improve Alternative Transportation Systems
– Rapid Transit, Pedestrian, Cycling
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April 22 Council Directions
• The following directions requires that a strategy be
developed for getting people to and from Lansdowne that
places emphasis on Transit, Walking and Cycling –
consistent with OP and TMP directions.
– Revitalize and improve the Stadium and Civic center complex;
– Design a substantial portion of the hard surface area of the park as
public open space that is green and sustainable for recreational use;
– Improve pedestrian and cycle links and access to the canal,
recreation paths, garden and to adjacent parks; and,
– That public transit options be considered
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Key changes to Lansdowne
• Less parking – reduced from 2200 to
approximately 1800 (1100 below grade);
• Revitalized Stadium and Civic Center will
remain with similar capacity as original
facilities capable of accommodating the
same scale of events as in the past;
• Introduction of mixed use resulting in day
time activity.
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Transportation Strategy Mandate
• Identify preliminary impacts and requirements of
the Lansdowne Live Proposal (LLP) in the context
of Council direction and City policies
• Identify leading edge TDM Plan to address
transportation requirements
• Identification of Action Items for further study
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Understanding the Existing Site
“Transportation” Conditions
• Parking supply and its use
• Vehicle access/egress and level of service
• Service vehicle requirements for various event
sizes
• Pedestrian mobility, circulation patterns and
sidewalk/pathway connectivity
• Regular transit service
• Special events transit service
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Understanding the Site’s Context
• Bank Street traffic operations
• Typical “Main Street” transportation
characteristics
• Community on-street parking supply
• Residential Parking Permits
• Available on-street parking supply
• Existing and historic “event” parking impacts
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Transportation Strategy
Development
•
•
•
•
•
Understand mandate
Know existing conditions (on and off-site)
Understand TDM’s relevance
Understand Special Event History at
Lansdowne
– event sizes
– transit service
– traffic operations
• Determine LLP’s transportation impacts and requirements
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The Proposal
Phase 1
Use
Renovated stadium
Renovated Civic Centre
Retail
Cinema
Aberdeen Pavilion and
Parking
± 24,000 seats
± 11,000 seats
± 270,000 ft2
± 8 theatres
± 31,000 ft2
Horticultural Building
Subtotal
1235*
*Excludes front yard multi -use activity area which could be used for exceptionally
large events (380 parking spaces)
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The Proposal (cont’d)
Phase 2
Residential
Office
Hotel
Use
± 210 units
± 77,000 ft2
± 180 rooms
Total Phases 1 + 2
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Parking
260
1495
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Critical Time Periods of Analysis
Time Period
• Typical weekday
Common Activities
Retail, hotel, residential, office
• Typical weekday
evenings and weekends
Retail, hotel, residential,
cinema
• Special Events during
evening or weekend
afternoon
Retail*, hotel, residential,
cinema*, event
Each situation has varying amounts of walk, bike, transit and motorized
vehicles that has to be identified and accommodated
*reduced patrons due to “event”
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Analysis Findings
Typical Weekday
• Transit service easily provided
• On-site parking supply of 1495 spaces is sufficient
• Site’s four driveway connections will operate at acceptable levels of
service
• Traffic distribution 20% QED and 80% Bank
• 50% of retail traffic existing traffic already on Bank/QED (passby)
• Maximum two-way traffic increase on QED = 50 vph (4% of existing)
• Maximum two-way traffic increase on Bank = 215 vph (13% of
existing)
Daily traffic impacts along Bank Street considered manageable and
consistent with successful “Main Street” as per its designation
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Analysis Findings
Typical Evenings and Weekends
• Fewer trips for office, hotel, residential, but more cinema
and retail trips
• overall “new” traffic similar to weekday afternoon peak
hour trips, but background traffic generally less during
these time periods
• transit service easily provided
• parking supply considered sufficient
• site driveway operation and impacts on Bank and QED
considered acceptable
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Events Analysis
• Assessed many event sizes and many trip generation
variables
– 5 event sizes
– 5 transit mode split %ages
– 3 arrival/departure durations
– 2 vehicle occupancy rates
• Following table is a “snap shot” of the Event sizes into
which the significant majority of Civic Centre/Stadium
events fall
• Sound basis for identifying event impacts/requirements
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Transportation Analysis of Base Case
for Various Event Sizes
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Study Area:
On-Street Parking Supply
• Analysis assumed
– ±5000 space supply excluding metered spaces
– only 3500 available during events
• City Count Program October 1, 2 and 4, 2009
– 126 on-street permits are currently issued
– on-street parking supply actually ±5050
– empty available spaces ±3200
– metered spaces ±210 additional
• Assumption regarding available parking supply OK for
this stage of analysis
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How Can Travel Requirements of Event
Patrons be Best Accommodated?
• Learn from Lansdowne Park’s past
– transit provision
– on-site parking
– traffic operations/control
– neighbourhood parking/traffic
• Research on related best practices re: TDM
• Identify and Implement aggressive but achievable TDM
Plan
Transportation Strategy
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Transportation Strategy:
Objectives
• Reduce on-site vehicle activity
• Minimize traffic impacts on Bank Street
and other primary road corridors
• Minimize parking and traffic impact on
adjacent neighbourhoods
• Maximize transit use
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Transportation Demand
Management (TDM)
• Change travel behaviour
• More transit, walk, bike, ride share
• Less motorized vehicle traffic solutions
– appropriate infrastructure for alternative travel
modes
– incentive to use, and dis-incentives of not using
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TDM Infrastructure
•
•
•
•
•
Transit service
Pathway connectivity
Bicycle parking
Virtucar
Satellite parking and shuttle buses
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TDM Practices
• Shared-use parking
• Preferred parking for car poolers
• Parking rates
• Discounted employee transit passes
• Transit ride included in event ticket price
– increases transit ridership
– optimizes bus operation after event
• On-site parking only with prepaid ticket
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Further Study Requirements
• Strategy Document includes 24 Action Items
• Confirm availability and parking supply at satellite
parking lots
• Refine special event transit/shuttle service and
• Refine Bank Street traffic control
• More comprehensive Traffic Impact Study for all on-site
land uses/activities
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OC Transpo and Lansdowne Park
• OC Transpo’s role is to provide convenient public transit
service, following Council’s directions, to all parts of the
urban area of the City
• OC Transpo provides service all day long, every day to
Lansdowne Park
– Route 1 (Rockcliffe Park-Downtown-South Keys)
– Route 7 (St Laurent-Downtown-Carleton University)
• Combined service now
–
–
–
–
Every 3-4 minutes during peak periods
Every 7-8 minutes in the midday, Monday-Friday
Every 6-10 minutes in the midday on weekends
Every 15 minutes in the evening, seven days a week
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OC Transpo service to
Lansdowne Park
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Transit service to events at Lansdowne
Park
• Additional trips on Routes 1 and 7 are provided for hockey
and other events
• Additional trips have been provided for football
• Special service arrangements have been made for very
large events (e.g., les Jeux de la Francophonie, Grey Cup,
Rolling Stones)
• Special bus service from park and ride lots and via Queen
Elizabeth Drive for very large events
• Future service for events can be made better with advanced
planning that is built into the site and into event
organisation
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Day-to-Day Bus service
to a redeveloped Lansdowne Park
• Current service is every 3-4 minutes during peak periods,
to accommodate observed levels of ridership
• Transportation document calculates +350 transit customers
to Lansdowne Park during the busiest hour of the morning
peak period
• Additional ridership to/from retail, office, hotel, residential
• Service would be increased to approximately every 3
minutes
• Resources (buses, service hours) would be included in
transit budget for year of opening (+4 buses, $230,000 net)
• Service at this level is feasible.
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Bus service to a 10,000-person event at
Lansdowne Park
• Transit to carry 20 percent of people
attending, or 2000 people
• 2 min service on Bank Street, one hour
before and after event
• Costs would be funded from charge
included in event ticket prices
• Service at this level is feasible
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Bus service to a 20,000-person event at
Lansdowne Park
• Transit to carry 20 percent of people attending –
4000 people
• Transit to also carry 18 percent of people
attending from remote parking lots – 3600 people
• 1 min service on Bank Street, 90 min before and
after event
• Some trips from City Hall, Carleton University,
Confederation Heights
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Bus service to a 20,000-person event at
Lansdowne Park (cont’d)
• Some additional trips on Transitway routes to carry people
from across the City for connections downtown and at
Billings Bridge
• Costs would be funded from charge included in event
ticket prices
• No special shuttle buses required, no operation on Queen
Elizabeth Drive required
• Service at this level is feasible with appropriate traffic
management measures on Bank Street so that buses flow
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Bus service to a 40,000-person event at
Lansdowne Park
• Transit to carry 25 percent of people attending – 10,000
people
• Shuttle buses from remote parking lots to carry another 25
percent of people – 10,000 people
• Transit buses to operate 2 trips/min on Bank Street, 2
hours before and after event
• Additional trips required on Transitway routes to carry
people from across the City for connections downtown and
at Billings Bridge
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Bus service to a 40,000-person event at
Lansdowne Park (cont’d)
• May be desirable to provide direct trips from some locations
• Costs would be funded from charge included in event ticket
prices
• Parking shuttle buses to operate every 3 min from City Hall,
every 1-2 min from Carleton University, every 1-2 min from
Confederation Heights
• Parking shuttle buses to operate via Queen Elizabeth Drive to
east side of Lansdowne Park
• Service at this level is feasible with appropriate traffic
management measures on Bank Street and Queen Elizabeth
Drive so that buses flow
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Elements of the Transportation Strategy that support
Transit Service for events at Lansdowne Park
• Events would be outside of peak hours when buses and
operators are available
• Event tickets would include transit fares to allow buses to
load quickly
• Appropriate traffic management would be in place to keep
buses moving on Bank Street
• Pedestrian crossings of Bank Street would be designed and
managed to avoid conflict with buses
• Activity at and around Lansdowne Park would encourage
people to arrive early and leave late
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In conclusion . . .
• Providing transit service to carry customers is what we do
• We have provided service of this type to Lansdowne Park
in the past and can do so in the future
• The level of transit service foreseen is feasible to operate
• There are elements of the strategy that assure feasibility
• Advanced planning that is built into the site will make
event service better than it has been in the past
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Traffic Management Mandate
• Managing movement of traffic on City’s
Transportation Network
• Ensuring this is done in an effective and
efficient manner:
– For day to day needs
– For special events and activities
– For all users
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Traffic Incident Management Group
Inputs
(i.e. Event info, weather, etc.)
Traffic Incident Management Group (TIMG)
OC Transpo
Ottawa Police Services
Others
i.e. Event Organizers
National Capital
Commission (NCC)
City of Ottawa
Ontario Ministry of
Transportation (MTO)
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• Public Works
• Emergency
Services
• Public Affairs
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Level of Effort for Events at
Lansdowne Park
+
INVOLVEMENT OF TIMG PARTNERS
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Managing Road Network during
Lansdowne Park Events
• Integration of Public Works with OC Transpo,
Police, NCC, MTO and event organizers;
• Traffic Management Plans are developed for each
type of event;
• Ensure that traffic entering and exiting site is done
in most efficient and effective manner; and,
• For major events broader network is assessed and
managed.
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Traffic Control Center
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Traffic Management during
Events at Lansdowne
• No Events
– Signal timing plans change to accommodate variation
in traffic flows throughout the day
• Up to 10,000 people (hockey)
– Pre-planned signal timing implemented
– Increased traffic flows start approximately 1 to 1.5
hours before event
– Event is normally cleared within an hour of the end of
the event
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Traffic Management during
events
• Up to 20,000 people (football)
– Pre-planned signal timing implemented
– Staff at Traffic Control Center monitoring traffic with
traffic cameras and adjusting signal timing as required
– Changes to parking regulations as required in
consultation with Councillor, Community Association
and BIA
– Increased traffic flows begin about 90 minutes to 2
hours before event and is cleared within 90 minutes of
the end of the event
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Traffic Management During Events
• Over 40,000 people (Grey Cup, Rolling
Stones)
– Traffic Incident Management Group manages
weeks/months in advance;
– Develop traffic management plans for event
• Priority given to OC Transpo service to get to and from park and ride
lots and transitway
• Road closures, parking restrictions, temporary bus lanes
• Communications plan;
– Consultation with Councillor, Community Association,
and BIA; and,
– TIMG at Traffic Control Center monitoring event
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Grey Cup - 2004
• Working Group created to develop traffic management plan – met
weekly
• Consulted with Community Association and businesses
• Road closures, parking restrictions, and bus lanes on Bank St
• Shuttle bus from City Hall and bus only access on Queen Elizabeth
Driveway
• Park and Ride lots (Carleton University, Confederation Heights,
Algonquin College area and existing P&R lots)
• Taxi shuttle on Monk St
• Advertising Campaign
• Increase in traffic began about 2 hours prior to event and 50,000
people were cleared from site within 2 hours
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In Conclusion…
Ensuring the Transportation Network operates
efficiently and effectively is what we do
– We have done in the past …
– We do it today …
– We will continue in the future to put plans in place
built on the experiences of the present …
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Summary and Next Steps
• Transportation strategy embodies principles and directions of OP and
TMP in the context of CC Directions of April 22
– Directions provided for revitalizing stadium and Civic center
– Reducing hard surface area and increasing green and public open
space
– Enhancing links to Pedestrian and cycle systems
– Advancing transit options
• Strategy focused on day to day and special events
• Strategy builds on past experiences
• Strategy is high level - while a certain level of assessment had been
done to confirm that it can be made to work, additional detailed work
remains to be done to develop a Transportation Demand Management
Plan for the LPP
• The additional work would be undertaken through a more detailed
Transportation Study
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Summary and Next Steps (cont’d)
• Key areas where additional work is required as part of the study to
develop the plan include the following:
– Confirm availability of on-street parking
– Secure arrangements with off-site parking lot owners (Carleton
University, Confederation Heights)
– Continued discussions with NCC to confirm opportunities options
related to the QED
– Determining specifics of transit operational requirements for
various event sizes
– Determining specific traffic management requirements to support
transit needs for various events sizes
– Develop aggressive TDM promotional and communications
initiatives that would be rolled out for events
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