MEETING FACILITY 2901 GIBFORD DRIVE CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for: Holiday Inn Express 2881 Gibford Drive Ottawa, ON K1V 2L9

Transcription

1 MEETING FACILITY 2901 GIBFORD DRIVE CITY OF OTTAWA TRANSPORTATION BRIEF Prepared for: Holiday Inn Express 2881 Gibford Drive Ottawa, ON K1V 2L9 December 18, Brief_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work ROADWAY NETWORK PROPOSED DEVELOPMENT Trip Generation Trip Distribution TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis Site Circulation of Traffic Pedestrian, Cycling, and Transit Facilities FINDINGS AND RECOMMENDATIONS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN YEAR 2011 PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 PEAK HOUR SITE TRIPS GENERATED SOUTH ACCESS/GIBFORD LoS & 95 th Percentile Queue WEST ACCESS/GIBFORD LoS & 95 th Percentile Queue GIBFORD/UPLANDS LoS & 95 th Percentile Queue HUNT CLUB/GIBFORD LoS & 95 th Percentile Queue... 15

3 MEETING FACILITY 2901 GIBFORD DRIVE, OTTAWA TRANSPORTATION BRIEF 1. INTRODUCTION The owners of land at 2901 Gibford Drive have proposed the construction of a which would provide meeting rooms to the two adjacent hotels and the general public. The site is located south of Hunt Club Road and west of Uplands Drive adjacent to the existing Holiday Inn Express & Suites hotel. The will be constructed on currently vacant land which is approximately 1.0 hectares (2.47 acres) in size. The will consist of a large meeting hall which can be partitioned off into three smaller meeting rooms. The site will have two access points onto Gibford Drive and a possible connection to both the Holiday Inn Express & Suites hotel and the Hampton Inn hotel. The Hampton Inn hotel is expected to be completed and open to guests by the fall of The location of the site is shown in Figure 1.1. As part of the Site Plan Application, City of Ottawa staff has requested a be prepared which would assess the impact of the proposed on the surrounding roads. D. J. Halpenny & Associates Ltd. has been engaged by the owner of the property to prepare the for the facility. 1.1 Scope of Work The scope of the was determined during discussions with City of Ottawa staff. The study area will comprise of the following intersections: 1) South Access onto Gibford Drive at the south end of the site 2) West Access onto Gibford Drive at Dean Martin Crescent 3) Gibford Drive and Uplands Drive 4) Hunt Club Road and Gibford Drive The analysis will be conducted for the peak traffic period. The peak time period of the adjacent roads was determined from City of Ottawa traffic counts at the Hunt Club/Paul Anka intersection to occur during the weekday peak AM and PM hours. The would experience the peak time period of trips entering and exiting the site during the same peak time as the adjacent roads. Other peak times of the facilities would occur on weekends at approximately 7:00 PM which would coincide with the off peak time period of the adjacent roads. The traffic analysis will therefore be conducted during the weekday peak AM and PM hours of the adjacent roads.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 The study will examine the operation of the intersections for the existing 2011 traffic counts prior to the construction of the, and for the expected traffic volumes at the year 2019 which represents five years beyond the construction of the facility. 2. ROADWAY NETWORK The will have two accesses onto Gibford Drive. Gibford Drive is a two lane urban local street which connects to Hunt Club Road and Uplands Drive. The road has a sidewalk on the east side of the road between the existing Holiday Inn Express hotel and Hunt Club Road. The speed limit is unposted at 50 km./h. The west access to the site would be onto Gibford Drive across from Dean Martin Crescent. Dean Martin Crescent is a two lane urban local street connecting Gibford Drive to Paul Anka Drive. There are no sidewalks, cycling facilities, or a posted speed limit along the road. The will have indirect access to Hunt Club Road (Ottawa Road 32). Hunt Club Road is an east-west road which is identified as an arterial road in the Ottawa 20/20 Transportation Master Plan. Hunt Club Road is a four lane divided road with bicycle lanes and pedestrian sidewalks along both sides of the roadway. The road has a posted speed limit of 60 km./h. The east limit of the site will back onto Uplands Drive. Uplands Drive is identified as a collector road with a two lane rural cross section. The road has a posted speed limit of 50 km,/h. with no sidewalks or cycling facilities along the road within the vicinity of Gibford Drive. The West Access to the site would be onto Gibford Drive at the Gibford/Dean Martin intersection. The intersection is currently a T intersection with Gibford Drive forming the northbound and southbound approaches, and Dean Martin Crescent the eastbound stop controlled approach. All approaches comprise of one lane with shares turning movements. The intersection of Gibford Drive and Uplands Drive is a T intersection with Uplands Drive forming the northbound and southbound approaches, and Gibford Drive the eastbound approach. The intersection is controlled by a stop sign at the eastbound Gibford Drive approach. The intersection has the following lane configuration: Northbound Uplands Approach - Southbound Uplands Approach - Eastbound Gibford Approach - One shared left/through lane One shared through/right lane One shared left/right turn lane The intersection of Hunt Club Road and Gibford Drive is a T intersection with Gibford Drive forming the northbound approach and Hunt Club Road the eastbound and westbound approaches. The intersection is controlled by a stop sign at the northbound Gibford Drive approach, with a centre median along Hunt Club Road which restricts turning movements to right-in/right-out to and from Gibford Drive. The intersection has the following lane configuration:

6 4 Northbound Gibford Approach - Eastbound Hunt Club Approach - Westbound Hunt Club Approach - One right turn lane One through lane One shared through/right lane Two through lanes Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the City of Ottawa at the intersection of Hunt Club Road and Paul Anka Drive on June 15, To supplement the City of Ottawa counts, traffic counts were taken by the consultant at the Gibford/Uplands intersection on July 27, 2011, and at the Gibford/Dean Martin intersection and access to the Holiday Inn Express on August 3, PROPOSED DEVELOPMENT The proposed would have a municipal address of 2901 Gibford Drive and is located at the northwest corner of the intersection of Gibford Drive and Uplands Drive. The lands for the facility are vacant and are approximately 1.0 hectares (2.47 acres) in size. The site is currently zoned IL[1488] H(14) which will support the construction of the. Lands in the vicinity of the site are the Holiday Inn Express & Suites hotel which is adjacent to the north limit of the site, and the future Hampton Inn hotel which is expected to be constructed and open to guests by the year South of the site is the Park n Fly airport parking lot, and along the west limit of Gibford Drive is vacant land where residential development is proposed. Residential development is planned and currently under construction along Dean Martin Crescent which is west of the site. The will comprise of three meeting rooms with a total area of 1,416.4 m 2 (15,241 ft 2 ). The three rooms are divided by partitions which can be moved to combine rooms. In addition to the three meeting rooms the facility will also include a pre-function lobby, kitchen and storage facilities, washrooms, and offices and mechanical rooms, for a total floor area of approximately 3,300 m 2. The site would contain 155 parking spaces which include 6 barrier free spaces. The site would have two access points onto Gibford Drive. The West Access is at the Gibford/Dean Martin intersection with the access forming the new westbound approach to the existing intersection. The second access is the South Access which is located along the south property limit close to the. With the associated with the Holiday Inn Express & Suites and Hampton Inn, the Site Plan provides a possible internal parking lot connection between the facility and the parking lots at the two hotels. Discussions with the owners and operators of the have determined that the facility is typically expected to be open between the hours of 9:00 AM and 4:00 PM during the week, and between 7:00 PM and 11:00 PM during the weekend. Although the facility has the capacity for 500 people, during the week the facility would handle meetings which would typically have approximately 100 people. Since the facility is associated with the Holiday Inn Express & Suites and Hampton Inn hotels and all other hotels in the area have their own meeting

7 5 FIGURE 2.1 YEAR 2011 PEAK AM AND PM HOUR TRAFFIC COUNTS

8 6 rooms, the facility would largely cater to the guests of the Holiday Inn and Hampton hotels. Figure 3.1 shows a conceptual site plan of the development. The is expected to be completed and open to guests by the year Trip Generation The study has determined the number of site generated trips for the peak time period of the adjacent roads. Traffic counts taken by the City of Ottawa at the Hunt Club/Paul Anka intersection has determined the peak hours of traffic to occur during the weekday between 7:15 and 8:15 AM and between 5:00 and 6:00 PM. Since the Institute of Transportation Engineers (ITE) document, Trip Generation, 8 th Edition, does not have a category for a similar type of meeting facility, the study has determined the expected number of site trips from discussion with the owner on the expected operation of the facility. The study analysis has used the following assumptions: 1. The would operate during the weekday hours of 9:00 AM and 4:00 PM and would be open during the peak hours of the adjacent roads. 2. During the weekday peak hours the facility would have 100 people at the facility. All attendees would arrive and depart during the peak hours examined in the study. 3. With the facility associated with the Holiday Inn Express & Suites and Hampton Inn hotels, operators say that 90 percent of the trips are expected to be internal. The study has assumed that 80 percent of the trips would be external with 1 person per vehicle. No adjustments were applied for public transit or taxi use. 4. The analysis has assumed a 90/10 split of trips entering and exiting the site during the peak AM hour and a 10/90 split during the peak PM hour. Peak AM and PM Hour Site Trips = % external trips = 20 Trips/hour Table 3.1 shows the expected site generated trips from the which would occur during the weekday peak AM and PM hours. TABLE 3.1 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT (90%) 2 (10%) 20 2 (10%) 18 (90%)

9 7 FIGURE 3.1 CONCEPTUAL SITE PLAN

10 8 3.2 Trip Distribution The distribution of site generated trips was determined from the existing peak hour traffic counts along Hunt Club Road which were compiled from the counts at the Hunt Club/Paul Anka intersection. The counts showed that traffic eastbound and westbound along Hunt Club Road were approximately equal during peak hours. The analysis has therefore proportioned the site trips at a 50/50 distribution east and west along Hunt Club Road. Few trips would use Uplands Drive and Lester Road to access the site, therefore the analysis did not distribute trips south of the site along Uplands Drive. Figure 3.2 shows the expected distribution of site generated trips during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the two site access points onto Gibford Drive and the Hunt Club/Gibford and Gibford/Uplands intersections. The study will analyze the operation of the intersections for the existing traffic counts and for the future 2019 traffic volumes (five years beyond completion of construction) which include the expected trips from the. The analysis will use the Highway Capacity Software, Release 5.6, which utilizes the intersection capacity analysis procedure as documented in the 2010 Highway Capacity Manual. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. 4.1 Background Traffic Volumes The background traffic volumes used in the study analysis represents the future volume of traffic which would not include the proposed. Traffic counts taken by the City of Ottawa between the years July 22, 1999 and June 15, 2011 at the Hunt Club/Paul Anka intersection has shown that the peak AM and PM hour traffic has reduced or stayed approximately the same over the twelve year time period with the exception of the eastbound Hunt Club Road peak AM hour traffic which showed an annual increase of 1.4 percent. The

11 9 FIGURE 3.2 PEAK AM AND PM HOUR SITE GENERATED TRIPS

12 10 opening of the Strandherd/Earl Armstrong Bridge in the fall of 2013 is expected to further reduce traffic volumes along Hunt Club Road. The study has therefore increased the background traffic volumes at an annual rate of 2.0 percent between the 2011 existing traffic counts and 2019 traffic volumes. In addition to the increase in traffic from development outside the study area, the 2019 background traffic will also include trips from proposed development in the vicinity of the site. The Hampton Inn along the north side of the site which proposes 98 guest rooms will be open in 2013 and will utilize the. A 140 unit retirement home with 27 townhouse units is proposed at 700 Hunt Club Road across from the site. The development would have the main access onto Dean Martin Crescent, with the front entrance and visitor parking accessing onto Gibford Drive. A second development is proposed and is currently under construction at 101 Dean Martin Crescent. This development would include 22 townhouses and 6 semidetached homes, with access onto Dean Martin Crescent. Expected trips from these developments were calculated using the statistical data published in the ITE document, Trip Generation, 8 th Edition. This future development traffic was added to the year 2019 background traffic. The expected 2019 peak AM and PM hour background traffic volumes which do not include the trips generated by the are shown in Figure Total Traffic Volumes The expected total 2019 weekday peak AM and PM hour traffic volumes were determined by the addition of the expected site generated trips shown in Figure 3.2, and the 2019 background traffic shown in Figures 4.1. The result is the expected 2019 peak AM and PM hour total traffic volumes shown in Figure Traffic Analysis The report has examined the operation of the two site access points onto Gibford Drive along with the operation of the Gibford/Uplands and Hunt Club/Gibford intersections for the existing traffic counts taken in 2011 and the expected future total traffic volumes at the year The study has assumed that all of the trips to/from the site occurred during the peak AM and PM hour of the adjacent roads. The results of the analysis are discussed in detail in the following sections: South Access and Gibford Drive Intersection The Site Plan proposes a new site access along the south side of the site onto Gibford Drive. The access would be a T intersection with Gibford Drive forming the eastbound and westbound approaches, and the site access the stop controlled southbound approach. The access is located approximately 100 metres west of the Gibford/Uplands intersection, and approximately 105 metres east from the point where Gibford Drive changes direction from an east-west to northsouth orientation. The site access will have a width of 6.7 metres and comprises of one lane entering and one lane exiting the site.

13 11 FIGURE 4.1 YEAR 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 12 FIGURE 4.2 YEAR 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC

15 13 An operational analysis was conducted for the expected 2019 total traffic volumes at the new South Access to the site. The analysis determined that the eastbound Gibford Drive left/through movement would function at a Level of Service (LoS) A during both the weekday peak AM and PM hours, and the southbound site exit shared left/right turning movement would also function at a LoS A during the peak AM and PM hours. A 95 th percentile queue of 0.03 vehicles occurred at the southbound movement during the peak PM hour time period. Table 4.1 summarizes the findings of the operational analysis with the analysis work sheets provided in the Appendix as Exhibit 1 for the 2019 peak AM hour and Exhibit 2 for the peak PM hour. TABLE 4.1 SOUTH ACCESS/GIBFORD LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HOUR YEAR (2019) WEEKDAY PEAK PM HOUR YEAR (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) EB Left/Through Gibford (A) (0.00) (A) (0.00) SB Left/Right South Access (A) (0.00) (A) (0.03) West Access and Gibford Drive Intersection The West Access to the site is located at the west end of the site and will form the new west approach to the existing intersection of Gibford Drive and Dean Martin Crescent. Gibford Drive would form the northbound and southbound approaches, Dean Martin Crescent the eastbound approach, and the site access the westbound approach as shown in Figure 3.1. The West Access is a private driveway which is offset from Dean Martin Crescent by approximately 5.2 metres. Due to the location of the property line between the site and the Holiday Inn Express & Suites hotel, the private access cannot be aligned with Dean Martin Crescent because of the location requirements of the City of Ottawa Private Approach By-law. The site access would 6.7 metres in width and would have one lane entering and a shared left/through/right lane exiting the site. All approaches to the intersection would comprise of one lane at the approach with no exclusive turn lanes. The intersection would be a two-way stop controlled intersection with stop signs at the eastbound Dean Martin Crescent and westbound site exit approaches. At the year 2011 the intersection was a T intersection with the westbound Dean Martin Crescent approach controlled by a stop sign. The 2011 operational analysis determined that the northbound Gibford left/through approach and eastbound Dean Martin left/right approach would both function at a LoS A during the peak AM and PM hours. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 3 for the peak AM hour and Exhibit 4 for the peak PM hour.

16 14 At the year 2019, the West Access to the would form the westbound stop controlled approach to the intersection. The operational analysis determined that all approaches would function at a LoS A during both the 2019 peak AM and PM hours. The 95 th percentile queue was calculated as 0.13 vehicles at the eastbound Dean Martin Crescent approach during the peak AM and PM hours, and 0.06 vehicles at the northbound Gibford Drive approach during the peak AM hour. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 5 and 6. TABLE 4.2 WEST ACCESS (DEAN MARTIN)/GIBFORD LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2011 (2019) WEEKDAY PEAK PM HOUR YEAR 2011 (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through/Right Gibford A (A) 0.04 (0.06) A (A) 0.03 (0.05) SB Left/Through/Right Gibford * A (A) - (0.02) A (A) - (0.00) WB Left/Through/Right Access * A (A) - (0.00) A (A) - (0.03) EB Left/Through/Right Dean Martin A (A) 0.05 (0.13) A (A) 0.05 (0.13) * The westbound West Access and southbound Gibford Drive approaches were not examined in the 2011 analysis prior to the construction of the. Gibford Drive and Uplands Drive Intersection The Gibford/Uplands intersection is located approximately 100 metres east of the site s South Access. The intersection of Gibford Drive and Uplands Drive is a T intersection with a stop sign at the eastbound Gibford Drive approach. All intersection approaches comprise of one lane with no exclusive turn lanes. The operational analysis determined that the northbound Uplands Drive left/through movement would function at a LoS A during the peak AM and PM hours, and the eastbound Gibford Drive left/right turn movement at a LoS B during the peak AM and PM hours. Table 4.3 summarizes the operation of the intersection with the analysis sheets provided in Exhibits 7 and Exhibit 8. For the expected total traffic volumes at the year 2019, the northbound Uplands Drive approach would continue to function at a LoS A and the eastbound Gibford Drive approach at a LoS B during both the peak AM and PM hours. The northbound Gibford Drive approach would experience a 95 th percentile queue of 0.9 vehicles and the eastbound Gibford Drive approach a queue of 0.43 vehicles during the weekday peak PM hour. The analysis sheets are provided in the Appendix as Exhibits 9 and 10.

17 15 TABLE 4.3 GIBFORD/UPLANDS LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2011 (2019) WEEKDAY PEAK PM HOUR YEAR 2011 (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Uplands A (A) 0.01 (0.03) A (A) 0.05 (0.09) EB Left/Right Gibford B (B) 0.07 (0.12) B (B) 0.19 (0.43) Hunt Club Road and Gibford Drive Intersection The intersection of Gibford Drive and Hunt Club Road is a T intersection with Gibford Drive forming the northbound right turn movement. The continuous centre median along Hunt Club Road restricts the intersection to right-in/right-out turning movements. The operational analysis utilizing the existing 2011 traffic counts determined that the northbound Gibford right turn movement would function at a LoS B during the peak AM and PM hour with a 95 th percentile queue of 0.15 vehicles during the peak AM hour. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibits 11 and 12. TABLE 4.3 HUNT CLUB/GIBFORD LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2011 (2019) WEEKDAY PEAK PM HOUR YEAR 2011 (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Right Gibford B (C) 0.15 (0.53) B (C) 0.10 (0.48) With the increasing background traffic volumes at the year 2019, the northbound Gibford Drive right turn movement would function at a LoS C during both the peak AM and PM hours. The movement would experience a 95 th percentile queue of 0.53 vehicles during the peak AM hour. Table 4.4 summarizes the operation of the intersection, with the analysis sheets provided as Exhibit 13 and Exhibit 14.

18 Site Circulation of Traffic The site contains 155 parking spaces and has two access points onto Gibford Derive. The Site Plan shows a possible internal link to both the Holiday Inn Express & Suites hotel and Hampton Inn hotel which are associated with the. The plan shows a good circulation of traffic throughout the site. The Site Plan shows a clear throat distance onto Gibford Drive (local street) of approximately 12 metres at each access point which would satisfy the requirements of the Transportation Association of Canada (TAC) publication, Geometric Design Guide for Canadian Roads. The operational analysis determined the 95 th percentile queue at the year 2019 to be 0.03 vehicles during the peak PM hour at both the West and South accesses. 4.5 Pedestrian, Cycling, and Transit Facilities The Site Plan shows a sidewalk along Gibford Drive across the frontage of the site. The sidewalk will connect to the sidewalk across the frontage of the Holiday Inn site which connects to the sidewalk on Hunt Club Road. Guests of the hotel are not expected to arrive by bicycles or public transit, but these modes of transportation may be used by employees. Hunt Club Road has cycling lanes along both sides of the road which link to the cycling network. The site will provide bicycle storage racks close to the facility. Public transit exists along Hunt Club Road with two regular route and two peak hour routes available. One regular route and one limited schedule route travel along Uplands Drive past the site with bus stops in close proximity of the facility. 5. FINDINGS AND RECOMMENDATIONS The owners of land at 2901 Gibford Drive have proposed the construction of a which would provide meeting space for the adjacent Holiday Inn Express & Suites and future Hampton Inn hotels. The facilities would also be open for other private meetings or events. The would provide three meeting rooms and 155 parking spaces. The facility is expected to be constructed by the year Discussions with City of Ottawa staff have determined that the Site Plan Application would require only a report due to the expected low number of new site generated trips. The study analysis has examined the surrounding roads and intersections for the impact of the site during the weekday peak AM and PM hour of the adjacent roads at the time period of five years beyond the opening of the facility. The findings and recommendations of the study are summarized in the following: 1) The operating hours of the are from 9:00 AM to 4:00 PM on weekdays, and from 7:00 PM to 11:00 PM on weekends. Discussions with the owners on the operation of the facility have determined that during the weekdays the facility would

19 17 typically have 100 attendees. Most of the attendees would be staying at either the Holiday Inn Express & Suites or Hampton Inn hotels. The study has assumed that 80 percent of the trips would be internal to the facility and the Holiday Inn and Hampton Inn hotels, and that all of the site trips would be entering and exiting the facility during the weekday peak AM and PM hours of the adjacent roads. The analysis determined that the would generate 20 new trips onto the adjacent roads during the peak AM hour and 20 trips during the peak PM hour. 2) The site would have two access points onto Gibford Drive. The first is the South Access which is located at the south limit of the site. The access would be 6.7 metres in width and would comprise of one lane entering the site and one lane exiting the site. The access would operate at a good level of service at the year 2019 with no modifications required to Gibford Avenue. The second access is the West Access which would form the westbound stop controlled approach to the existing intersection of Gibford Drive and Dean Martin Crescent. The intersection would operate at a good level of service for the expected 2019 traffic with no modifications required with the exception of the 6.7 metre private driveway forming the westbound intersection approach. 3) The Gibford/Uplands and Hunt Club/Gibford intersections would operate at a good level of service for the total 2019 peak AM and PM hour traffic volumes. There would be no requirement for modifications to the intersections due to the construction of the Meeting Facility. 4) The Site Plan shows the construction of a pedestrian sidewalk along the frontage of the site on the east/north side of Gibford Drive. The sidewalk would connect to the existing sidewalk on the east side of Gibford Drive at the Holiday Inn Express & Suites hotel, and would continue along the east and north side of Gibford Drive to Uplands Drive. 5) A Check List is provided in the Appendix as Exhibit 15. Prepared by: David J. Halpenny, P. Eng.

20 18 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF CHECK LIST

21 19 EXHIBIT 1 YEAR 2019 PEAK AM HOUR ANALYSIS South Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Site Access/Gibford Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 1 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 1 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.7 Approach LOS A

22 20 EXHIBIT 2 YEAR 2019 PEAK PM HOUR ANALYSIS South Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Gibford Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 9 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 9 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 9 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.0 Approach LOS A

23 21 EXHIBIT 3 YEAR 2011 PEAK AM HOUR ANALYSIS West Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Gibford/Dean Martin Analysis Year: August 3, 2011 Project ID: Gibford Drive East/West Street: Dean Martin Crescent North/South Street: Gibford Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 2 13 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 14 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.5 Approach LOS A

24 22 EXHIBIT 4 YEAR 2011 PEAK PM HOUR ANALYSIS West Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Gibford/Dean Martin Analysis Year: August 3, 2011 Project ID: Gibford Drive East/West Street: Dean Martin Crescent North/South Street: Gibford Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 3 13 Peak Hour Factor, PHF Hourly Flow Rate, HFR 3 14 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.4 Approach LOS A

25 23 EXHIBIT 5 YEAR 2019 PEAK AM HOUR ANALYSIS West Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Gibford/Dean Martin Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Dean Martin Crescent/Site Access North/South Street: Gibford Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A A A Approach Delay Approach LOS A A

26 24 EXHIBIT 6 YEAR 2019 PEAK PM HOUR ANALYSIS West Access/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Gibford/Dean Martin Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Dean Martin Crescent/Site Access North/South Street: Gibford Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A A A Approach Delay Approach LOS A A

27 25 EXHIBIT 7 YEAR 2011 PEAK AM HOUR ANALYSIS Gibford/Uplands HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Gibford/Uplands Analysis Year: July 27, 2011 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Uplands Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 1 14 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 15 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 5 16 C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.2 Approach LOS B

28 26 EXHIBIT 8 YEAR 2011 PEAK PM HOUR ANALYSIS Gibford/Uplands HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Gibford/Uplands Analysis Year: July 27, 2011 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Uplands Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 2 27 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 29 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 12.2 Approach LOS B

29 27 EXHIBIT 9 YEAR 2019 PEAK AM HOUR ANALYSIS Gibford/Uplands HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Gibford/Uplands Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Uplands Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 2 21 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 22 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.9 Approach LOS B

30 28 EXHIBIT 10 YEAR 2019 PEAK PM HOUR ANALYSIS Gibford/Uplands HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Gibford/Uplands Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Gibford Drive North/South Street: Uplands Drive Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A C Approach Delay 15.6 Approach LOS C

31 29 EXHIBIT 11 YEAR 2011 PEAK AM HOUR ANALYSIS Hunt Club/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Hunt Club/Gibford Analysis Year: August 3, 2011 Project ID: Gibford Drive East/West Street: Hunt Club Road North/South Street: Gibford Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 21 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 22 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 22 C(m) (vph) 471 v/c % queue length 0.15 Control Delay 13.0 LOS B Approach Delay 13.0 Approach LOS B

32 30 EXHIBIT 12 YEAR 2011 PEAK PM HOUR ANALYSIS Hunt Club/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Hunt Club/Gibford Analysis Year: August 3, 2011 Project ID: Gibford Drive East/West Street: Hunt Club Road North/South Street: Gibford Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 14 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 15 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 15 C(m) (vph) 460 v/c % queue length 0.10 Control Delay 13.1 LOS B Approach Delay 13.1 Approach LOS B

33 31 EXHIBIT 13 YEAR 2019 PEAK AM HOUR ANALYSIS Hunt Club/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Hunt Club/Gibford Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Hunt Club Road North/South Street: Gibford Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 57 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 61 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 61 C(m) (vph) 404 v/c % queue length 0.53 Control Delay 15.5 LOS C Approach Delay 15.5 Approach LOS C

34 32 EXHIBIT 14 YEAR 2019 PEAK PM HOUR ANALYSIS Hunt Club/Gibford HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Hunt Club/Gibford Analysis Year: Year 2019 Project ID: Gibford Drive East/West Street: Hunt Club Road North/South Street: Gibford Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 51 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 55 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 55 C(m) (vph) 394 v/c % queue length 0.48 Control Delay 15.6 LOS C Approach Delay 15.6 Approach LOS C

35 33 EXHIBIT 15 TRANSPORTATION BRIEF CHECK LIST

36 34