Kanata North Catholic Elementary School

Transcription

1 December 216 Kanata North Catholic Elementary School Transportation Brief SITE Potential Future Development Trillium Woods Prepared for: Bryden Martel Architects Inc Prepared by:

2 KANATA NORTH CATHOLIC ELEMENTARY SCHOOL TRANSPORTATION BRIEF Submitted to: Bryden Martel Architects Inc. 166 Somerset Street West Ottawa, ON K1Y 4T3 Submitted by: 1223 Michael Street, Suite 1 Ottawa, ON K1J 7T2 December 14,

3 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Table of Contents 1. Introduction Existing Conditions Area Road Network Existing Intersection Operations Planned Transportation Network Modification Demand Forecasting Background Traffic Growth Traffic Generation Traffic Distribution and Assignment Future Traffic Operations Projected 218 Conditions at Full Site Development (Opening Day) Terry Fox/Goulbourn Forced Road Intersection Site Plan Review Findings, Conclusions and Recommendations... 12

4 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 List of Figures Figure 1: Site Context... 1 Figure 2: Kanata Lakes North Phasing Plan... 2 Figure 3: Site Plan... 3 Figure 4: Terry Fox Drive - West of School Site (Looking East)... 4 Figure 5: Existing Peak Hour Traffic Volumes... 5 Figure 6: Projected 218 Background Traffic Volumes... 7 Figure 7: Peak Hour Site-Generated Traffic... 9 Figure 8: Projected 218 Traffic Volumes... 1 List of Tables Table 1: Existing Performance at Study Area Intersections... 6 Table 2: Composition of Site-Generated Traffic... 8 Table 3: Projected 218 Performance of Study Area Intersections... 1 List of Appendices Appendix A: Current Peak Hour Intersection Counts Appendix B: SYNCHRO Capacity Analysis: Existing Conditions Appendix C: Turn Lane Warrant Analysis Appendix D: Traffic Signal Warrant Analysis Appendix E: SYNCHRO Capacity Analysis: Projected 218 Conditions

5 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December INTRODUCTION From the information provided, it is our understanding that the Ottawa Catholic School Board is proposing to construct a new elementary school in Kanata North. The property is located in the southwest quadrant of the Terry Fox/Future Realigned Goulbourn Forced Road intersection, with initial access proposed via a Goulbourn Forced Road cul-de-sac off of Terry Fox Drive. In the fullness of time, as the planned subdivision to the south (and the associated road network) develops, the interim cul-de-sac will be extended into the community to connect with other streets. The site context is provided as Figure 1, the development phasing plan for the area is provided as Figure 2, and the proposed Site Plan for the school is provided as Figure 3. Figure 1: Site Context There is an existing desire to construct more schools within the Kanata North community to assist with increasing population in the area. As there is currently minimal development in the vicinity of the subject school, and to assist existing schools that are currently overcrowded, the initial attendance boundary will likely be wide-spread. As noted on Figure 1 and Figure 2, considerable development growth is anticipated for the lands around the subject site. In the fullness of time, as these lands are developed and more schools are constructed in North Kanata, the subject school will mainly serve students living within a closer proximity to the site. 1

6 Figure 2: Kanata Lakes North Phasing Plan

7 Figure 3: Proposed Site Plan

8 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 With regard to the future KNL subdivision (Figure 2), it is located within a 1 km radius of the school site. It should be noted that the planned timing of the build-out of the KNL subdivision is unknown, and depending on market demand, the identified land uses may change. As the subdivision is constructed, more students will be able to walk/bike to the subject school, decreasing the amount of passenger vehicles driving to/from the site. As shown on Figure 2, the future road network within the proposed subdivision will include a new local roadway south of the subject school site and the realignment of Goulbourn Forced Road as a new north-south connection to Terry Fox Drive, adjacent to the east of the school site. The proposed Realigned Goulbourn Forced Road will form a T intersection with Terry Fox Drive located approximately 3 m west of the Terry Fox/Second Line intersection. Land uses adjacent to the subject site include residential to the south and west, and institutional to the east. In support of the Site Plan application, the City of Ottawa, has agreed that a Transportation Brief (TB) is sufficient, in accordance with their Transportation Impact Assessment Guideline dated October 26. This TB will focus primarily on site vehicular access, on-site traffic operations/circulation, and parking issues. The City of Ottawa will also likely want a review of traffic operations within the Terry Fox Road corridor adjacent to the site. As such, the study area will include the signalized Terry Fox/Second Line and Terry Fox/Innovation/Flamborough intersections, as well as the proposed site driveway connections to the future Realigned Goulbourn Forced Road. As context, we are advised that once the Realigned Goulbourn Forced Road is extended south to connect to the future internal subdivision roads, its intersection with the street that forms the site s southern boundary may be a roundabout. 2. EXISTING CONDITIONS 2.1 Area Road Network Terry Fox Drive is an arterial roadway which provides access to Highway 417. Within the study area, Terry Fox Drive is oriented east-west. West of the study area, Terry Fox Drive runs north-south to Highway 417. Within the study area, Terry Fox Drive has a two-lane cross-section with auxiliary turn lanes provided at major intersections. As shown in Figure 4, bicycles are accommodated in the paved shoulders and a multi-use pathway exists on the south side to accommodate pedestrians and recreational cyclists. The posted speed limit approaching Second Line Road is 6 km/h, and just west of there the posted speed limit is 8 km/h. According to the 213 Transportation Master Plan, there are currently no plans to widen Terry Fox Drive within the vicinity of the site prior to 231. Depending on local area growth, Terry Fox Drive within the vicinity of the site, when widened, will be to a four-lane divided cross- section. Figure 4: Terry Fox Drive - West of School Site (Looking East) 4

9 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Second Line Road is a major collector which extends from Thomas A. Dolan Parkway in the north to Terry Fox Drive in the south. Within the study area, Second Line Road has a two-lane cross-section with auxiliary turn lanes provided at major intersections. The posted speed limit is 5 km/h. Innovation Drive/Flamborough Way is a collector roadway that extends from Halton Terrace in the north to Hines Road in the south. The posted speed limit along Flamborough Way is 4 km/h and along Innovation Drive the unposted speed limit is understood to be 5 km/h. Within the study area Innovation Drive/Flamborough Way has a two-lane cross-section with auxiliary turn lanes provided at major intersections. Goulbourn Forced Road is a north-south major collector/local roadway that extends from Kanata Avenue in the south to Innovation Drive in the north. Within the study area, Goulbourn Forced Road has a two-lane cross-section and a posted speed limit of 5 km/h. As shown on Figures 1 and 2, Goulbourn Forced Road will likely be realigned north to intersect with Terry Fox Drive. The proposed realigned roadway would form a T intersection with Terry Fox Drive approximately 3 m west of the Terry Fox/Second Line intersection. The realignment of Goulbourn Forced Road is identified in the City s 231 Network Concept, but is not included in the City s Affordable Road Network, as noted in the 213 Transportation Master Plan (TMP). As such, certain portions of the realigned roadway may be front- ended by developers to support development within the area. 2.2 Existing Intersection Operations Illustrated as Figure 5, and included as Appendix A, are the most recent weekday morning and afternoon peak hour traffic volumes obtained from the City of Ottawa for the Terry Fox/Second Line and Terry Fox/Innovation intersections. Figure 5: Existing Peak Hour Traffic Volumes Second Line 397(741) 168(119) 22(4) 28(13) 229(622) 47(72) 123(74) 175(9) 36(121) 182(624) 124(16) Terry Fox 732(491) SITE Realigned Goulbourn Force Road 91(183) 641(38) 37(65) 618(299) 293(55) 39(298) 39(141) 158(148) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 1 provides a summary of existing traffic operations at study area intersections based on the Synchro (V9) traffic analysis software. The subject intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The subject intersections as a whole were assessed based on a weighted v/c ratio and the Synchro model output of existing conditions is provided within Appendix B. 5

10 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Table 1: Existing Performance at Study Area Intersections Intersection LoS Critical Movement max. v/c or avg. delay (s) Weekday AM Peak (PM Peak) Intersection as a whole Movement Delay (s) LoS v/c Terry Fox/Innovation D(D).84(.83) EBT(WBT) 24.1(28.8) C(C).71(.71) Terry Fox/Second Line D(C).82(.79) EBT(WBT) 22.4(14.3) C(B).75(.66) Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. As shown in Table 1, study area intersections as a whole are currently operating at an acceptable LoS C or better during both peak hours. With regard to the critical movements at study area intersections, they are operating at an acceptable LoS D or better. The Synchro model output of existing conditions is provided within Appendix B. 3. PLANNED TRANSPORTATION NETWORK MODIFICATION Within the general study area, the two major road projects are; the extension of Campeau Drive west to Huntmar Drive and the four-laning of the balance of Terry Fox Drive from Kanata Avenue to March Road. Current schedules from the recent Transportation Master Plan are: Campeau Drive extension to Huntmar Drive /219 Terry Fox Widening to four lanes... beyond 231 With regard to transit, the Environmental Assessment Study for the Transitway Extension west and south to Fernbank Road, and north along March Road to Terry Fox Drive, has been completed. Current timing for its implementation is: Transitway: Eagleson to Canadian Tire Centre Phase 1, Increment 3; and Transitway: March Road, Eagleson to Klondike Phase DEMAND FORECASTING 4.1 Background Traffic Growth The area within the vicinity of the subject school site is expected to continue to develop out and use of Terry Fox Drive as an arterial by-pass route will also continue. As such, a 1% growth factor to the horizon year 218 has been applied to the current traffic counts on study area roads. This amount of traffic growth is considered relatively high when compared to annual growth rates in more established areas, however, because of the circumstances, it is considered reasonable at this location over a two or three year period. The 1% growth factor has been applied to the eastbound and westbound movements at the Terry Fox/Innovation and Terry Fox/Second Line intersections, as well as the southbound left-turn and southbound right-turn movements at the Terry Fox/Second Line intersection. Also included as background traffic are the peak hour projections done by Parsons for the new Public School at the southwest corner of the Terry Fox/Second Line intersection. These combined traffic volumes, illustrated as Figure 6, represent the projected background traffic volumes for the horizon year 218 (assumed opening year of subject Catholic School). 6

11 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Figure 6: Projected 218 Background Traffic Volumes Second Line 486(95) 185(131) 14(6) 222(44) 31(143) 252(684) 44(17) 47(72) 123(74) 175(9) 36(121) 2(686) 124(16) Terry Fox 893(574) SITE Realigned Goulbourn Force Road 1(21) 75(339) 88(34) 49(9) 8(15) 24(45) 37(65) 68(329) 293(55) 39(298) 39(141) 158(148) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 4.2 Traffic Generation The subject school is approximately 4,745 m 2 in size, consisting of 15 regular classrooms 5 kindergarten classes, childcare with 2 activity rooms and the potential for 8 future classroom portable pods. Its proposed accommodation and operating details, relative to transportation, are as follows: Approximately 4 students for opening year, increasing to an ultimate 5 students; Opening planned for September 218; Approximately 5-55 staff/teachers including morning/afternoon care program staff and regular hours staff; School hours are not yet finalized but are assumed to be 9: AM to 3:3 PM; Lay-by capacity for up to 8 school buses along the east side of the building for opening year; - Given the location of the proposed school site it is understood that the school will initially require more buses as most students will require vehicle transportation. The ultimate school will likely require fewer buses, as students who live close to the school (in new subdivisions) will be able to walk/bike and will not require bussing; Lay-by capacity for approximately 1 passenger vehicles for student drop-off/pick-up along the north side of the building; and Potential for up to 125 children enrolled in the morning/afternoon program. In addition to the foregoing data, the following are factors that affect the magnitude and timing of site traffic generation: An estimated 4 student are expected to be driven to/from school (opening day) increasing to approximately 5 students (ultimate); In the future, approximately 15 students are expected to bike/walk to school; - At opening day, the majority of students are expected to take the bus or be driven to school as there is currently no development within the vicinity of the school site; - For the purposes of the ensuing analysis, it is assumed that no students bike/walk to school; 7

12 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 The majority of students will be bused to/from school. Approximately 8 school buses will be provided at opening day and will continue to be provided as more development is constructed within the vicinity of the site; Assumed class times are between 9: AM and 3:3 PM; - Buses are assumed to arrive between 8:3 AM and 8:5 AM at a non-uniform rate to unload children (i.e. buses arrive/leave the site at different times); - Buses are assumed to arrive at approximately 3:15 PM and dwell on-site until classes are completed at 3:3 PM. Buses then leave the site at uniform rate at approximately 3:4 PM, when all children have been loaded onto buses (i.e. all buses to/from the site arrive at different times but all leave at the same time); and Staff/teachers vehicles are assumed to arrive at a non- uniform rate between 7: AM and 8:3 AM (morning/afternoon staff arrive before 6:45 AM and depart after 9:3 AM) and similarly depart at a non-uniform rate between 3:5 PM and 4:3 PM (morning/afternoon program staff arrive before 3: PM and depart after 6: PM) Based on the foregoing assumptions, the estimated traffic generation for the subject site is summarized in Table 2. Table 2: Composition of Site-Generated Traffic Time Period (vehicles) Traffic Generator 7:3-8: 8:-8:3 8:3-9: 3:-3:3 3:3-4: 4:-4:3 AM AM AM PM PM PM In/Out In/Out In/Out In/Out In/Out In/Out Teachers/Staff 1/- 3/- 15/- -/- -/3 -/25 Morning/Afternoon Program 25/25 25/25 -/- -/- 15/15 35/35 Drop-off/pick-up -/- -/- 4/4 3/15 1/25 -/- Buses -/- -/- 8/8 8/- -/8 -/- Total 35/25 55/25 63/48 38/15 25/78 35/6 Total Two-way Vehicles per Hour As summarized in Table 2, when accounting for teachers/staff, buses and parents driving children to/from morning/afternoon or school, peak hour two-way volumes are projected to be approximately 19 and 2 veh/h during weekday morning and afternoon peak hours (8:AM 9:AM and 3:3PM 4:3PM), respectively. The Kanata North Catholic Elementary School is scheduled to open by September 218. At full site build-out (opening day) site-generated traffic is expected to be at its highest as there is currently very little development within walking distance of the school site. As such, the majority of staff and students will drive or be driven to the site. In the future, it is anticipated that more housing subdivisions will be constructed within the vicinity of the proposed school and as such, more students would be able to walk/bike to school, decreasing the amount of required school buses and vehicles driving to/from the site. As mentioned previously, the ultimate school site is expected to have a greater student population than on opening day, however, with the anticipated increase in non-motorized travel, the amount of vehicles travelling to/from the ultimate school site would be less than, or the same as, the projected opening day traffic. As such, the foregoing trip-generation (Table 2) represents the most conservative amount of vehicle trips (greatest number) travelling to/from the site and, therefore, will be used in the ensuing analysis. 8

13 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December Traffic Distribution and Assignment We are advised that the initial school attendees are expected to be 1% from the Morgan s Grant community located to the east (north of Terry Fox Drive). Once the area is built out, it has been estimated that the School s catchment area will be 3% from the west, 48% from the east and 22% from the south. Based on the foregoing, the proposed school s worst case traffic impact will be initially when all site-generated traffic will use Terry Fox/Realigned Goulbourn Forced Road. All the students will be to/from Morgan s Grant, and some of the teachers will live at locations further removed. Once the community is built out, much of the school traffic will use the internal local streets, with there being significantly less use of Terry Fox Drive and its intersection with the Realigned Goulbourn Forced Road. As such, and because there is no known time frame for build-out of the adjacent neighbourhoods and their road networks, only the day one scenario of 1% use of the Terry Fox/ Realigned Goulbourn Forced Road is assessed herein. Figure 7 depicts the assignment of site-generated peak hour traffic for this scenario. Figure 7: Peak Hour Site-Generated Traffic Second Line 98(5) 34(2) 64(3) 44(3) 2() Terry Fox 2(1) SITE 23(3) 5(18) 15(29) 35(79) 2(49) 15(3) Realigned Goulbourn Force Road xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 5. FUTURE TRAFFIC OPERATIONS 5.1 Projected 218 Conditions at Full Site Development (Opening Day) Total projected 218 traffic volumes associated with the proposed elementary school development are depicted in Figure 8. These volumes were derived by superimposing new site-generated volumes (Figure 7) onto projected 218 background traffic volumes (Figure 6). 9

14 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Figure 8: Projected 218 Traffic Volumes 91(12) 123(74) 175(9) Second Line 486(95) 98(5) 219(151) 14(6) 222(44) 31(143) 316(714) 44(17) 36(121) 22(686) 124(16) Terry Fox 893(574) 2(1) SITE 23(3) 5(18) 115(23) 74(418) 88(34) 49(9) 8(15) 24(45) 57(114) 695(359) 293(55) 39(298) 39(141) 158(148) Realigned Goulbourn Force Road xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 3 provides a summary of projected performances of the three study area intersections following the opening of the school. Proposed (previously by others) turn lanes at the adjacent to the east Terry Fox/Second Line intersection are included in the analysis, as well as a signal phase timing adjustment to incorporate the new south leg at this intersection. With regard to the Terry Fox/Realigned Goulbourn Forced Road intersection, it was initially assessed with only a westbound left-turn lane on Terry Fox Drive and no signalization at its intersection. Because of a failing level of service, it was subsequently analysed with signalization and both westbound and northbound left-turn lanes. The Synchro model output of projected 218 conditions is provided as Appendix E. Table 3: Projected 218 Performance of Study Area Intersections Intersection LoS Critical Movement max. v/c or avg. delay (s) Weekday AM Peak (PM Peak) Intersection as a Whole Movement Delay (s) LoS v/c Terry Fox/Realigned Goulbourn Forced Road - unsignalized E(E) 44.3(38.4) NBL(NBL) 2.8(3.4) signalized C(C).72(.73) EBT(WBT) 1.7(1.2) B(B).66(.69) Terry Fox/Second Line D(D).86(.84) EBT(WBT) 26.3(16.3) D(C).84(.73) Terry Fox/Innovation E(E).94(.95) EBT(WBT) 29.2(38.) C(D).78(.82) Notes: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. Terry Fox is analysed as the east-west roadway. 1

15 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 As shown in Table 3, the study area intersections as a whole are projected to operate at an acceptable LoS D or better during both peak hours, assuming signalization of the Terry Fox/Goulbourn Forced Road intersection. With regard to the critical movements, the eastbound and westbound through movements at the Terry Fox/Innovation intersection are projected to operate at capacity (LoS E ) during both peak hours. Signal timing adjustments at the Terry Fox/Innovation intersection improve the critical movements to LoS D or better with the exception of the westbound through movement during the afternoon peak hour, which is projected to operate at LoS E (v/c =.91). If/when the City widens Terry Fox Drive to four lanes, all critical movements would operate at Los D or better. 5.2 Terry Fox/Goulbourn Forced Road Intersection Based on projected 218 volumes and auxiliary turn-lane warrant analysis, a 35 m long (plus taper) westbound left-turn lane is required on Terry Fox Drive at the Terry Fox/Realigned Goulbourn Forced Road intersection on opening day of the school. Given the existing right-of-way, this roadway modification appears feasible. The turnlane warrant analysis is included as Appendix C. With regard to the projected eastbound right-turn movement on Terry Fox, at 1 vph to 2 vph, a right-turn lane is not warranted. These volumes are only 2% of the total eastbound volume, and 1% or 6 vph is required to warrant a right-turn lane. With regard to traffic signal requirements, analysis indicates they are only 2% warranted for the projected 218 volumes, thus, they are not required from a volume perspective. However, based on the combination of: failing levels of service, this intersection accommodating all school-related vehicular activity in the initial years, peak hour traffic volumes on Terry Fox Drive being quite high (5 to 9 veh/h per direction), and vehicle speeds on Terry Fox potentially being high because of the intersection s non-urban context, consideration should be given to the installation of traffic control signals at this location in the interest of safety and reduced delays. The Traffic Signal Warrant Analysis is included as Appendix D. For the Realigned Goulbourn Forced Road cul-de-sac, whether it is built to an interim or ultimate cross-section at day one, it is recommended that on its approach to Terry Fox Drive, it have a right-turn lane and 3 m (plus taper) of left-turn lane to accommodate school-related turning movements. The short length of left-turn lane would allow the more predominant right turn volumes to avoid being delayed in a left turn queue. As appropriate base mapping was not available at the time this TB was prepared, a functional plan of the recommended initial requirements at the Terry Fox/Realigned Goulbourn Forced Road has not been prepared. When base mapping is available, the functional plan can be submitted to the City as an Addendum to this Transportation Brief. 6. SITE PLAN REVIEW This section provides an overview of site access, parking requirements, and pedestrian/school bus circulation. The proposed Site Plan was previously illustrated as Figure 3. As previously noted, initial site access/egress will be directly to/from Terry Fox Drive via a Realigned Goulbourn Forced Road which will cul-de-sac at the south end of the site. In the fullness of time, Realigned Goulbourn Forced Road will extend south into the community resulting in a completed area road network. Once this happens, site-generated traffic will redistribute between Terry Fox and the neighbourhood community to the south. Access Requirements The proposed site driveway connections to Realigned Goulbourn Forced Road meet the City s Private Approach By-Laws in terms of dimensioning, location and number of private approaches. With regard to the parking lot driveway connection to the city street, we recommend 6 m corner radii to enable cars to turn in and out of the driveway without crossing the driveway centerline. As the parking lot driveway is located 6 m from Terry Fox Drive, there should be no blocked driveway issues due to northbound queues. Its 6.7 m width is also acceptable, and its approach to the city street should be STOP sign controlled. 11

16 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Parking and On-Site Drop-off/Pick-up The current Site Plan indicates provision for a total of 86 parking stalls, of which 4 are handicapped spaces. This exceeds the City s minimum By-law requirement. The proposed passenger vehicle drop-off/pick-up lay-by located within the parking lot adjacent to the north wall of the school can accommodate 4 vehicles. Due to the predominant one-way operation of the parking lot, as entering vehicles approach the drop-off/pick-up lane, there is room for another 6 or 7 vehicles to queue adjacent to the parking lot s north curb line without impacting vehicle circulation throughout the lot. Fire Route & Garbage Pick-Up As shown on the Figure 3: Site Plan, the fire route is shown along the north and west sides of the building. Turning templates have been applied and all required movements can be accommodated. Garbage pick-up is located at the west side of the parking lot. Turning templates have been applied and all required movements can be accommodated. Bus Loop As previously mentioned, buses will enter the one-way, two-lane bus loop from the northern bus driveway connection to the Realigned Goulbourn Forced Road extension, and exit via the loop approximately 7 m to the south. One-Way signs are recommended along the bus loop and appropriate signage should be installed to prohibit cars from entering the bus loop during peak times for buses. Pedestrian and Cycling Facilities Bicycle lanes currently exist along both sides of Terry Fox Drive and an off-road multi-use pathway exists along the south side of Terry Fox Drive in close proximity to the school. Ultimately, 2 m wide sidewalks will be provided on both sides of Realigned Goulbourn Forced Road adjacent to the school. Initially, when there is no adjacent development and the Realigned Goulbourn Forced Road is cul-desaced at the south end of the site, a 2. m sidewalk should be provided adjacent to the school on the west side of the road. As shown on the Figure 3: Site Plan, the school s on-site sidewalk system is well connected to the City s future sidewalk system and to the on-site bus loop and parking lot. A total of 48 bicycle parking spaces, which satisfies the City s By-Law requirements, are proposed at two highly visible locations close to the front door of the school. 7. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS Based on the foregoing analysis, the findings, conclusions and recommendations of this Transportation Brief are as follows. Findings and Conclusions The proposed Catholic Elementary School will be located in the southwest quadrant of the planned Terry Fox/Realigned Goulbourn Forced Road intersection. Initially, when the school opens in September 218, it will be accessible only via a cul-de-sac off of Terry Fox Drive within the right-of-way of the planned Realigned Goulbourn Forced Road. This cul-de-sac will exist for a number of years until the adjacent lands develop and the area s local road network is built. Terry Fox Drive adjacent to the site is a two-lane arterial with on-road bicycle facilities and a multi-use pathway on its south side. It will ultimately be widened to a four-lane divided arterial, but not within the City s current 231 affordable network timeframe. Study area intersections on Terry Fox at Second Line and Innovation are currently operating at LoS C or better during both peak hours. With regard to the critical movements, they are operating at LoS D or better. A 1% growth factor has been applied to current traffic volumes at the study area intersection to account for traffic from other local area development up to

17 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Peak hour traffic generation associated with the proposed school is estimated to be approximately 19 to 2 veh/h two-way total during both the morning and afternoon peak hours. As the initial school attendees will be 1% from Morgan s Grant (located to the east and north of the site), and as all school traffic will have to use the Terry Fox/Realigned Goulbourn Forced Road intersection to access/egress the site, the assignment of all projected peak hour school traffic through this intersection (at day one) will be the worst case scenario with regard to the school traffic impacts and requirements. For the total projected 218 traffic volumes, the Terry Fox/Second Line and Terry Fox/Innovation intersections will operate at an acceptable LoS D or better. With regard to critical movements they will also all operate at acceptable levels of service, except for eastbound and westbound through movements at the Terry Fox/Innovation intersection which are projected to be at a LoS E. For this intersection to operate at LoS D or better, Terry Fox would have to be widened to four lanes. This widening is currently not scheduled by the City until after 231. For the total projected 218 traffic volumes at the planned Terry Fox/Realigned Goulbourn Forced Road intersection, analysis indicates that traffic signals are not warranted (only 2%) and an eastbound rightturn lane on Terry Fox is not warranted. Westbound and northbound left-turn lanes on both Terry Fox and Realigned Goulbourn Forced Road, respectively, are warranted. Level of service analysis of this intersection with the two left-turn lanes included, but without signalization, indicates that the intersection will operate at a congested LoS E during both peak hours, and with lengthy delays. If signalized, the level of service would improve to an acceptable LoS C during both peak hours and with much reduced delay. Even though traffic signals are only 2% warranted for the total projected 218 traffic volumes, based on the combination of: a failing level of service, the intersection accommodating all school-related vehicular activity in the initial years, peak hour traffic volumes on Terry Fox Drive being quite high (5 to 9 veh/h per direction), and as vehicle speeds on Terry Fox potentially being high because of the intersection s non-urban context, consideration should be given the installation of traffic control signals at this location in the interest of safety and reduced delays. As a minimum, queues, delay and collisions (if any) should be monitored over the first year of school opening to determine if signals are needed/desirable. All transportation-related components and dimensions of the Site Plan meet By-Law requirements, including the 6 m off-set of the parking lot driveway from the Terry Fox/Goulbourn Forced Road intersection. Regarding on-site vehicle circulation, the Site Plan depicted in Figure 3, accommodates each of buses, fire trucks, garbage trucks and cars in an acceptable manner. The only potential constraint is if 8 buses were parked in the bus lay-by lane, the first bus and last two buses in the queue would block the ability for another bus to enter or exit the bus loop in the by-pass lane. If there were only five parked buses, other buses could physically pass them using the by-pass lane. With regard to pedestrian accommodation, the on-site and off-site sidewalk system shown in Figure 3 is direct and efficient and adequately accommodates all pedestrian desire lines. The interim requirements on the adjacent section of Realigned Goulbourn Forced Road adjacent to the site, and prior to it being extended south through the adjacent community, include a 2. m wide sidewalk on the west side of the street adjacent to the school, and both a northbound left-turn lane (3 m plus taper) and right-turn lane on its approach to Terry Fox Drive. 13

18 Kanata North Catholic Elementary School Bryden Martel Architects Inc. Transportation Brief December 216 Recommendations To safely accommodate the mobility requirements of the proposed elementary school for its September 218 opening, the following transportation facilities/modifications are recommended. A 2 m wide sidewalk on the west side of the interim Realigned Goulbourn Forced Road cul-de-sac. A 3 m long northbound left-turn lane plus taper on Realigned Goulbourn Forced Road on its approach to Terry Fox Drive. A 35 m long westbound left-turn lane plus taper on Terry Fox Drive on its approach to the Realigned Goulbourn Forced Road. Signalization of the Terry Fox/Realigned Goulbourn Forced Road should be considered for the 218 opening of the school, or as a minimum, queues, delay and collisions (if any) should be monitored over the first year of school opening to determine if signals are needed/desirable. Assuming implementation of these recommendations, the proposed Site Plan is recommended from a transportation perspective. Ronald M. Jack, P.Eng. Senior Transportation Engineer 13-Dec-16 14

19 Appendix A Current Peak Hour Intersection Counts

20 Public Works - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram OLD SECOND LINE TERRY FOX DR Survey Date: Start Time: Wednesday, December 1, 214 WO No: : Device: Miovision OLD SECOND LINE RD N W E Total Heavy Vehicles Cars S 1 TERRY FOX DR AM Period Peak Hour: :15 9: Cars Heavy Vehicles Total Comments Terry Fox 2nd Line Rd 216-Oct-14 Page 1 of 4

21 Public Works - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram OLD SECOND LINE TERRY FOX DR Survey Date: Start Time: Wednesday, December 1, 214 WO No: : Device: Miovision OLD SECOND LINE RD N W E Total Heavy Vehicles Cars S 1 TERRY FOX DR PM Period Peak Hour: :3 17: Cars Heavy Vehicles Total Comments Terry Fox 2nd Line Rd 216-Oct-14 Page 4 of 4

22 City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J Count Name: Innovation and Terry Fox- June 26 Site Code: Start Date: 6/26/214 Page No: 5 Southbound St. [N] Out In Total R T L U P U R Eastbound St. [W] Total In Out L T R Peak Hour Data 6/26/214 8:15 AM Ending At 6/26/214 9:15 AM Lights Other Vehicles Bicycles on Road Pedestrians T L U Out In Total Westbound St. [E] 1 1 P P U L T R P Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (8:15 AM)

23 City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J Count Name: Innovation and Terry Fox- June 26 Site Code: Start Date: 6/26/214 Page No: 9 Southbound St. [N] Out In Total R T L U P U R Eastbound St. [W] Total In Out L T R Peak Hour Data 6/26/214 4:45 PM Ending At 6/26/214 5:45 PM Lights Other Vehicles Bicycles on Road Pedestrians T L U Out In Total Westbound St. [E] 3 3 P P U L T R P Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (4:45 PM)

24 Appendix B SYNCHRO Capacity Analysis: Existing Conditions

25 Existing AM 1: Innovation/Flamborough Way & Terry Fox Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 22.2% 32.6% 32.6% 22.2% 32.6% 32.6% 45.2% 45.2% 45.2% 45.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A D A B B A C A D C Approach Delay Approach LOS C B B D Queue Length 5th (m) Queue Length 95th (m) 8.2 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 135 Actuated Cycle Length: 87.4 Natural Cycle: 9 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.84 Intersection Signal Delay: 24.1 Intersection Capacity Utilization 89.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Innovation/Flamborough Way & Terry Fox Parsons Synchro 9 - Report

26 Existing AM 8: Terry Fox & Second Line Lane Group EBL EBT WBT WBR SBL Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA NA Perm Prot Protected Phases Permitted Phases 2 6 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.6% 72.7% 59.1% 59.1% 27.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s)..... Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None Min Min Min None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay..... Total Delay LOS B C C A C Approach Delay Approach LOS C C C Queue Length 5th (m) Queue Length 95th (m) #87. Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 11 Actuated Cycle Length: 65.3 Natural Cycle: 7 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.82 Intersection Signal Delay: 22.4 Intersection Capacity Utilization 67.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service C Splits and Phases: 8: Terry Fox & Second Line Parsons Synchro 9 - Report

27 Existing PM 1: Innovation/Flamborough Way & Terry Fox Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 45.% 45.% 12.5% 45.% 45.% 42.5% 42.5% 42.5% 42.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B C A B D A D C C B Approach Delay Approach LOS C C D C Queue Length 5th (m) Queue Length 95th (m) # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 12 Actuated Cycle Length: 1.3 Natural Cycle: 9 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.83 Intersection Signal Delay: 28.8 Intersection Capacity Utilization 83.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Innovation/Flamborough Way & Terry Fox Parsons Synchro 9 - Report

28 Existing PM 8: Terry Fox & Second Line Lane Group EBL EBT WBT WBR SBL Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA NA Perm Prot Protected Phases Permitted Phases 2 6 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.6% 72.7% 59.1% 59.1% 27.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None Min Min Min None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay..... Total Delay LOS A A C A B Approach Delay Approach LOS A B B Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 11 Actuated Cycle Length: 71.7 Natural Cycle: 8 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.79 Intersection Signal Delay: 14.3 Intersection Capacity Utilization 65.3% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 8: Terry Fox & Second Line Parsons Synchro 9 - Report

29 Appendix C Turn Lane Warrant Analysis

30 Existing Terry Fox/Goulbourn Forced Design Speed Advancing Traffic Volume (V A ) Opposing Traffic Volume (V O ) Left Turn Traffic Volume (V L ) % of Left Turning Traffic AM PM AM PM AM PM AM PM Warrant Left Turn Lane % 5% Yes Peak NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Warrant? AM PM See MTO's nomo graphs 955, 584 AM Peak Hour Volumes PM Peak Hour Volumes

31 Appendix D Traffic Signal Warrant Analysis

32 Terry Fox/Goulbourn Forced - (peak hour signal warrant) Signal Warrant Description Minimum Requirement for Two- Lane Roadways Restricted Flow - Operating Speed Less Than 7 km/h Compliance Sectional % Entire % Warrant Intersection 1. Minimum Vehicular Volume 2. Delay to Cross Traffic Notes (1) A Vehicle Volume, All Approaches for Each of the Heaviest 8 Hours of on Average Day, and (4) B Vehicle Volume, Along Minor Streets for Each of the Same 8 Hours (1) A Vehicle Volume, Along Major Street for Each of the Heaviest 8 Hours of an Average Day, and (2) B Combined Vehicle and Pedestrian Volume Crossing the Major Street for Each of the Same 8 Hours % % 72 16% 75 17% Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.3.8 The Lowest Sectional Percentage Governs the Entire Warrant For "T" Intersections the Warrant Values for Minor Street Should be Increased by 5% (Warrant 1B only) Average 8 Hour Volumes 21% 17% No Yes 21% No Terry Fox AM Peak Hour Volumes Goulbourn Forced 13 4 Terry Fox PM Peak Hour Volumes 95 5 Terry Fox Goulbourn Forced Goulbourn Forced

33 Appendix E SYNCHRO Capacity Analysis: Projected 218 Conditions

34 Projected AM 1: Terry Fox & Second Line Lane Group EBL EBT WBT WBR SBL Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA NA Perm Prot Protected Phases Permitted Phases 2 6 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.6% 72.7% 59.1% 59.1% 27.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s)..... Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None Min Min Min None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay..... Total Delay LOS B C C A D Approach Delay Approach LOS C C D Queue Length 5th (m) Queue Length 95th (m) #135.8 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 11 Actuated Cycle Length: 73.2 Natural Cycle: 7 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.86 Intersection Signal Delay: 26.3 Intersection Capacity Utilization 77.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service D Splits and Phases: 1: Terry Fox & Second Line Parsons Synchro 9 - Report

35 Projected AM 2: Innovation/Flamborough Way & Terry Fox Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 22.2% 32.6% 32.6% 22.2% 32.6% 32.6% 45.2% 45.2% 45.2% 45.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None Min Min None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A D A B B A C A D C Approach Delay Approach LOS C B B D Queue Length 5th (m) Queue Length 95th (m) 11.3 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 135 Actuated Cycle Length: 87.6 Natural Cycle: 9 Control Type: Actuated-Uncoordinated Maximum v/c Ratio:.94 Intersection Signal Delay: 29.2 Intersection Capacity Utilization 93.7% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service F Splits and Phases: 2: Innovation/Flamborough Way & Terry Fox Parsons Synchro 9 - Report