Corporation of the Town of Oakville. December 16, 2013

Transcription

1 Corporation of the Town of Oakville Transportation Impact Analysis and Parking Study for Proposed Secondary School, Oakville Draft Final Report Submitted by: HDR Corporation 100 York Boulevard, Suite 300 Richmond Hill, ON L4B 1J8 (905)

2 HDR Project Team Principal Project Manager Technical Team Tyrone Gan, P.Eng Carl Wong, P.Eng Kareem Kobeissi, E.I.T.

3 EXECUTIVE SUMMARY A. Introduction HDR Corporation was retained by the Town of Oakville (the Town ) to undertake a traffic impact and parking study for a proposed secondary school for the Conseil Scolaire Viamonde (CSV) in Oakville, Ontario. The CSV offers public education in the French language to French-speaking families in central southwest Ontario. The secondary school is to be located on land that is currently owned by the Halton District School Board (and partially by the Town), which is immediately east of the existing White Oaks Secondary School s (WOSS) north campus at 1036 McCraney Street East, in between Sixth Line and Montclair Drive. The area surrounding the site is mostly residential, with the adjacent WOSS north campus to the west of the site, the WOSS south campus to the south, Oakville Park to the north, and Sheridan College to the north-east. Based on the latest site plan, the proposed school will consist of 22 classrooms (including a gymnasium, a library, a guidance room and specialty classrooms) and will have a building footprint of approximately 42,065 square feet ( SF ). Access to the site is proposed via an existing driveway that is currently used to access the WOSS north campus and a new driveway for school bus and car pick-up/drop-off traffic. The new driveway leads to 2 rows of lay-by lanes within the site. An additional bus-lay-by is also proposed on the north side of McCraney Street. The purpose of the traffic and parking study was to assess the impacts the proposed school would have on the adjacent road network, intersections, and driveways, and to identify mitigation measures and improvements to the proposed site plan and to the road network. B. Findings Road Network and Intersection Operations Some assumptions were made during traffic analysis in order to maintain a conservative approach. Although full build out and enrollment at the proposed school is not expected until , the full build out of the school was considered for analysis purposes so as to remain conservative and present the ultimate future condition. Further, it was assumed that the proposed school would have the same start and end times as the existing WOSS despite the possibility of staggered school times. Finally, it was assumed that there would be no carpooling, transit use, walking or cycling to and from the proposed school. Under existing and future conditions with full build out of the proposed school, all signalized and unsignalized intersections will operate at acceptable levels of service and within the available road capacity during both of the AM and PM peak hours. Page i

4 While the proposed school is expected to generate approximately 20 bus trips, 50 student/parent vehicle trips and 55 staff vehicle trips during the AM and PM peak hours, respectively, the existing road network and intersections will be able to accommodate the future traffic growth on McCraney Street, Montclair Drive, Sixth Line, and Trafalgar Road without significantly impacting road capacity and intersection operations. However, some mitigation measures will be required including: optimizing signal timing plans at all signalized intersections, conversion of the existing pedestrian crossover on McCraney Street to a mid-block pedestrian signal, eliminating any bus lay-by zones on McCraney Street, recommendations to shift the majority of school bus routes for both WOSS and the proposed school to use Trafalgar Road instead of Sixth Line, and recommendations to stagger the start times of the proposed school with WOSS so that traffic generated by both schools do not coincide during the same peak 15 minute period. In the AM peak hour, the proposed school site traffic on McCraney Street will represent 10.5% of total future traffic volumes in the eastbound (EB) direction and 13.8% in the westbound (WB) direction. In the PM peak hour, the proposed school site traffic on McCraney Street will represent 23.8% of total future traffic volumes in the EB direction and 11.3% in the WB direction. On average, site traffic will represent 3.7% of total future volumes in the AM and 4.5% in the PM at the three main intersections of Sixth Line/Upper Middle Rd, McCraney St/Sixth Line, and McCraney St/Trafalgar Rd. Queuing Analysis There are no significant increases in queue lengths arising from additional background traffic growth and site traffic at the analyzed intersections on McCraney Street during the school AM and PM peak hours. Future queues at the McCraney St/Sixth Line and the McCraney St/Montclair Dr intersections will not extend far enough to block any upstream intersections. However, existing queuing on McCraney Street was observed for 15 to 20 minutes around the start and the end times of the WOSS due to large volumes of pedestrian crossings at the marked pedestrian crossing. During the AM peak hour, traffic on McCraney Street was delayed by more than 7 minutes by the continuous crossing of students and by more than 3 minutes during the WOSS PM peak hour. The existing westbound queues will only increase once the traffic from the proposed school is added onto McCraney Street and will have an adverse impact on the driveways serving the WOSS and the proposed school; therefore, a midblock pedestrian signal at the current pedestrian crossing is recommended to manage the pedestrian crossing volumes and vehicle queues on McCraney Street. The midblock pedestrian signal represents a balanced approach Page ii

5 to ensuring pedestrian safety while mitigating vehicle queues and driveway operations to the east and west of the crossing. An education campaign on the midblock pedestrian signal and a monitoring program after implementation will be required to ensure compliance by the students and pedestrians. Site Plan Review The site plan was reviewed to assess safe stopping and turning sight distances on McCraney Street, adequate turning paths for buses and vehicles at the driveways and within the site, safe pedestrian crossings, as well as effective vehicle and bus circulation. Alternatives have been proposed to improve on-site and driveway operations such as the relocation of driveways, separate car and bus driveways for the proposed school to minimize vehiclepedestrian and car-bus conflicts, creating a one-way circulation system for the parking lot, a shift in car pick-up/drop-off locations for the proposed school, and a shift in bus pickup/drop-off locations for WOSS to provide additional capacity for buses generated by the proposed school. Four alternative concepts are presented in this report and these were evaluated against various criteria. Additionally, suggestions were provided to improve traffic operations within the study area such as encouraging a shift of both schools bus trips from Sixth Line to Trafalgar Road to better utilize its higher arterial road capacity. Parking Review Since the WOSS and the proposed school will have shared entrances and parking lots, the parking demand at the two schools was reviewed as one site for parking supply and demand. The proposed school site plan results in the loss of 2 existing parking lots but also includes the addition of 3 new parking lots; resulting in a total parking supply of 200 spaces for both schools. Based on 55 staff trips generated by the proposed school, estimate of 8 students parking at the school, and the existing WOSS maximum parking demand of 92, there is an estimated oversupply of 45 parking spaces. The zoning by-law was also reviewed for parking requirements and it was concluded that the proposed parking supply is 8 spaces under the bylaw requirement (208 spaces). However, it is anticipated that proposed parking capacity will be sufficient to meet the estimated future parking demand with an over-supply of 45 spaces based on the current operation of the White Oaks Secondary School. Page iii

6 TABLE OF CONTENTS Executive Summary... i Road Network and Intersection Operations... i Queuing Analysis... ii Site Plan Review... iii Parking Review... iii 1. Introduction Background Project History Scope of Work Intersection Operations Analysis Methodology Existing Conditions Site Context Existing Road Network Existing Pedestrian Crossing Existing Transit Service Existing Traffic Volumes Site Visit Existing Traffic Operations Background Traffic Conditions Background Traffic Operations Proposed Development Conceptual Site Plan Site Traffic Generation Site Traffic Distribution and Assignment Total Traffic Conditions Total Traffic Operations Queuing Analysis Site Plan Review Stopping and Turning Sight Distances Vehicle Turning Paths Bus and Site Circulation Shift of School Bus Routes and Auto Trips Parking Review Existing Parking Demand Future Parking Demand Zoning By-law Requirements Conclusions Road Network and Intersection Operations Queuing Analysis Site Plan Review Parking Review Page iv

7 Appendices Appendix A Synchro Reports Appendix B SimTraffic Reports Appendix C Turning Movement Diagrams Tables Table 1: 2013 Existing Signalized Intersection Operations Table 2: 2013 Existing Unsignalized Intersection Operations Table 3: 2018 Background Signalized Intersection Operations* Table 4: 2018 Background Unsignalized Intersection Operations Table 5: Site Traffic Generation Table 6: Net Staff Site Traffic Distribution Table 7: Net Student Site Traffic Distribution Table 8: 2018 Total Signalized Intersection Operations* Table 9: 2018 Total Unsignalized Intersection Operations Table 10: 2013 Existing Intersection Queuing Analysis Table 11: 2018 Background Intersection Queuing Analysis Table 12: 2018 Total Intersection Queuing Analysis Table 13: Evaluation of Bus and Site Circulation Alternatives Table 14: Existing and Proposed Future Parking Capacity for both Schools Table 15: Part 5 in Zoning by-law 2014-xxx DRAFT - Ratios of Minimum Number of Parking Spaces Page v

8 Exhibits Exhibit 1: Site Location... 1 Exhibit 2: Catchment Area for Proposed School... 5 Exhibit 3: 2013 Existing Road Network... 7 Exhibit 4: 2013 Existing School Driveways... 8 Exhibit 5: Existing Pedestrian Crossover (PXO) Count Summary... 9 Exhibit 6: 2013 Existing Traffic Volumes Exhibit 7: Students walking from south campus to north campus after AM drop-off Exhibit 8: Westbound Queue along McCraney Street due to high PXO volumes in AM Exhibit 9: Eastbound Queue along McCraney Street due to high PXO volumes in AM Exhibit 10: Northbound Queue along Montclair Drive due to buses/cars exiting south campus in PM Exhibit 11: Students waiting at bus stop on McCraney near Montclair Drive in PM Exhibit 12: Westbound Queue along McCraney Street due to high PXO volumes in PM Exhibit 13: 2018 Background Traffic Volumes Exhibit 14: Conceptual Site Plan Exhibit 15: Revised Site Plan Drip Line Constraint Exhibit 16: 2018 Future Road Network Exhibit 17: Site Traffic Volumes Exhibit 18: 2018 Total Traffic Volumes Exhibit 19: Queue Lengths at McCraney St & Sixth Line (Existing Traffic Condition) Exhibit 20: Queue Lengths at McCraney St & Sixth Line (Background Traffic Condition). 39 Exhibit 21: Queue Lengths at McCraney St & Sixth Line (Total Traffic Condition) Exhibit 22: Queue Lengths at McCraney St & Montclair Drive (Existing Traffic Condition) Exhibit 23: Queue Lengths at McCraney St & Montclair Drive (Background Traffic Condition) Exhibit 24: Queue Lengths at McCraney St & Montclair Drive (Total Traffic Condition) Exhibit 25: Existing North Access #2 Turning Sight Distance Exhibit 26: Existing North Access #2 Stopping Sight Distance Exhibit 27: West Sight Line at Existing North Access #2 and McCraney Street Exhibit 28: East Sight Line at Existing North Access #2 and McCraney Street Exhibit 29: Proposed North Access #3 Stopping Sight Distance Exhibit 30: West Sight Line at Proposed North Access #3 and McCraney Street Exhibit 31: East Sight Line at Proposed North Access #3 and McCraney Street Exhibit 32: Bus Turning Movement Outbound Right-Turn Exhibit 33: Large Car Turning Movement Northwest Corner of Parking Lot Exhibit 34: Large Car Turning Movement Southwest Corner of Parking Lot Exhibit 35: Site North Parking Reconfiguration for PUDO Operations Exhibit 36: West Parking Entrance/Exit Reconfiguration Exhibit 37: Site Pedestrian Access Reconfiguration Exhibit 38: Main Access and Lay-by Reconfiguration Concept # Exhibit 39: Main Access and Lay-by Reconfiguration Concept # Page vi

9 Exhibit 40: WOSS South Campus Proposed Lay-by Exhibit 41: Parking Survey Locations for Whites Oaks Secondary School (North Campus) 66 Exhibit 42: Parking Utilization Graph Exhibit 43: Proposed Parking Lots Page vii

10 1. INTRODUCTION 1.1 Background HDR Corporation was retained by the Town of Oakville to undertake a traffic impact and parking study for a proposed secondary school for the Conseil Scolaire Viamonde (CSV) in Oakville, Ontario. The secondary school is to be located east of the existing White Oaks Secondary School s (WOSS) north campus at 1036 McCraney Street East, which is between Sixth Line and Montclair Drive, as shown in Exhibit 1. This study: Assessed the existing and future traffic impacts of the proposed development on the adjacent road network; Confirmed the adequacy of the transportation network for auto and bus traffic, and students and pedestrians with respect to operations, circulation, and safety; Assessed parking requirements based on the Zoning By-law; and Provided recommendations and mitigation measures for transportation network deficiencies identified in the analysis. Exhibit 1: Site Location Page 1

11 1.2 Project History The proposed development was previously studied in 2010, in a report titled Site Access Review for Conseil scolaiare de district du Centre-Sud-Ouest (CSDCSO) High School. At the time of the 2010 report, the site was to be located north of the WOSS north campus and access was proposed to be from an easterly extension of Elm Road. While traffic counts were undertaken for all the existing WOSS driveways as well as several surrounding intersections, only the intersection of Sixth Line and Elm Road was analyzed. The development is now proposed to be located east of the WOSS north campus with access to/from McCraney Street. This study will go beyond the previous 2010 report and analyze six existing intersections in the vicinity of the proposed site s new location as well as a new proposed intersection on McCraney Street giving access to the new school. 1.3 Scope of Work The study scope of work was discussed and confirmed with staff from the Town of Oakville (the Town ) and is summarized below: Scenarios Time Periods Intersections 2013 Existing Traffic Conditions 2018 Background Traffic Conditions (includes road growth and traffic from approved or under construction background developments in the immediate area) 2018 Total Traffic Conditions (2018 background plus traffic from the proposed development) Weekday AM School Peak Hour (between 7:30am 8:30am) Weekday PM School Peak Hour (between 2:15pm 3:15pm) Upper Middle Road / Sixth Line Sixth Line / McCraney Street McCraney Street / Existing North Access Driveway #1 McCraney Street / Existing North Access Driveway #2 McCraney Street / Proposed North Access Driveway #3 McCraney Street / Montclair Drive McCraney Street / Trafalgar Road 1.4 Intersection Operations Analysis Methodology Intersection operations were assessed for the study intersections using the software program Synchro8, which employs methodology from the Highway Capacity Manual (HCM2000) published by the Transportation Research Board National Research Council. Synchro 8 can Page 2

12 analyze both signalized and unsignalized intersections in a road corridor or network taking into account the spacing, interaction, queues and operations between intersections. The signalized intersection analysis considers two separate measures of performance: 1. the capacity of all intersection movements, which is based on a volume to capacity ratio; and 2. the level of service for all intersection movements, which is based on the average control delay per vehicle for the various movements through the intersection and overall. The two-way unsignalized intersection analysis also considers two separate measures of performance: 1. the capacity of the critical intersection movements, which is based on a volume to capacity ratio; and 2. the level of service for the critical movements, which is based on the average control delay per vehicle for the various critical movements within the intersection. Level of service is based on the average control delay per vehicle for a given movement. Delay is an indicator of how long a vehicle must wait to complete a movement and is represented by a letter between A and F, with F being the longest delay. The volume to capacity (v/c) ratio is a measure of the degree of capacity utilized at an intersection. Page 3

13 2. EXISTING CONDITIONS 2.1 Site Context The site is located on the north side of McCraney Street, just east of Sixth Line and west of Montclair Drive. The surrounding area is mostly residential, with the adjacent WOSS north campus to the west of the site, the WOSS south campus to the south, Oakville Park to the north, and Sheridan College to the north-east Proposed CSV School The CSV offers public education in the French language to French-speaking families in central southwest Ontario. The CSV is proposing the new secondary school in Oakville on land that is currently owned by the Halton District School Board (and partially by the Town). This land is located on a field east of the WOSS north campus. Based on correspondence with CSV, the school anticipates a future enrollment of approximately 500 students and 55 staff members for the full build out of the school. It is proposed that enrollment at the school will be phased with expected enrollment of approximately in 2018 and with full enrollment (500 students) expected by It is anticipated that school buses will operate to transport students to and from the school upon full build out. The school will have a regional draw similar to other CSV schools with students residing in Oakville, Milton and Mississauga, as illustrated in the catchment area in Exhibit 2. At the time of this study the school s start and end times have not yet been set. The Town and CSV have expressed that it would be possible to stagger the school s times with the adjacent WOSS to avoid additional congestion. However, for the purposes of the traffic analysis, it was assumed that the school s start and end times would be the same as those of the WOSS to maintain a conservative approach. Page 4

14 Exhibit 2: Catchment Area for Proposed School Page 5

15 2.2 Existing Road Network The existing road network in the vicinity of the subject site is described below and is illustrated in Exhibit 3. Upper Middle Road Trafalgar Road Sixth Line Montclair Drive McCraney Street Under the jurisdiction of Halton Region and is a east-west arterial with a posted speed limit of 60 km/hr. It has a four lane cross section with turn lanes at the intersection with Sixth Line. Sidewalks are provided on both sides. Under the jurisdiction of Halton Region and is a north-south arterial with a posted speed limit of 60 km/hr. It has a four lane cross section with turn lanes at the intersection with McCraney Street. Sidewalks are provided on both sides. Under the jurisdiction of the Town of Oakville and is a minor north-south arterial with a posted speed limit of 50 km/hr (40 km/hr north of Elm Road). It has a two lane cross section with sidewalks provided on both sides. Under the jurisdiction of the Town of Oakville and is a north-south local road with a posted speed limit of 50 km/hr (40 km/hr near the WOSS south campus). It has a two lane cross section with sidewalks provided on both sides. Under the jurisdiction of the Town of Oakville and is an east-west collector with a posted speed limit of 50 km/hr (40 km/hr near the WOSS north campus). It has a two lane cross section with sidewalks provided on both sides. The study area intersections of Sixth Line at McCraney Street, Sixth Line at Upper Middle Road, and Trafalgar Road at McCraney Street are signalized. The intersection of Montclair Drive at McCraney Street is unsignalized with an all-way stop control. In addition to the existing main roads described above, four driveways on McCraney Street (two on each of the north and south sides) provide access to/from the WOSS north and south campuses. Also, an additional driveway/bus loop on Montclair Drive provides access to/from the south-east entrance/exit of the WOSS south campus for cars and buses. These driveways are shown in Exhibit 4. Page 6

16 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection Stop Sign X Pedestrian Crossing Lane Movement Upper Middle Road 1 Lane 2 Lanes 4 Lanes Sixth Line Existing North Access Driveway #1 Existing North Access Driveway #2 Private Driveway South Access Driveway #1 Montclair Drive Trafalgar Road X South Access Driveway #2 McCraney Street Exhibit 3: 2013 Existing Road Network Not To Scale Project #218245

17 Exhibit 4: 2013 Existing School Driveways Page 8

18 2.3 Existing Pedestrian Crossing A count was undertaken on September 19 th, 2013 for the pedestrian crossing on McCraney Street, located approximately 220m east of Sixth Line (in between the two sets of WOSS driveways). The count was performed on behalf of HDR by the Traffic Information Group for the school AM (7:00am 9:00am) and PM (1:45pm 3:45pm) peak periods. As might be expected, the pedestrian crossing volumes were the heaviest near the WOSS start and end times for 30 minutes in the AM and 30 minutes in the PM, as illustrated in Exhibit 5. The critical time in the school AM peak was from 8:00am to 8:15am, where the survey company noted that there was a continuous period of approximately 7 minutes where traffic on McCraney Street was stopped waiting for pedestrians to finish crossing. The critical time in the school PM peak was from 2:30pm to 2:45pm, where the survey company noted that there was a continuous period of approximately 3 minutes where traffic was stopped. White Oaks Secondary School - PXO Survey Survey Date: Thursday, September 19, 2013 Number of Pedestrians :00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 Time of Day Soutbound Northbound Total Exhibit 5: Existing Pedestrian Crossover (PXO) Count Summary 2.4 Existing Transit Service Oakville Transit operates two regular bus routes that pass by the WOSS and a school special route which exclusively serves the WOSS and runs from September to the end of June. Therefore, the WOSS is served by 3 different Oakville Transit routes which are described below. Page 9

19 13 Westoak Trails Route 13 runs from Oakville GO Station to Bronte GO Station in the westbound direction (and vice versa in the eastbound direction) with a stop at Sixth Line and Culham Street, just south of the intersection of Sixth Line and McCraney Street. The route operates between 6:20am and 11:20pm with headways of 30 minutes during the school peak periods. 19 River Oaks Route 19 runs from Oakville GO Station to the Uptown Core (near Trafalgar Road and Dundas St) in the northbound direction (and vice versa in the southbound direction) with multiple stops in the vicinity of WOSS. The route operates between 6:20am and 11:25pm with variable headways of 15 and 30 minutes in the school AM peak period and 30 minutes in the school PM peak period. 71 White Oaks School Special Route 71 is a single-cycle afternoon service that is dedicated to WOSS. The route runs from WOSS to the Uptown Core in the northbound direction. The route departs at 2:50pm, passes by various neighborhoods to the north and north west of the school and arrives at the Uptown Core at 3:25pm Existing Traffic Volumes Turning movement counts ( TMC s) were undertaken on behalf of HDR by the Traffic Information Group for the school AM (7:00am 9:00am) and PM (1:45pm 3:45pm) peak periods. The counts were undertaken on September 19 th, 2013 at the following intersections: Upper Middle Road / Sixth Line Sixth Line / McCraney Street McCraney Street / Existing North Access Driveway #1 McCraney Street / Existing North Access Driveway #2 McCraney Street / Existing South Access Driveway #1 McCraney Street / Existing South Access Driveway #2 McCraney Street / Montclair Drive McCraney Street / Trafalgar Road Although the two south access driveways are not being analyzed for the purpose of this study, counts were undertaken at those two intersections to confirm the number of buses and cars entering and exiting the WOSS south campus and observations were made of its current operation. The school AM and PM peak hour existing traffic volumes are illustrated in Exhibit 6. Page 10

20 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection (166) 200 (265) 305 (212) (200) 475 (1019) 152 (152) Upper Middle Road X 00 (00) Stop Sign Pedestrian Crossing Lane Movement AM (PM) Peak Hour Traffic Volumes (254) 148 (807) 992 (200) (121) 170 (266) 123 (278) Sixth Line Existing North Access Driveway #1 Existing North Access Driveway #2 Private Driveway Trafalgar Road (11) 28 (39) 127 (16) 45 (157) 380 (179) 362 (17) 9 17 (21) 175 (207) 10 (20) 205 (176) 61 (54) 19 (24) (1) 16 (220) 542 (17) 27 (49) 66 (150) 326 (85) (2) 209 (191) South Access Driveway #1 1 (8) 6 (14) 209 (180) 21 (36) X (17) 62 (141) 266 (10) 1 (2) 3 (152) (24) 228 (214) South Access Driveway #2 92 (29) 97 (65) 198 (173) McCraney Street (2) 4 (96) 246 (80) 109 (2) 1 (1) 1 (3) 5 Montclair Drive 155 (87) 0 (0) 66 (50) 0 (2) 126 (123) 172 (89) (81) 176 (24) 52 (193) 406 (52) 66 (1093) 1291 (99) (174) 863 (1105) 212 (185) 14 (37) 41 (33) 114 (186) Exhibit 6: 2013 Existing Traffic Volumes Not To Scale Project #218245

21 2.6 Site Visit A site visit was conducted on September 19 th, 2013 to observe the existing traffic operations during the school AM and PM peak periods. The large majority of traffic activity in the area was related to pick-up and drop-off activities at the WOSS north and south campuses. A second site visit was also conducted on November 13 th, 2013 to confirm the patterns that were observed during the first site visit, to confirm the existing analysis results, and to observe operations at other schools in the vicinity, particularly the Montclair Public School located on Montclair Drive and the WOSS south campus south-east entrance/exit, also located on Montclair Drive AM Peak The majority of traffic activity in the AM peak hour occurs between 7:45am and 8:00am and is related to pick-up and drop-off activities at the WOSS north and south campuses before the school start time of 8:05am. A small portion of students also arrive via Oakville Transit buses stopping on McCraney Street in the same 15-minute period. This small portion of students using transit, particularly Route 71 (WOSS special), is due to school bus overloading conditions. It was observed that most school buses travelling along McCraney Street (12 short buses and 3 long buses) enter the north campus via the Existing School North Access #2 to drop students off and exit via the Existing School North Access #1. On the other hand, it was observed that most parents travelling along McCraney Street (over 150 cars) enter the south campus via the Existing School South Access #1 and exit via the Existing South Access #2 after dropping students off. Only 2 buses (1 short bus and 1 long bus) were observed to enter and exit the WOSS south campus from McCraney Street. As a result, there is a high level of interaction between the north and south campuses via the existing pedestrian crossing (PXO) due to students needing to walk to class from their dropoff point if it is at the opposite campus, as shown in Exhibit 7. Consequently, long queues were observed during this critical 15-minute period along McCraney Street due to high pedestrian volumes using the PXO with queues extending all the way to Montclair Drive on the east leg of McCraney Street and to Sixth Line on the west leg, as shown in Exhibit 8 and Exhibit 9, respectively. The traffic count sub-consultant, who also undertook a pedestrian count at the PXO, noted that there was a period of 7 consecutive minutes where students were crossing the PXO and vehicles could not move. This causes congestion along McCraney Street and disrupts transit and school bus schedule adherence and reliability. Page 12

22 Exhibit 7: Students walking from south campus to north campus after AM drop-off Exhibit 8: Westbound Queue along McCraney Street due to high PXO volumes in AM Page 13

23 Exhibit 9: Eastbound Queue along McCraney Street due to high PXO volumes in AM During the second site visit, the same patterns were observed on McCraney Street. On Montclair Drive, it was observed that a total of 10 school buses (1 short bus and 9 long buses) arrive between 7:45am and 8:00am and use the WOSS south campus bus loop (shown in Exhibit 4) to drop students off, with most buses travelling northbound on Montclair Drive after drop-off. A number of parents also drop their kids off using the same loop and travel northbound on Montclair Drive after drop-off. This results in short queues developing at the intersection of Montclair Drive and McCraney Street in that critical 15-minute time period. No school buses servicing the Montclair Public School were observed during this time period and it was later confirmed that this school s hours were from 8:55am to 3:15pm, which explains why no school buses were seen in either of the peak hours PM Peak During the PM peak hour, the traffic activity was more spread out and not as critical as that of the AM peak hour. Many school buses were already parked at the WOSS north campus by 2:30pm, with the rest of the buses arriving by 2:40pm. No buses were observed to enter or exit the WOSS south campus from McCraney Street in the PM peak hour. All 15 buses exit the WOSS north campus between 2:50pm and 2:55pm via the Existing School North Access #1, with most of them travelling westbound towards the intersection of McCraney Street and Sixth Line, causing some queuing at that intersection (due to the traffic signal timings). Page 14

24 During the second site visit observations on Montclair Drive, all 10 school buses were lined up at the WOSS south campus bus loop to pick up students from the WOSS south campus at the school end time of 2:40pm. Buses departed between 2:50pm and 2:55pm with most buses travelling north along Montclair Drive, contributing to short queues at the intersection of McCraney Street and Montclair Drive as shown in Exhibit 10. Exhibit 10: Northbound Queue along Montclair Drive due to buses/cars exiting south campus in PM Parents picking students up from both campuses were infrequent in the 20-minute period immediately following the school end time and were more dispersed in terms of the pick-up locations. It was observed that more students use Oakville Transit in the PM as large groups of students were seen waiting by local bus stops, as shown in Exhibit 11. Page 15

25 Exhibit 11: Students waiting at bus stop on McCraney Street near Montclair Drive in PM As seen in the AM peak hour, there was a high level of pedestrian activity at the PXO in the period immediately following the school end-time due to students walking to their buses or to the location of after-school activities if they are at the opposite campus, as shown in Exhibit 12. However, these queues were not as critical as those of the AM peak hour. The traffic count sub-consultant only noted a period of approximately 3 consecutive minutes when vehicles were not able to move due to the PXO activity. Page 16

26 Exhibit 12: Westbound Queue along McCraney Street due to high PXO volumes in PM Page 17

27 Existing Traffic Operations Existing traffic operations were assessed based on existing traffic volumes as shown in Exhibit 6, and the existing road network as shown in Exhibit 3. Existing operations are summarized in Table 1 and Table 2 for signalized and unsignalized intersections, respectively. Detailed intersection operations reports are provided in Appendix A. Table 1: 2013 Existing Signalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c Upper Middle Road / Sixth Line Southbound Left-turn C 0.47 C 0.19 Southbound Through-right E 0.84 C 0.49 Northbound Left-turn C 0.57 C 0.43 Northbound Through D 0.38 C 0.27 Northbound Right-turn A 0.32 A 0.14 Eastbound Left-turn B 0.35 B 0.36 Eastbound Through D 0.77 C 0.31 Eastbound Right-turn A 0.34 A 0.17 Westbound Left-turn D 0.76 B 0.19 Westbound Through C 0.36 C 0.42 Westbound Right-turn A 0.13 A 0.19 Overall v/c McCraney Street / Sixth Line Southbound Left-turn A 0.48 A 0.21 Southbound Through-right A 0.32 A 0.16 Northbound Left-turn B 0.02 B 0.04 Northbound Through-right B 0.23 B 0.24 Eastbound Left-turn C 0.29 C 0.10 Eastbound Through-right C 0.53 C 0.18 Westbound Left-turn C 0.11 C 0.11 Westbound Through-right B 0.66 B 0.60 Overall v/c McCraney Street / Trafalgar Road Southbound Left-turn C 0.31 C 0.33 Southbound Through C 0.71 C 0.66 Southbound Right-turn A 0.14 A 0.15 Northbound Left-turn C 0.72 B 0.61 Northbound Through-right A 0.35 B 0.43 Eastbound Left-turn E 0.72 D 0.31 Eastbound Through D 0.15 C 0.06 Eastbound Right-turn C 0.83 A 0.41 Westbound Left-turn D 0.48 D 0.64 Westbound Through-right D 0.17 B 0.18 Overall v/c Key: LOS Level of service, v/c Volume to Capacity Ratio Under existing traffic conditions, all movements at the three signalized intersections are operating with volume to capacity ratios of 0.84 or less and with levels of service (LOS) D or Page 18

28 better in the school AM and PM peak hours. The only exceptions are the southbound through-right movement at Upper Middle Road and Sixth Line and the eastbound left-turn movement at McCraney Street and Trafalgar Road, which are operating with LOS E during the weekday AM peak hour. Table 2: 2013 Existing Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c McCraney Street / Existing North Access Driveway #1 Southbound Left-right C 0.22 B 0.12 Eastbound Left-Through A 0.01 A 0.00 Westbound Through-right A 0.14 A 0.12 Overall v/c McCraney Street / Existing North Access Driveway #2 Southbound Left-right B 0.01 B 0.02 Eastbound Left-Through A 0.06 A 0.01 Westbound Through-right A 0.19 A 0.15 Overall v/c McCraney Street / Montclair Drive -Private Driveway Eastbound Left-through-right B 0.55 A 0.24 Westbound Left-turn B 0.32 A 0.15 Westbound Through-right A 0.22 A 0.19 Northbound Left-through-right B 0.36 A 0.19 Southbound Left-through-right A 0.01 A 0.01 Overall v/c Key: LOS Level of service, v/c Volume to Capacity Ratio All unsignalized intersections are operating with a volume to capacity ratio of 0.55 or less, and with LOS C or better, during the school AM and PM peak hours. Page 19

29 3. BACKGROUND TRAFFIC CONDITIONS Background Traffic Operations There are no planned network improvements being considered by the Town in the immediate study area by the 2018 horizon year. The background traffic volumes were estimated and assigned to the existing road network; the resulting background traffic operations are summarized for the signalized and unsignalized intersections Background Traffic Volumes Background traffic volumes typically consist of combining existing traffic, traffic as a result of background growth, and traffic generated from planned future developments. For this study, the Town provided HDR with historical data from 2005 to 2010 on Sixth Line and McCraney Streets. The data indicated that from 2005 to 2010, there was a slight negative growth trend. From 2010 to 2013, the data indicated there was an overall increase in the growth trend over a 24-hour period, but the AM and PM peak periods did not experience any growth. Due to the variability in the data and no clear emerging trend, a conservative assumption of 1% annual growth was assumed and applied to all through movements in the network. HDR also confirmed with the Town that there were no major background developments in the immediate vicinity of the study area. Background traffic volumes for the 2018 horizon year are shown in Exhibit 13 for the school AM and PM peak hours Background Traffic Operations Based on 2018 background traffic volumes as shown in Exhibit 13, intersection operations were assessed. Existing operations are summarized in Table 3 and Table 4 for signalized and unsignalized intersections, respectively. Detailed operations reports are provided in Appendix A. Page 20

30 Table 3: 2018 Background Signalized Intersection Operations* Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c Upper Middle Road / Sixth Line Southbound Left-turn C 0.48 C 0.19 Southbound Through-right E 0.85 C 0.50 Northbound Left-turn C 0.58 C 0.44 Northbound Through D 0.39 C 0.29 Northbound Right-turn A 0.32 A 0.14 Eastbound Left-turn B 0.37 B 0.38 Eastbound Through D 0.83 C 0.33 Eastbound Right-turn A 0.34 A 0.17 Westbound Left-turn E 0.82 B 0.19 Westbound Through C 0.38 C 0.44 Westbound Right-turn A 0.13 A 0.19 Overall v/c McCraney Street / Sixth Line Southbound Left-turn A 0.48 A 0.22 Southbound Through-right A 0.33 A 0.17 Northbound Left-turn B 0.02 B 0.04 Northbound Through-right B 0.24 B 0.26 Eastbound Left-turn C 0.29 C 0.10 Eastbound Through-right C 0.54 C 0.19 Westbound Left-turn C 0.11 C 0.11 Westbound Through-right C 0.68 B 0.61 Overall v/c McCraney Street / Trafalgar Road Southbound Left-turn C 0.33 C 0.35 Southbound Through C 0.75 C 0.70 Southbound Right-turn A 0.14 A 0.15 Northbound Left-turn D 0.76 C 0.64 Northbound Through-right A 0.36 B 0.44 Eastbound Left-turn E 0.72 D 0.31 Eastbound Through D 0.16 C 0.07 Eastbound Right-turn C 0.83 A 0.41 Westbound Left-turn D 0.48 D 0.64 Westbound Through-right D 0.18 B 0.19 Overall v/c Key: LOS Level of service, v/c Volume to Capacity Ratio Notes: *Based on existing signal timings Under 2018 background traffic conditions, all movements at the three signalized intersections are operating with a volume to capacity ratio of 0.85 or less and LOS D or better during all school peak hours. The exceptions are the southbound through-right and westbound left-turn movements at Upper Middle Road and Sixth Line and the eastbound left-turn movement at McCraney Street and Trafalgar Road, which are operating with level of service E during the weekday AM peak hour. Since all movements are operating comparably to the existing condition, the traffic signals were not optimized. Operational improvements could be expected with traffic signal optimization. Page 21

31 Table 4: 2018 Background Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c McCraney Street / Existing North Access Driveway #1 Southbound Left-right C 0.23 B 0.12 Eastbound Left-Through A 0.01 A 0.00 Westbound Through-right A 0.14 A 0.13 Overall v/c McCraney Street / Existing North Access Driveway #2 Southbound Left-right B 0.01 B 0.02 Eastbound Left-Through A 0.06 A 0.01 Westbound Through-right A 0.20 A 0.16 Overall v/c McCraney Street / Montclair Drive -Private Driveway Eastbound Left-through-right B 0.57 A 0.25 Westbound Left-turn B 0.32 A 0.15 Westbound Through-right A 0.23 A 0.20 Northbound Left-through-right B 0.36 A 0.19 Southbound Left-through-right A 0.01 A 0.01 Overall v/c Key: LOS Level of service, v/c Volume to Capacity Ratio All unsignalized intersections are operating with a volume to capacity ratio of 0.57 or less and at LOS C or better, during all school peak hours. Page 22

32 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection (87) 200 (141) 320 (119) (111) 499 (525) 152 (83) Upper Middle Road X 00 (00) Stop Sign Pedestrian Crossing Lane Movement AM (PM) Peak Hour Traffic Volumes (136) 148 (421) 1042 (102) (62) 179 (158) 123 (157) Sixth Line Existing North Access Driveway #1 Existing North Access Driveway #2 Private Driveway Trafalgar Road (11) 28 (41) 133 (16) 45 (157) 380 (188) 380 (17) 9 17 (21) 184 (217) 10 (20) 205 (176) 64 (57) 19 (24) (1) 16 (231) 569 (17) 27 (49) 66 (150) 280 (85) 0 7 (2) 219 (201) South Access Driveway #1 92 (8) 97 (14) 208 (180) 0 (36) X (17) 62 (148) 279 (10) 1 (2) 3 (152) (24) 239 (225) South Access Driveway #2 92 (29) 97 (65) 208 (173) McCraney Street (2) 4 (101) 258 (80) 109 (2) 1 (1) 1 (3) 5 Montclair Drive 155 (87) 0 (0) 66 (50) 0 (2) 132 (129) 172 (89) (81) 176 (25) 55 (193) 406 (52) 66 (1148) 1356 (99) (174) 906 (1160) 212 (185) 14 (37) 43 (35) 114 (186) Exhibit 13: 2018 Background Traffic Volumes Not To Scale Project #218245

33 4. PROPOSED DEVELOPMENT 4.1 Conceptual Site Plan At full build out, it is estimated that the school will consist of 22 classrooms (including a gymnasium, a library, a guidance room and specialty classrooms) and will have a building footprint of approximately 42,065 SF. Access to the site is proposed via WOSS s Existing North Access #2. For pick-up and drop-off (PUDO) activities, a 3-row lay-by on the north side of McCraney Street is proposed. The two internal lay-by rows (within the school property) will be served by an inbound only driveway (labelled as Proposed North Access #3). The conceptual site plan, shown in Exhibit 14, suggests that the top row of this internal lay-by is planned to be used exclusively by buses while the second row can be shared by cars and buses. The third row of the lay-by on the north side of McCraney Street suggests that this can be used for school bus pick-up and drop-off activities. Our comments and recommended changes on the proposed lay-bys and the overall site plan are documented in Chapter 7. During the study, a constraint came to light regarding a drip line that passes through the proposed location of the internal lay-by entrance. This required the bus lay-by entrance to be shifted slightly to the west to avoid the drip line. HDR has revised the site plan by shifting the lay-by entrance by approximately 6m to the west. To maintain the same number of bus spaces, an additional bus space at the west end of the top row lay-by was incorporated; however, the length of the second and third row lay-by had to be shortened but did not result in any lost bus parking spaces. The revised site plan is shown in Exhibit 15; the remainder of this report considered this revised site plan. The future road network is illustrated graphically in Exhibit 16.

34 Exhibit 14: Conceptual Site Plan Page 25

35 Exhibit 15: Revised Site Plan Drip Line Constraint Page 26

36 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection Stop Sign X Pedestrian Crossing Upper Middle Road * Lane Movement 1 Lane 2 Lanes 4 Lanes Objects in green represent site related proposed additions Sixth Line Existing North Access Driveway #1 Existing North Access Driveway #2 Proposed Site Proposed North Access Driveway #3 Private Driveway Trafalgar Road South Access Driveway #1 X South Access Driveway #2 McCraney Street Montclair Drive Exhibit 16: 2018 Future Road Network Not To Scale Project #218245

37 4.2 Site Traffic Generation As previously mentioned, the school anticipates a future enrollment of approximately 500 students and 55 staff members. Based on correspondence with CSV, it is assumed that 90% of students will be bussed, and that approximately 20 long school buses will be required to service this number of students. Although it is possible that some students residing in Oakville may choose to use Oakville Transit buses to commute to and from the school, a high bussing percentage is assumed for the proposed school to maintain a conservative approach. If some students do in fact use Oakville Transit, there would be less school buses required which would reduce bus lay-by requirements. For analysis, it was assumed that one car trip would be required per staff member and per student who is not bussed (i.e. no car-pooling, walking or cycling, transit, or multi-family member enrollment). While this will result in a higher number of vehicle trips than would actually be generated by the proposed school, this conservative approach presents a worst case scenario. Through discussion with CSV, it is proposed that enrollment at the school will be phased with expected enrollment of approximately in 2018 and with full enrollment (500 students) expected by However, for analysis purposes, the full build out of the school was considered so as to remain conservative and present the ultimate future condition. The resultant trip generation is summarized in Table 5. Table 5: Site Traffic Generation Students Staff Trip-makers Modes Bus Car Car Mode Split 90% 10% 100% Trips Total Trips Site Traffic Distribution and Assignment Staff Trips The distribution of new staff trips was based on existing traffic patterns. Since staff tend to remain on school premises for the duration of the school day, staff trips were assumed to be inbound only in the school AM peak hour and outbound only in the school PM peak hour. It is likely that there would be less staff trips in the PM peak hour as some staff would remain at school past the end hour. This was ignored for the purposes of analysis, again to maintain the most conservative traffic scenario. Staff trip distribution was based on existing intersection splits and patterns and is summarized in Table 6 for net staff site traffic. Page 28

38 Table 6: Net Staff Site Traffic Distribution To / From Via AM (from) PM (to) North Sixth Line Trafalgar Road 50% 35% South Sixth Line Trafalgar Road 32% 56% East McCraney Street 6% 5% West McCraney Street 12% 4% Student Trips The distribution of student trips (both bus and car trips) was based on the catchment areas shown in Exhibit 2. Since parents and buses do not stay on school premises after drop-off and pick-up activities, it is assumed that all student trips are both inbound and outbound in the school AM and PM peak hours. The student trip distribution is summarized in Table 7 for net student site traffic. Table 7: Net Student Site Traffic Distribution Catchment Area To / From Student Split Student Bus Trips Student Car Trips Oakville West, North, South 50% Mississauga East 42% 8 21 Milton North 8% 2 4 Total: 100% Based on discussions with the Town in minimizing traffic growth and impacts on Sixth Line, student bus trips coming from or leaving to the northern catchment areas (in AM and PM, respectively) were distributed in a way to make more use of Trafalgar Road (which is a major arterial road) located to the east of the site (as opposed to travelling along Sixth Line located to the west), even if the trips origins or destinations were to the west of the site. This was considered to be a feasible strategy as the school s bus routes would be under the control of the school. However, considering the relatively small volume of buses coming from the north of the site (7 bus trips), this strategy will not result in significant changes in intersection LOS or V/C ratios. Some additional suggestions to alleviate congestion within the study area are outlined in Section 7.4. The school AM and PM peak hour Site Traffic volumes are illustrated in Exhibit 17. Page 29

39 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection (0) 0 (4) 13 (0) 0 0 (0) 0 (0) 9 (6) Upper Middle Road X 00 (00) Stop Sign Pedestrian Crossing Lane Movement AM (PM) Peak Hour Traffic Volumes (0) 0 (0) 0 (7) 14 7 (5) 4 (7) 6 (12) Sixth Line Existing North Access Driveway #1 Existing North Access Driveway #2 Proposed Site Proposed North Access Driveway #3 Private Driveway Trafalgar Road (0) 0 (11) 22 (0) 0 (17) 36 (0) 0 (0) 0 3 (6) 0 (0) 0 (0) 17 (23) 13 (14) 4 (6) (0) 0 (34) 60 (0) 0 (0) 0 (34) 60 (0) 0 0 (0) 34 (43) South Access Driveway #1 0 (0) 0 (0) 34 (43) 0 (0) X (7) 34 (27) 27 (82) 36 (43) 34 (109) (5) 0 (0) South Access Driveway #2 0 (0) 0 (0) 34 (5) (27) 27 (82) (31) 34 (5) McCraney Street (0) 0 (82) 36 (0) 0 (0) 0 (0) 0 (0) 0 Montclair Drive 0 (0) 0 (0) 0 (0) 0 (0) 65 (36) 0 (0) (20) 7 (6) 3 (56) 26 (0) 0 (0) 0 (7) 15 0 (0) 0 (0) 41 (25) 0 (0) 8 (4) 0 (0) Exhibit 17: Site Traffic Volumes Not To Scale Project #218245

40 5. TOTAL TRAFFIC CONDITIONS The 2018 total traffic volumes were calculated by adding the 2018 background traffic volumes shown in Exhibit 13 to the site traffic volumes shown in Exhibit total traffic volumes for the school AM and PM peak hours are illustrated in Exhibit Total Traffic Operations Based on 2018 total traffic volumes from Exhibit 18 and the future road network in Exhibit 16, 2018 total traffic operations were assessed and summarized in Table 8 and Table 9 for signalized and unsignalized intersections, respectively. Detailed operations reports are provided in Appendix A. Under 2018 total traffic conditions, signal timings were optimized to improve operations at signalized intersections. It is expected that all movements will operate with a volume to capacity ratio of 0.84 or less during all school peak hours. Most movements are operating at LOS D or better, with the exception of the northbound left-turn and eastbound left-turn movements at McCraney Street and Trafalgar Road, which are operating at LOS E during the school AM peak hour. Page 31

41 Table 8: 2018 Total Signalized Intersection Operations* Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c Upper Middle Road / Sixth Line Southbound Left-turn C 0.52 C 0.20 Southbound Through-right D 0.84 C 0.51 Northbound Left-turn D 0.74 C 0.47 Northbound Through D 0.37 C 0.30 Northbound Right-turn A 0.31 A 0.16 Eastbound Left-turn B 0.36 B 0.37 Eastbound Through D 0.81 C 0.35 Eastbound Right-turn A 0.36 A 0.19 Westbound Left-turn D 0.79 B 0.22 Westbound Through C 0.37 C 0.44 Westbound Right-turn A 0.13 A 0.19 Overall v/c McCraney Street / Sixth Line Southbound Left-turn A 0.52 A 0.26 Southbound Through-right Northbound Left-turn Northbound Through-right Eastbound Left-turn Eastbound Through-right Westbound Left-turn Westbound Through-right A B B D D C C A B B C C C B Overall v/c McCraney Street / Trafalgar Road Key: Notes: Southbound Left-turn Southbound Through Southbound Right-turn Northbound Left-turn Northbound Through-right Eastbound Left-turn Eastbound Through Eastbound Right-turn Westbound Left-turn Westbound Through-right C C B E A E D C D D Overall v/c LOS Level of service, v/c Volume to Capacity Ratio *Based on optimized signal timings C C A C B D C A D B Page 32

42 Proposed Secondary School, Oakville - Draft Final Report Legend Signalized Intersection (87) 200 (145) 333 (119) (111) 499 (525) 161 (89) Upper Middle Road X 00 (00) Stop Sign Pedestrian Crossing Lane Movement AM (PM) Peak Hour Traffic Volumes (136) 148 (421) 1042 (109) (67) 183 (164) 129 (169) (11) 28 (52) 155 (16) 45 (174) 416 (188) 380 (17) 9 Sixth Line 20 (27) 184 (217) 10 (20) 222 (199) 77 (71) 23 (30) (1) 16 (265) 630 (17) 27 (49) 66 Existing North Access Driveway #1 (192) 403 (85) (2) 253 (244) South Access Driveway #1 1 (8) 6 (14) 253 (232) 21 (36) X (24) 96 (175) 306 (92) 37 (45) 37 Existing North Access Driveway #2 (268) (29) 239 (225) South Access Driveway #2 Proposed Site 92 (29) 97 (65) 242 (187) (27) 27 (272) 413 Proposed North Access Driveway #3 31 (31) 241 (190) McCraney Street (2) 4 (183) 294 (80) 109 Private Driveway (2) 1 (1) 1 (3) 5 Montclair Drive 155 (87) 0 (0) 66 (50) 0 (2) 197 (166) 172 (89) (101) 183 (31) 58 (249) 432 (52) 66 (1148) 1356 (106) 122 Trafalgar Road 250 (174) 906 (1160) 253 (210) 14 (37) 51 (39) 114 (186) Exhibit 18: 2018 Total Traffic Volumes Not To Scale Project #218245

43 Proposed Secondary School, Oakville Draft Final Report Table 9: 2018 Total Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour LOS v/c LOS v/c McCraney Street / Existing North Access Driveway #1 Southbound Left-right C 0.26 B 0.13 Eastbound Left-Through A 0.01 A 0.00 Westbound Through-right A 0.17 A 0.16 Overall v/c McCraney Street / Exiting North Access Driveway #2 Southbound Left-right C 0.20 B 0.27 Eastbound Left-Through A 0.09 A 0.02 Westbound Through-right A 0.22 A 0.16 Overall v/c McCraney Street / Proposed North Access Driveway #3 (NEW) Eastbound Left-Through A 0.02 A 0.02 Westbound Through-right A 0.17 A 0.14 Overall v/c McCraney Street / Montclair Drive -Private Driveway Eastbound Left-through-right C 0.64 B 0.37 Westbound Left-turn B 0.33 A 0.16 Westbound Through-right A 0.35 A 0.27 Northbound Left-through-right B 0.38 A 0.21 Southbound Left-through-right A 0.01 A 0.01 Overall v/c Key: LOS Level of service, v/c Volume to Capacity Ratio All unsignalized intersections are operating with a volume to capacity ratio of 0.64 or less and at LOS C or better, during all school peak hours. Page 34

44 Proposed Secondary School, Oakville Draft Final Report 6. QUEUING ANALYSIS Queuing analysis was conducted at the intersections of McCraney Street at Sixth Line and at Montclair Drive. SimTraffic, which takes into account the spillback effects of queues if available storage lengths are exceeded, was used to analyze the queues. Five modelling runs were undertaken and an average was taken. Multiple runs are undertaken to normalize the data set by using several iterations rather than relying on a single run, which may be subject to the randomness of simulation and could under- or over-report queue lengths. Queuing analysis results are documented for existing, background and total conditions in Table 10 though Table 12, respectively. Queue lengths are also illustrated graphically in Exhibit 19 through Exhibit 24 for all of three conditions. Detailed SimTraffic queuing reports are included in Appendix B. No significant increases in queue lengths are observed from existing to background conditions, with the largest increase being 10.7m (approximately 2 cars) for the southbound through-right movement at the intersection of McCraney Street and Sixth Line in the AM peak hour. The queue lengths for all four legs of the intersection were reviewed and it was concluded that the queues do not block any upstream intersections, at least from the operations at the intersections themselves. Similarly, no significant increases in queue lengths are observed from background to total conditions, with the largest increase being 30.5m (approximately 5 cars) for the southbound through-right movement at the intersection of McCraney Street and Sixth Line in the AM peak hour. The queue lengths for all four legs of the intersection were reviewed and it was concluded that the queues will not block any upstream intersections, at least from the operations at the intersections themselves. However, the southbound left-turn movement at the intersection of McCraney Street and Sixth Line has a queue length that exceeds the left-turn lane s storage length of 40m during the AM peak hour for all of the existing, background and future total conditions. Although the queue length for this movement exceeds the storage length, it generally remains constant over the three conditions, so the movement s performance is not worsened by the additional background and proposed school site traffic. Although queuing congestion along McCraney Street was observed during the site visit, this was mainly due to high volumes at the PXO during AM and PM peak hours. Suggestions to alleviate this congestion are provided in the Site Plan Review in Section 7. Page 35

45 Proposed Secondary School, Oakville Draft Final Report Table 10: 2013 Existing Intersection Queuing Analysis Intersection & Critical Movement McCraney Street / Sixth Line (signalized)* Southbound Left-turn Southbound Through-right Northbound Left-turn Northbound Through-right Eastbound Left-turn Eastbound Through-right Westbound Left-turn Westbound Through-right McCraney Street / Montclair Drive -Private Driveway (unsignalized) Eastbound Left-through-right Westbound Left-turn Westbound Through-right Northbound Left-through-right Southbound Left-through-right Notes: *Based on existing signal timings Weekday AM Peak Hour Weekday PM Peak Hour 95 th Queue Length (m) 95 th Queue Length (m) Table 11: 2018 Background Intersection Queuing Analysis Intersection & Critical Movement McCraney Street / Sixth Line (signalized)* Southbound Left-turn Southbound Through-right Northbound Left-turn Northbound Through-right Eastbound Left-turn Eastbound Through-right Westbound Left-turn Westbound Through-right McCraney Street / Montclair Drive -Private Driveway (unsignalized) Eastbound Left-through-right Westbound Left-turn Westbound Through-right Northbound Left-through-right Southbound Left-through-right Notes: *Based on existing signal timings Weekday AM Peak Hour Weekday PM Peak Hour 95 th Queue Length (m) 95 th Queue Length (m) Page 36

46 Proposed Secondary School, Oakville Draft Final Report Table 12: 2018 Total Intersection Queuing Analysis Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour 95 th Queue Length (m) 95 th Queue Length (m) McCraney Street / Sixth Line (signalized)* Southbound Left-turn Southbound Through-right Northbound Left-turn Northbound Through-right Eastbound Left-turn Eastbound Through-right Westbound Left-turn Westbound Through-right McCraney Street / Montclair Drive -Private Driveway (unsignalized) Notes: Eastbound Left-through-right Westbound Left-turn Westbound Through-right Northbound Left-through-right Southbound Left-through-right *Based on optimized signal timings Page 37

47 Sixth Line Corporation of the Town of Oakville Proposed Secondary School, Oakville - Draft Final Report McCraney Street Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 19: Queue Lengths at McCraney St & Sixth Line (Existing Traffic Condition) Project #218245

48 Sixth Line Corporation of the Town of Oakville Proposed Secondary School, Oakville - Draft Final Report McCraney Street Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 20: Queue Lengths at McCraney St & Sixth Line (Background Traffic Condition) November Project #218245

49 Sixth Line Corporation of the Town of Oakville Proposed Secondary School, Oakville - Draft Final Report McCraney Street Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 21: Queue Lengths at McCraney St & Sixth Line (Total Traffic Condition) Project #218245

50 Proposed Secondary School, Oakville - Draft Final Report Proposed North Access #3 McCraney Street Montclair Drive Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 22: Queue Lengths at McCraney St & Montclair Drive (Existing Traffic Condition) Project #218245

51 Proposed Secondary School, Oakville - Draft Final Report Proposed North Access #3 McCraney Street Montclair Drive Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 23: Queue Lengths at McCraney St & Montclair Drive (Background Traffic Condition) Project #218245

52 Proposed Secondary School, Oakville - Draft Final Report Proposed North Access #3 McCraney Street Montclair Drive Legend AM Queue Length PM Queue Length Left-Turn Storage Length Exhibit 24: Queue Lengths at McCraney St & Montclair Drive (Total Traffic Condition) Project #218245

53 Proposed Secondary School, Oakville Draft Final Report 7. SITE PLAN REVIEW The site plan was reviewed comprehensively in the context of site operations to assess its level of safety as well as the feasibility and ease of circulation of vehicles and buses for PUDO activities under the proposed configuration. The review also involved the assessment of external road elements that could affect driveway operations for the proposed school. 7.1 Stopping and Turning Sight Distances Sight distances are an important component of roadway design and can significantly affect an intersection s or driveway s level of safety. Turning sight distance is the near-maximum distance a vehicle driver exiting a driveway needs to be able to see in order to have room to make a left or right turn onto a road without colliding with a car driving on that road. Stopping sight distance, on the other hand, is defined as the near-maximum distance a vehicle driver needs to be able to see in order have room to stop before colliding with something on the roadway such as a pedestrian or a stopped vehicle. Insufficient sight distances can adversely affect the safety of a road or intersection. During the site visit, sight distances were assessed at the proposed school s access driveways (Existing North Access #2 and Proposed North Access #3). A combination of exhibits and photos taken during the site visit and Google Street View imagery are shown in Exhibit 25 through Exhibit 31 to illustrate the available sight lines and distances. As can be seen, there are clear sight lines at the two access driveways used by the proposed school for traffic approaching from either direction, which indicates adequate stopping sight distance that is greater than the minimum stopping sight distance of 85m, as highlighted in Oakville s standard 8-4 for collector roads. Further, there is an adequate turning sight distance at the Existing North Access #2 that is greater than the minimum turning sight distance of 160m, as required based on the Transportation Association of Canada s (TAC) Geometric Design Guide for Canadian Roads. There is no need to check turning sight distance at the Proposed North Access #3 as it is a one-way inbound driveway. Page 44

54 Proposed Secondary School, Oakville - Draft Final Report Existing School Exhibit 25: North Access #2 - Turning Sight Distance Reference: TAC Manual 1999 Edition - Figure Project #218245

55 Proposed Secondary School, Oakville - Draft Final Report Existing School Exhibit 26: North Access#2 - Stopping Sight Distance Reference: Oakville standard 8-4 Project #218245

56 Exhibit 27: West Sight Line at Existing North Access #2 and McCraney Street Exhibit 28: East Sight Line at Existing North Access #2 and McCraney Street Page 47

57 Proposed Secondary School, Oakville - Draft Final Report Existing School Exhibit 29: Proposed North Access#3 - Stopping Sight Distance Reference: Oakville standard 8-4 Project #218245

58 Source: Google Street View Exhibit 30: West Sight Line at Proposed North Access #3 and McCraney Street Source: Google Street View Exhibit 31: East Sight Line at Proposed North Access #3 and McCraney Street Page 49

59 7.2 Vehicle Turning Paths In order to determine the ability of buses and cars to manoeuvre through the site, specifically through the proposed lay-by and the west parking lot, AutoTurn software was employed to analyze and confirm adequate turning movements. Full turning movement diagrams are provided in Appendix C. While the existing curb lines are not depicted with 100% accuracy, the following observations were noted: The bus outbound right-turn at North Access #2 appears to be very close to the edge of roadway. Care should be taken in this design to provide adequate turning radius allowing the bus to complete the right-turn without entering oncoming eastbound through traffic, as illustrated in Exhibit 32. The circulation through the parking lot is adequate for the majority of the turns. However, the turning movements into and out of the west most drive aisle appear to not allow for two vehicles to pass each other simultaneously, as illustrated in Exhibit 33 and Exhibit 34. Care should be taken to ensure the appropriate drive aisle widths and turning radii are provided to ensure safe operation throughout the parking lot. Exhibit 32: Bus Turning Movement Outbound Right-Turn Page 50

60 Exhibit 33: Large Car Turning Movement Northwest Corner of Parking Lot Exhibit 34: Large Car Turning Movement Southwest Corner of Parking Lot Page 51

61 7.3 Bus and Site Circulation Blocked School Access due to Queuing at the PXO It was observed during the site visit that high pedestrian volumes at the PXO during school peak hours caused long westbound queues along McCraney Street, sometimes extending to Montclair Drive. This is a problem for the existing WOSS and the proposed school as the queue currently blocks the Existing North Access #2 and will block the Proposed North Access #3 thus preventing cars and buses from entering and exiting the lay-by and the school parking lot, and causing additional delays and congestion. Changing the existing PXO to better manage pedestrian crossings and vehicle traffic may provide some relief. The PXO could be replaced with a mid-block pedestrian signal (MPS) with push button activation and supplemented with additional signage and pavement markings. The MPS would still allow for frequent pedestrian crossings but would reduce the traffic queues by providing a dedicated time for pedestrians to cross and vehicles to pass without conflict. The MPS will eliminate the current situation whereby vehicles are sometimes prevented from moving for over 5 minutes. We recognize that the MPS will require an education campaign for students, staff, and parents as pedestrians are currently accustomed to crossing at the push of a button and then to continue walking without a formal end to the available crossing time. The MPS could run on a variable cycle length with minimum and maximum pedestrian crossing times that will allow vehicles to have their turn, while pedestrians wait. Pedestrian signal heads are part of the MPS that will include walking and flashing don t walk symbols that have to be adhered to by pedestrians. A monitoring program is also recommended to ensure pedestrian and vehicle compliance to the new MPS. Additionally, in order to avoid creating longer queues at the new MPS due to the additional pedestrian and vehicular traffic generated by the proposed school, CSV is encouraged to stagger its school start and end times with the existing WOSS to avoid exacerbating existing delays and congestion during the critical 15-minute period of the AM and PM peak hours Bus Lay-by Capacity Shortage It was estimated that 20 long buses would be required for PUDO activities upon full enrollment and build out of the proposed school. The current configuration of the 3-row layby which can fit 7 buses per row (21 total bus spaces) could be problematic in the PM pickup period if the middle row is to be available for cars picking up students as parents might park there and not allow enough space for 20 buses. It would be acceptable in the AM dropoff as buses do not generally arrive at the same exact same time and parents do not sit to wait for their children. Page 52

62 A solution may be to dedicate the lay-by exclusively to buses and to reconfigure the north parking lot as a PUDO area for parents. This area would function as a one-way circulation with two lanes; a one-way circulatory lane (shown by red arrows in Exhibit 35) and a lay-by lane for PUDO operations (shown by green arrows in Exhibit 35). The lane configuration would switch from two-way to one-way once past the entry point into the north parking lot. However, if this strategy is implemented, approximately 8 parking spaces are lost from the proposed west parking lot that may need to be replaced elsewhere on site. Exhibit 35: Site North Parking Reconfiguration for PUDO Operations Page 53

63 7.3.3 West Parking Lot Entrance Reconfiguration The south-most entrance/exit to/from the west parking area is very close to the main exit of the bus lay-by and the pedestrian cross-walk. If more than 1 or 2 vehicles have to stop at this location for a pedestrian to trying to make a turn, the internal intersection could become blocked. It is proposed that the south-most parking access is moved further north to eliminate the conflict at the internal intersection. This location will provide more stacking room and should reduce on-site congestion. It may also be useful to move the pedestrian cross-walk further north and away from the internal site intersection for the same reasons. This strategy is illustrated in Exhibit 36. However, if this strategy is implemented, approximately 9 parking spaces are lost from the proposed west parking lot that may need to be replaced elsewhere on site. Page 54

64 Exhibit 36: West Parking Entrance/Exit Reconfiguration Pedestrian Operations and Safety While it is not expected that there will be a large contingent of the new student body that will walk to the proposed school, a review of the site plan reveals that there is not a clear path for those wishing to enter/exit the school from the west. The only path available appears to be to cross the Existing North Access #2 and then to walk north on the pedestrian crossings in the Page 55

65 bus lay-by areas, as shown by red arrows in Exhibit 37. A short concrete path should be added to connect the sidewalk with these pedestrian crossings. While the existing route is feasible, it will create additional vehicle-pedestrian conflicts at Existing North Access #2, which serves as the main vehicular entrance and exit for the proposed school (and the main entrance for WOSS buses). Consideration could be given to providing an alternative pedestrian route (by the addition of new north-south pedestrian crossing) as shown by green arrows in Exhibit 37. This north-south path could work in combination with the proposed parking lot configuration presented in the previous section, which is incorporated in Exhibit 37. Exhibit 37: Site Pedestrian Access Reconfiguration Page 56

66 7.3.5 Alternative Lay-By Concepts and Separation of Bus and Automobile Traffic Town staff expressed concerns with the external bus lay-by lane on the north side of McCraney Street and HDR agrees that this should be eliminated to prevent PUDO activities from affecting the capacity and operations on the public right-of-way. HDR believes that all bus parking should be accommodated within the school property. Town staff was also interested in HDR s proposed reconfiguration of the proposed lay-by layout for the purpose of separating bus and automobile traffic to minimize car and bus conflicts. This would require dedicating the lay-by exclusively to buses. HDR developed a site plan concept that eliminated the southern lay-by row on the north of McCraney Street, and accommodated a longer lay-by area to be included within the school property. To maintain 20 long bus spaces, the 2 remaining lay-by rows must be lengthened to accommodate 10 buses per row (from 7 buses per row). As a result, the Existing North Access #2 would need to be shifted to the west to allow lengthening the bus lay-by rows. This creates an opportunity to reconfigure the west parking area s entrance/exit and to create a one way circulation system for cars to pick up and drop off students within the school site and to leave through the parking lot s reconfigured exit. Exhibit 38 below illustrates these changes in a revised site plan which has been called Concept #1. This option still protects the north parking lot for additional car PUDO parking or it can be designated for additional parking. Exhibit 39 shows another lay-by concept (Concept #2) that builds on Concept #1 and incorporates HDR s suggestion to include a separate access driveway for buses and cars. This concept improves the pedestrian accommodation for those originating from and destined to the west. Pedestrians will only need to cross the main driveway and then can walk northerly on a concrete path leading to the front of the school. Compared to Concept #1, pedestrians will not have to cross the bus lay-bys. The addition of a separate lay-by exit for buses will reduce the lay-by s capacity down to 17 buses, as can be seen in Exhibit 39. Therefore, if 20 buses will be needed to serve the proposed school at full build out, 3 of the long buses would have to use the WOSS north campus for PUDO operations (along with the other 12 short buses and 3 long buses currently servicing the WOSS north campus). For the opening year of the proposed school, however, the 17 bus spaces may be sufficient. To accommodate the 3 additional long buses entering and exiting the WOSS north campus, the majority of the WOSS short buses can be shifted to the WOSS south campus, thus making the south campus the main PUDO point for short buses and the north campus the main PUDO point for long buses. However, it may be difficult to shift short buses to the Page 57

67 WOSS south campus that transport students with specials needs or needing wheelchairs that need to get off at the north campus Exhibit 38: Main Access and Lay-by Reconfiguration Concept #1 Page 58

68 Exhibit 39: Main Access and Lay-by Reconfiguration Concept #2 Exhibit 40 illustrates a possible bus lay-by area in the WOSS south campus that can accommodate up to 9 short buses (up to 10 short buses if the proposed pedestrian path is used instead of the existing one). Any long buses entering the WOSS south campus from McCraney Street can then be shifted to the WOSS north campus (only 1 was observed in the AM and none in the PM). Nevertheless, there will still remain 2 or 3 short buses that will need to either use the north campus for PUDO operations or to pick-up and drop-off students at the south campus without using the proposed designated lay-by area (as is currently done by the 1 short bus and 1 long bus entering and exiting the south campus from McCraney Street in the AM). Page 59

69 The proposed WOSS south campus bus lay-by would complement Concept #2 by providing additional capacity for buses currently using the WOSS north campus, but it can also be considered a separate alternative if Concept #2 is not implemented as it has its own benefits. All alternatives outlined above are presented at a high conceptual level and there are various refinements that can be made to improve operations at the school. One possible refinement to the one-way circulation system in Concept #1 and Concept #2 would be to narrow the aisle widths to allow more space for the alternative vehicle drop-off area (if needed). Exhibit 40: WOSS South Campus Proposed Lay-by Evaluation of Alternatives The above suggestions regarding bus and site circulation can be grouped into 4 main alternatives. The first alternative consists of the recommendations presented in Section (reconfiguration of north parking lot as car PUDO area) and Section (reconfiguration of west parking lot to improve internal circulation), as they are complementary recommendations that can improve both PUDO operations and internal circulation on the Page 60

70 original site plan. The additional pedestrian route proposed in Section can also be an optional addition to this first alternative. The remaining 3 alternatives are Concept #1, Concept #2, and the WOSS south campus lay-by (respectively), which were presented in Section The conversion of the PXO to an MPS (Section 7.3.1) is a recommendation that is independent of these other site recommendations and can be combined with any of them. However, the proposed MPS is connected to the proposed school where if future queues can be mitigated on McCraney Street, the school PUDO operations at the proposed school will improve by keeping the access driveways unblocked by queues. Table 13 below briefly describes the pros and cons of each of the 4 alternatives mentioned above. All 4 alternatives include shifting the North Access #2 to the west to avoid the drip line (as shown in the revised site plan). The first 3 alternatives also include dedicating the proposed lay-by exclusively to buses; this is not necessary with Alternative #4 (south campus lay-by) as it could be a stand-alone option for the WOSS south campus; however, HDR believes that only two rows of lay-by should be implemented and that lay-bys on the street are not recommended. Page 61

71 Table 13: Evaluation of Bus and Site Circulation Alternatives Category/Criteria Bus Accommodation School Driveway Operations Alternative #1 Alternative #2 Alternative #3 Alternative #4 Reconfiguration of the Proposed North and West Parking Lots Provides sufficient capacity for all new buses within the lay-by area assuming all three rows are dedicated for buses One of the bus lay-by areas is on the public right-of-way, which is undesirable All buses and autos would still need to use the same driveway to exit the school Concept #1: Reconfiguration of Bus Layby and Shift of Main Driveway Provides sufficient capacity for all new buses based on two rows of lay-by lanes dedicated to buses and located entirely within the school property All buses and autos would still need to use the same driveway to exit the school Requires a shift of the existing WOSS main driveway Concept #2: Reconfiguration of Bus Layby and Separate Auto and Bus Access 3 new buses would need to use WOSS north campus site due to insufficient lay-by capacity for full build out, but likely sufficient for opening day conditions Requires a shift of the existing WOSS main driveway Provides exclusive exit driveway for buses using lay-by Minimizes car and bus conflicts WOSS buses would still need to use the same main driveway for cars WOSS South Campus Lay-by Provides sufficient capacity to accommodate most of the WOSS north campus short buses However, it may be difficult to shift short buses to the WOSS south campus that transport students with specials needs or needing wheelchairs that need to get off at the north campus Decrease in number of buses using the main driveway shared by the WOSS north campus and the proposed school Increase in buses at the WOSS south campus driveways Vehicle Pick-up/drop-off Provides a dedicated area in the north parking lot for auto PUDO operations No other opportunities except to use the bus lay-by area Car PUDO can be accommodated on the main internal north-south road A dedicated area in the north parking lot can still be protected for auto PUDO operations Car PUDO can be accommodated on the main internal north-south road A dedicated area in the north parking lot can still be protected for auto PUDO operations No impact to the proposed school Increased car and bus conflicts in the WOSS south parking lot Page 62

72 Category/Criteria Alternative #1 Alternative #2 Alternative #3 Alternative #4 Reconfiguration of the Proposed North and West Parking Lots Concept #1: Reconfiguration of Bus Layby and Shift of Main Driveway Concept #2: Reconfiguration of Bus Layby and Separate Auto and Bus Access WOSS South Campus Lay-by Site Circulation Two-way operation on all aisles provides flexibility for site circulation but may lead to many internal conflicts West parking lot reconfiguration and shift of pedestrian crossing avoids blocking the main driveway and the bus exit lane to the main driveway Improves internal circulation in entire site due to the conversion to a one-way system Separates most bus and auto traffic within the new site Improves internal circulation in entire site due to the conversion to a one-way system May cause additional congestion at WOSS north campus bus lay-by if 3 new long buses cannot be accommodated at the new school WOSS south parking lot informally operates as a one-way system today which benefits the proposed bus lay-by lane Increase mix of bus and auto traffic at south campus Increases congestion at WOSS south campus due to addition of 9 short buses (particularly, at the Existing South Access Driveways #1 and #2) Operations, delays and queues on McCraney Street Bus lay-by on the north side of McCraney Street is not recommended as it will affect the capacity and operations on the street Avoids lay-by on McCraney Street Avoids lay-by on McCraney Street Additional exit driveway for the bus lay-by may cause additional operational issues with the main driveway More buses may need to pass through the PXO to access the Existing South Access Driveway #1 if they are originating from Trafalgar Rd May discourage WOSS buses from using Trafalgar Rd instead of Sixth Line as an EB right turn into the south campus is easier than a WB left turn; however, upon exit, an EB right turn (towards Trafalgar Rd) is easier than a WB left turn (towards Sixth Line) May increase total crossings at PXO (more so in PM, as SB crossings are higher) due to shift of many buses to WOSS south campus thus requiring many students to travel from the south campus to the north campus in AM and from the north campus to the south campus in PM, in turn causing congestion along McCraney St Page 63

73 Category/Criteria Alternative #1 Alternative #2 Alternative #3 Alternative #4 Reconfiguration of the Proposed North and West Parking Lots Concept #1: Reconfiguration of Bus Layby and Shift of Main Driveway Concept #2: Reconfiguration of Bus Layby and Separate Auto and Bus Access WOSS South Campus Lay-by Vehicle-student conflicts and safety Path for pedestrians arriving from west of the site requires crossing the main driveway and two bus lay-by rows unless the proposed additional pedestrian route is implemented Path for pedestrians arriving from west of the site requires crossing the main driveway and two bus lay-by rows Provides safer path for pedestrians arriving from west of site as they only need to cross the main driveway No Impact to the proposed school Parking Conclusions Loss of approximately 17 parking spaces due the north and west parking lots reconfiguration Do not carry forward concept with three rows of bus lay-by lanes; however, other on-site recommendations should be considered if Alternative #2, #3, and #4 are not implemented Provides better access into west parking area and no loss in parking spaces Carry forward for Town and School Board consideration Provides better access into west parking area and no loss in parking spaces Carry forward for Town and School Board consideration No Impact to the proposed school WOSS will lose and gain one parking space if the alternative pedestrian path is implemented Carry forward for Town and School Board consideration Page 64

74 7.4 Shift of School Bus Routes and Auto Trips In addition to the alternatives and recommendations provided in the previous sections, which relate to improving operations within the proposed site and at the driveways, this sections provides suggestions to improve traffic operations through shifting school bus routes and school-related car trips away from Sixth Line. It was previously mentioned that the Town expressed interest in strategies to shift traffic from Sixth Line onto Trafalgar Road which can accommodate more traffic growth. During the trip distribution analysis, the new school s bus trips were assigned to Trafalgar Road, but this did not cause significant improvements for traffic operations on Sixth Line due to the relatively small number of buses (compared to the background auto traffic) traveling along these corridors. To achieve significant improvements, WOSS buses and a portion of staff and student/parent car trips (for both schools) would also need to be shifted onto Trafalgar Road. Therefore, in the interest of improving traffic operations and congestion in the vicinity of all of the schools in the area, WOSS should also revise their bus routes to shift traffic away from Sixth Line. Additionally, the new school as well as the WOSS should encourage their staff and students to travel along Trafalgar Road rather than Sixth Line when travelling to and from the schools. Page 65

75 8. PARKING REVIEW The existing parking demand at the WOSS north campus and Oakville park was surveyed and analyzed to assess the future parking demand for the shared west parking lot and other new parking lots for the proposed school. The parking by-law requirements were also examined against the proposed future parking supply. 8.1 Existing Parking Demand A parking count of the White Oaks Secondary School was conducted on the same day as the traffic counts and the site visit on Thursday, September 19, The parking lot locations surveyed are illustrated in Exhibit 41. Exhibit 41: Parking Survey Locations for Whites Oaks Secondary School (North Campus) A parking supply count was also undertaken to confirm the number of existing spaces and was completed manually by visually counting the individual spaces. There were many spaces that were unmarked and in these cases the number of available spaces was visually estimated. In total, it was estimated that there were 69 unmarked spaces. Including both marked and unmarked spaces, there were a total of 194 parking spaces, including accessible spaces. The East Lot (104 spaces) is likely intended to serve only Oakville Park; however, from the site Page 66

76 visit, it was not clear if the parking activity in this lot was also related to the WOSS. This uncertainty was taken into account in the following parking discussion. The parking demand count was undertaken by counting the number of cars parked in the lot at a point in time at every hour between 7 AM and 5 PM. The existing parking utilization for the WOSS north campus is shown in Exhibit 42. The East of Building (Staff Parking) parking lot has the highest parking utilization, operating at 90% capacity with maximum accumulation of 37 vehicles between 9 AM and 11 AM. The other three lots are less utilized. The East Lot (104 spaces) actually serves the Oakville Park but may be used by school traffic and was included for the purposes of site supply and demand. Including all lots, the overall utilization is only 48%. However, if the East Lot supply and demand is omitted, the utilization increases to 77%. Exhibit 42: Parking Utilization Graph Page 67

77 8.2 Future Parking Demand As parking interaction is likely between the two schools because of their proximity and shared entrances, the two schools were reviewed as one site for parking supply and demand. The existing capacity for WOSS is 194 parking spaces, but the proposed CSV school results in the loss of two existing lots (East of Building lot and the East lot), thus reducing the current supply by 153 spaces down to 41 spaces. However, three new parking lots are proposed to be constructed as part of the new school which would provide additional capacity of 159 parking stalls (including overflow parking), as shown in Exhibit 43. The result is a total future parking supply of 200 spaces. The methodology/calculation to go from the existing parking supply to the proposed future supply is summarized in Table 14. Exhibit 43: Proposed Parking Lots Page 68

78 Table 14: Existing and Proposed Future Parking Capacity for both Schools Description Capacity Current Capacity at WOSS 194 Lost Capacity at East of Building Lot (Staff Parking) -42 Lost Capacity at East of Building Lot (North Loop) -7 Lost Capacity at East Lot -104 Resulting Capacity 41 Additional Capacity at Proposed West Lot 104 Additional Capacity at Proposed North Lot 21 Additional Capacity at Overflow Parking Lot 34 Total Future Parking Capacity 200 Based on the trip generation analysis, 55 car trips are forecast to be generated by staff at the proposed school. As per consultation with CSV, it is assumed that approximately 8 students would be using parking at the proposed school. Being conservative, if we assume that 100% of staff drive to school and require parking then 55 spaces would be required. Adding these 8 student spaces and 55 staff spaces to the existing maximum demand counted for WOSS (92) results in a total estimated parking demand of 155 generated by both schools. With an estimated 155 spaces needed to accommodate the parking demand for both schools in the future and a proposed capacity of 200 spaces, there will be an over-supply of 45 spaces. These spaces could be used to serve any Oakville Park traffic, which had a maximum demand of 31 spaces based on the existing parking counts. It should also provide sufficient space for the any students who drive to school on an infrequent basis. The 45 spaces can also be used as dedicated spaces for car PUDO and overflow parking for special events held at the school. 8.3 Zoning By-law Requirements The Town s most updated Part 5 of Zoning By-law 2014-xxx (DRAFT) was also reviewed. The parking requirement for public and private secondary schools is 4.0 per classroom or specialty classroom, not including any portables. The parking requirements are summarized in Table 15. Table 15: Part 5 in Zoning by-law 2014-xxx DRAFT - Ratios of Minimum Number of Parking Spaces Use Institutional and Community Uses: School, private and school, public Minimum Number of Parking Spaces For secondary schools, 4.0 per classroom and specialty* classroom, not including any portables. * A specialty classroom includes rooms such as a library, gymnasium, or guidance office. Page 69

79 WOSS currently has 30 classrooms (including a gymnasium, a library, a guidance room and specialty classrooms). The proposed CSV school will have 22 classrooms; there is a fitness room but it is very small and has not been included in the parking supply calculation. The combined number of classrooms equates to 52. Using the by-law parking rate, a minimum of 208 parking spaces would be required. A total of 200 parking spaces is proposed for both schools which is 8 spaces less than what the by-law requires. However, the future parking demand is estimated to be approximately 155, which is well below the by-law requirement. The resulting parking rate in this scenario would be 3.0 spaces per classroom (155 / 52). From the existing WOSS parking demand, the data suggests a parking rate of 3.1 spaces per classroom is required (92 / 30). Therefore, although there is a slight deficiency in meeting the parking by-law requirement, it is anticipated that the proposed capacity will be sufficient to accommodate future parking demand from both schools. Page 70

80 9. CONCLUSIONS 9.1 Road Network and Intersection Operations Some assumptions were made during traffic analysis in order to maintain a conservative approach. Although full build out and enrollment at the proposed school is not expected until , the full build out of the school was considered for analysis purposes so as to remain conservative and present the ultimate future condition. Further, it was assumed that the proposed school would have the same start and end times as the existing WOSS despite the possibility of staggered school times. Finally, it was assumed that there would be no carpooling, transit use, walking or cycling to and from the proposed school. Under existing, background and total conditions, all signalized and unsignalized intersections operate and will continue to operate at level of service D or better, with the exception of a few movements at level of service E. All movements will also continue to operate with a volume to capacity ratio no higher than 0.85 during the school AM and PM peak periods. However, some mitigation measures will be required to minimize the impact of the new school directly on McCraney Street, including: optimizing signal timing plans at all signalized intersections, conversion of the existing pedestrian crossover on McCraney Street to a mid-block pedestrian signal, eliminating any bus lay-by zones on McCraney Street, recommendations to shift the majority of school bus routes for both WOSS and the proposed school to use Trafalgar Road instead of Sixth Line, and recommendations to stagger the start times of the proposed school with WOSS so that traffic generated by both schools do not coincide during the same peak 15 minute period. 9.2 Queuing Analysis There are no significant increases in queue lengths arising from additional background traffic and site traffic at both of the analyzed intersections during the school AM and PM peak hours. Future queues at the McCraney St/Sixth Line and the McCraney St/Montclair Dr intersections will not extend far enough to block any upstream intersections. However, existing queuing on McCraney Street was observed for 15 to 20 minutes around the start and the end times of the WOSS due to large volumes of pedestrian crossings at the marked pedestrian crossing. During the AM peak hour, traffic on McCraney Street was delayed by more than 7 minutes by the continuous crossing of students and by more than 3 minutes during the WOSS PM peak hour. The existing westbound queues will only increase once the traffic from the proposed school is added onto McCraney Street and will have an adverse impact on the driveways serving the Page 71

81 WOSS and the proposed school; therefore, a midblock pedestrian signal at the current pedestrian crossing is recommended to manage the pedestrian crossing volumes and vehicle queues on McCraney Street. The midblock pedestrian signal represents a balanced approach to ensuring pedestrian safety while mitigating vehicle queues and driveway operations to the east and west of the crossing. An education campaign on the midblock pedestrian signal and a monitoring program after implementation will be required to ensure compliance by the students and pedestrians. 9.3 Site Plan Review The site plan was reviewed to assess safe stopping and turning sight distances on McCraney Street, adequate turning paths for buses and vehicles at the driveways and within the site, safe pedestrian crossings, as well as effective vehicle and bus circulation. Alternatives have been proposed to improve on-site operations such as the relocation of driveways and pickup/drop-off locations for the proposed school to provide more capacity for buses and to separate vehicle and bus traffic, as well as to minimize vehicle-pedestrian conflicts. Four alternative concepts are presented in this report and these were evaluated against various criteria. Additionally, suggestions were provided to improve traffic operations within the study area such as encouraging a shift of both schools bus trips from Sixth Line to Trafalgar Road to better utilize its higher arterial road capacity. 9.4 Parking Review The zoning by-law was reviewed for parking requirements and it was concluded that the proposed parking supply is 8 spaces under the by-law requirement. However, it is anticipated that proposed parking capacity will be sufficient to meet the estimated future parking demand with an over-supply of 45 spaces based on the current operation of the White Oaks Secondary School. Page 72

82 Appendix A Synchro Reports

83 Appendix B Queuing Reports

84 Appendix C Turning Movement Diagrams

85