2535 River Mist Road
Transportation Impact Assessment
Forecasting Report
Prepared By:
NOVATECH Suite 200, 240 Michael Cowpland Drive Ottawa, Ontario K2M 1P6
December 2020
Novatech File: 120243 Ref: R-2020-142
December 8th, 2020
City of Ottawa Planning and Growth Management Department 110 Laurier Ave. W., 4th Floor, Ottawa, Ontario K1P 1J1
Attention: Mr. Mike Giampa Project Manager, Infrastructure Approvals
Dear Mr. Giampa:
Reference: 2535 River Mist Road Transportation Impact Assessment Novatech File No. 120243
We are pleased to submit the following Transportation Impact Assessment Forecasting Report in support of a Site Plan Control application for 2535 River Mist Road. The structure and format of this report is in accordance with the City of Ottawa Transportation Impact Assessment Guidelines (June 2017).
If you have any questions or comments regarding this report, please feel free to contact the undersigned.
Yours truly,
NOVATECH
Brad Byvelds, P. Eng. Project Coordinator | Transportation/Traffic
M:\2020\120234\DATA\Reports\Traffic\2_Forecasting\120234 - TIA_Forecasting.docx
Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: 613.254.9643 Fax: 613.254.5867 www.novatech-eng.com Transportation Impact Assessment 2535 River Mist Road
TABLE OF CONTENTS 1.0 SCREENING ...... 1 1.1 Introduction ...... 1 1.2 Proposed Development ...... 2 1.3 Screening Form ...... 2 2.0 SCOPING ...... 2 2.1 Existing Conditions ...... 2 2.1.1 Roadways ...... 2 2.1.2 Intersections ...... 4 2.1.3 Driveways ...... 5 2.1.4 Pedestrian and Cycling Facilities ...... 5 2.1.5 Transit...... 5 2.1.6 Existing Area Traffic Management Measures ...... 7 2.1.7 Existing Traffic Volumes ...... 7 2.1.8 Collision Records ...... 9 2.2 Planned Conditions ...... 9 2.3 Study Area and Time Periods ...... 10 2.4 Exemptions Review ...... 11 3.0 FORECASTING ...... 12 3.1 Development-Generated Traffic ...... 12 3.1.1 Trip Generation ...... 12 3.1.2 Trip Distribution ...... 14 3.2 Background Traffic ...... 16 3.2.1 General Background Growth Rate ...... 16 3.2.2 Other Area Development ...... 16
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Figures Figure 1: View of the Subject Site ...... 1 Figure 2: Roadway Network ...... 3 Figure 3: OC Transpo Bus Stop Locations ...... 6 Figure 4: Existing Traffic Volumes ...... 8 Figure 5: Site Generated Traffic ...... 15 Figure 6: 2022 Background Traffic ...... 17 Figure 7: 2027 Background Traffic ...... 18 Figure 8: 2022 Total Traffic ...... 19 Figure 9: 2027 Total Traffic ...... 20
Tables Table 1: Reported Collisions ...... 9 Table 2: TIA Exemptions ...... 11 Table 3: Person Trip Generation – Students and Daycare Children ...... 12 Table 4: Vehicle Trip Generation – Students ...... 13 Table 5: Person Trip Generation – Staff ...... 13 Table 5: Person Trip Generation – Staff by Modal Share ...... 13
Appendices Appendix A: Preliminary Site Plan Appendix B: TIA Screening Form Appendix C: OC Transpo System Information Appendix D: Traffic Count Data Appendix E: Collision Records Appendix F: Greenbank Road/Kilbirnie Drive Intersection Modifications Appendix G: Relevant Excerpts from Other Area Development Reports
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1.0 SCREENING
1.1 Introduction
This Transportation Impact Assessment (TIA) Report has been prepared in support of a Site Plan Control application for 2535 River Mist Road. The subject site is located in the southwest corner of the Kilbirnie Drive/River Mist Road in Phase 1 of the Quinn’s Pointe Subdivision located in Barrhaven South.
The subject site is surrounded by the following:
• Kilbirnie Drive and residential townhouses to the north; • Single detached residential units to the south and west; and • River Mist Road, residential townhouses, and Guinness Park to the east.
A view of the subject site is provided in Figure 1.
Figure 1: View of the Subject Site
SITE
Future Roadway
Novatech Page 1 Transportation Impact Assessment 2535 River Mist Road
1.2 Proposed Development
The proposed development is a two-storey elementary school containing 30 classrooms and the potential for 11 portables, for a capacity of approximately 675 students. The elementary school will provide an Extended Day Program (EDP) in the morning and afternoon for approximately 100 students and a one-storey daycare facility for approximately 40 children. The subject site is currently zoned Institutional (I1A), which permits the proposed elementary school.
One all movement access is proposed on Kilbirnie Drive, serving a surface parking lot containing 121 parking spaces. Two accesses serving a bus drop-off area are proposed on River Mist Road. On-street lay-by’s have been constructed along Kilbirnie Drive and River Mist Road adjacent to the site as part of the surrounding subdivision.
The proposed elementary school is anticipated to be constructed in a single phase and is anticipated to be open by the 2022 school year.
A copy of the preliminary site plan is included in Appendix A.
1.3 Screening Form
The City’s 2017 TIA Guidelines identify three triggers for completing a TIA report, including trip generation, location, and safety. The criteria for each trigger are outlined in the City’s TIA Screening Form. The trigger results are as follows:
• Trip Generation Trigger – The development is anticipated to generate over 60 peak hour person trips; further assessment is required based on this trigger.
• Location Trigger – The development does not propose a driveway on a roadway that is part of the City’s Transit Priority, Rapid Transit, or Spine Cycling Network, and is not located in a Transit Oriented Development (TOD) Zone or Design Priority Area (DPA); further assessment is not required based on this trigger.
• Safety Trigger – No safety triggers outlined in the TIA Screening Form are met; no further assessment is required based on this trigger.
The proposed development satisfies the Trip Generation trigger for completing a TIA. A copy of the TIA screening form is included in Appendix B.
2.0 SCOPING
2.1 Existing Conditions
2.1.1 Roadways
The roadway network of the greater area surrounding the subject site is illustrated in Figure 2.
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Figure 2: Roadway Network
SITE
Greenbank Road runs on a north-south alignment between Highway 417 in the north and Prince of Wales Drive in the south. It is classified as an arterial roadway north of Barnsdale Road and a collector roadway south of Barnsdale Road. Greenbank Road has a two-lane undivided urban cross section with a posted speed limit of 60km/hr in proximity to the subject site.
Dundonald Drive runs on an east-west alignment between approximately 190m west of Fameflower Street and Kilbirnie Drive in the east. It is classified as a collector roadway east of River Mist Road and a local roadway west of River Mist Road. Ultimately, the western terminus of Dundonald Drive will connect to the future Greenbank Road realignment. Dundonald Drive has a two-lane undivided urban cross section with a regulatory speed limit of 50 km/hr west of Greenbank Road.
Kilbirnie Drive currently runs on an east-west alignment from Alex Polowin Avenue and Cedardown Private, where it transitions to a north-south alignment to Cambrian Road. It is
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classified as a collector roadway east of Greenbank Road and a local roadway west of Greenbank Road. As part of Phase 2 of the Quinn’s Pointe Subdivision, Kilbirnie Drive will be extended west to connect to the future Greenbank Road realignment. Kilbirnie Drive has a two-lane undivided urban cross section with a regulatory speed limit of 50km/hr west of Greenbank Road.
River Mist Road currently runs on a north-south alignment from River Run Avenue in the north and Russet Terrace in the south. It is classified as a collector roadway north of Dundonald Drive and a local roadway south of Dundonald Drive. As part of Phase 2 of the Quinn’s Pointe Subdivision, River Mist Road will be extended south to connect to Cappamore Drive. River Mist Road has a two-lane undivided urban cross section with a regulatory speed limit of 50km/hr south of Dundonald Drive.
Cappamore Drive is a future roadway within Phase 2 of the Quinn’s Pointe Subdivision and will run on an east-west alignment between Greenbank Road in the east and the future Greenbank Road realignment in the west. Cappamore Drive will have a two-lane undivided urban cross section.
2.1.2 Intersections
Greenbank Road/Dundonald Drive • Signalized intersection • Eastbound/Westbound Approach: One shared left/through/right turn lane • Northbound/Southbound Approach: One left turn lane, One through lane, One right turn lane • Standard crosswalks are provided on all approaches • A bidirectional crossride is provided on
the eastbound approach GREENBANKRD
Greenbank Road/Kilbirnie Drive • Unsignalized intersection with stop control on Kilbirnie Drive • Eastbound/Westbound Approach: One shared left/through/right turn lane • Northbound/Southbound Approach: One left turn lane, One through lane, One right turn lane • Standard crosswalks are provided on the eastbound and westbound approach • A bidirectional crossride is provided on the
eastbound approach GREENBANKRD
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Kilbirnie Drive/River Mist Road • Unsignalized intersection with all-way stop control • Shared left/through/right turn lane on all approaches Greenbank Road/Cappamore Drive (Future) • Unsignalized intersection with stop control on Cappamore Drive • Shared left/through/right turn lane on all
approaches RIVER MISTRIVER RD
2.1.3 Driveways
In accordance with the City’s 2017 TIA guidelines, a review of adjacent driveways along the boundary roads (within 200m of the subject site) are provided as follows:
Kilbirnie Drive, North Side: River Mist Road, East Side: • 17 driveways to residential dwellings • 24 driveways to residential dwellings
Kilbirnie Drive, South Side: River Mist Road, East Side: • None 10 driveways to residential dwellings
2.1.4 Pedestrian and Cycling Facilities
Sidewalks are currently provided on both sides of Dundonald Drive, Kilbirnie Drive, and River Mist Road. A sidewalk is provided on the east side and a multi-use pathway (MUP) is provided on the west side of Greenbank Road north of Kilbirnie Drive.
Sidewalks and cycle tracks will be provided on both sides of Cappamore Drive once constructed as part of Phase 2 of the Quinn’s Pointe Subdivision.
Greenbank Road is identified as a spine cycling route, while River Mist Road north of Dundonald Drive and Dundonald Drive east of River Mist Road are identified as local cycling routes in the City’s Ultimate Cycling Network.
2.1.5 Transit
The closest OC Transpo bus stops to the subject site are #2807 and #2808 and are located along River Mist Road north of Kilbirnie Drive, at a walking distance of approximately 50m-100m from the subject site. These bus stops serve OC Transpo Route 75, 275, and 675.
OC Transpo Route 75 operates seven days a week and travels from the Minto Recreation Complex in Barrhaven South to the Tunney’s Pasture Station, with peak period service to
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Gatineau. This route operates on 15-minute headways during weekday peak periods, 15 to 30- minute headways on Saturdays, and 30-minute headways on Sundays.
OC Transpo Route 275 operates during weekday peak periods only. This route travels from the Minto Recreation Complex in Barrhaven South to the Tunney’s Pasture Station during the AM peak period, and the inverse direction during the PM peak hour period. This route operates on 15-minute headways during weekday peak periods.
OC Transpo Route 675 is a school route for Bell High School and travels from the Minto Recreation Complex in Barrhaven South to Bell High School on weekdays.
OC Transpo bus stops in the vicinity of the subject site are shown in Figure 3 below. Detailed OC Transpo Route information is included in Appendix C.
Figure 3: OC Transpo Bus Stop Locations
2808
2807
SITE
Future Roadway
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2.1.6 Existing Area Traffic Management Measures
The following Area Traffic Management measures are currently implemented within the study area: • Centreline flexposts are provided on Dundonald Drive east of River Mist Road • SCHOOL ZONE pavement markings are provided along River Mist Road in proximity of St. Benedict Elementary School and Sainte-Kateri Elementary School • Curb bulb-outs are provided on all four corners of the Kilbirnie Drive/River Mist Road intersection
2.1.7 Existing Traffic Volumes
Weekday traffic counts were obtained from the City of Ottawa at the study area intersections to determine the existing pedestrian, cyclist, and vehicular traffic volumes. The traffic counts were completed on the following dates:
• Greenbank Road/Dundonald Drive May 24, 2017 • Greenbank Road/Kilbirnie Drive March 3, 2020 • Kilbirnie Drive/River Mist Road October 25, 2018
As the Greenbank Road/Kilbirnie Drive traffic count was conducted close to the COVID-19 pandemic, a comparison of this count has been conducted with a 2017 count at this intersection. As the 2020 count included slightly higher overall intersection volumes and turning movements were generally consistent with the 2017 count, the 2020 count was carried forward in this report.
As the Greenbank Road/Cappamore Drive intersection has not been constructed, intersection traffic counts are currently unavailable. Traffic volumes at this intersection will be projected based on the Quinn’s Pointe Phase 2 TIA prepared by Stantec in October 2018. Traffic projections at this intersection will be discussed further in the TIA Forecasting Report.
Existing traffic volumes along the study area roadways are shown in Figure 4. Peak hour summary sheets of the above traffic counts are included in Appendix D.
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Figure 4: Existing Traffic Volumes
GREENBANK
RIVER MIST RIVER
0(2)
57(75)
121(116) 18(57)
0(0) 3(11) 66(40) 25(91)
DUNDONALD 20(19)
5(7) 5(12) 74(86) 77(34) 85(62) 2(5)
0(0)
0(0)
31(70)
14(24)
133(173)
35(71)
130(112)
24(73)
0(2)
0(0)
5(10)
17(24) 58(59)
2(1) 0(0) 3(12) 1(3) 38(50) 94(47) 6(22) 9(12) 12(20) 60(22)
KILBIRNIE 3(1)
4(8)
1(1) 33(30) 3(6) 74(42) 18(13) 10(5) 1(2) 109(42) 6(7) 4(0)
0(1) 0(0)
4(0)
0(0)
3(1)
23(9)
15(66)
25(11)
42(120) 89(154)
CAPPAMORE
LEGEND xx AM Peak Hour (veh/h) (yy) PM Peak Hour (veh/h) Signalized Intersection Unsignalized Intersection Pedestrian Movement (ped/h) Cyclist Movement (cyc/h)
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2.1.8 Collision Records
Historical collision data from the last five years was obtained from the City’s Public Works and Service Department for the study area intersection. Copies of the collision summary report are included in Appendix E.
The collision data has been evaluated to determine if there are any identifiable collision patterns, defined in the 2017 TIA Guidelines as ‘more than six collisions in five years’ for any one movement. The following summarizes the number of collisions at each intersection from January 1, 2014 to December 31, 2018.
Table 1: Reported Collisions Impact Types Total Intersection Turning SMV1/ Number of Angle Sideswipe Rear End Movement Other Collisions Greenbank Road/ 4 1 1 2 3 11 Dundonald Drive Greenbank Road/ 3 0 0 0 1 4 Kilbirnie Drive Kilbirnie Drive/ 0 0 0 0 0 0 River Mist Road 1. SMV = Single Motor Vehicle
A total of 11 collisions were reported at the Greenbank Road/Dundonald Drive intersection over the last five years. Of these collisions, four were angle impacts, two were turning movement impacts, three were single vehicle/other impacts, one was a sideswipe impact, and one was a rear-end impact. Five of the collisions occurred under poor driving conditions and two caused personal injuries but no fatalities. One of the collisions involved a pedestrian. No collision patterns are identified at this intersection.
A total of four collisions were reported at the Greenbank Road/Kilbirnie Drive intersection over the last five years. Of these collisions, three were angle impacts and one was a single vehicle impact. Two of the collisions occurred under poor driving conditions and two caused personal injuries but no fatalities. No collision patterns are identified at this intersection.
There were no collisions reported at the Kilbirnie Drive/River Mist Road intersection over the last five years.
2.2 Planned Conditions
The City of Ottawa’s 2013 Transportation Master Plan (TMP) 2031 Affordable Road Network identifies the Greenbank Road realignment between Jockvale Road and Cambrian Road. The TMP’s Road Network Concept includes the extension of the Greenbank Road realignment from Cambrian Road to Existing Greenbank south of Barnsdale Road. It is noteworthy that the timing for the Greenbank Road realignment between Jockvale Road and Cambrian Road has been deferred to post 2031.
The City’s 2013 TMP Rapid Transit and Transit Priority Network Concept includes the southwest transitway extension which will provide at-grade Bus Rapid Transit (BRT) along the Greenbank Road realignment between the Barrhaven Town Centre and Cambrian Road, with the possibility
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of a future extension to Barnsdale Road. This project is not in the City’s current affordable envelope and will be implemented post 2031.
The City of Ottawa is currently undertaking intersection modifications including traffic signalization at the Greenbank Road/Kilbirnie Drive intersection. It is understood that temporary traffic signals will be operational by mid December 2020, while the final traffic signalization and roadway modifications will be complete by July 2021. Design drawings for the Greenbank Road/Kilbirnie Drive intersection are included in Appendix F.
Other area development in the vicinity of the site includes:
• 3960 Greenbank Road – Quinn’s Pointe Phase 2: A TIA dated October 2018 was prepared in support of this application. Based on the TIA the development will contain 536 single detached houses, 493 townhouses, 100 apartment units, and two elementary schools with a combined 59,000ft2 GFA. • 3454 Greenbank Road – Half Moon Bay West: A Community Transportation Study (CTS) dated November 2016, Addendum 1 dated November 2017, and CTS Update dated March 2019 were prepared in support of this application. Based on the CTS and updates, the development will contain 446 single detached houses, 455 townhouses, and 20 apartment units with access on Borrisokane Road, Cambrian Road, and the future Greenbank Road realignment. • 3718 Greenbank Road – Half Moon Bay South Phase 5: A TIA dated February 2019 was prepared in support of this application. Based on the TIA, the development will contain 67 single detached houses and 97 townhouses with access on Alex Polowin Avenue and Des Soldats-Riendeau Street. • 3809 Borrisokane Road: A TIA dated January 2019 was prepared in support of this application. Based on the TIA, the development will contain 500 residential units with access on Borrisokane Road, ultimately accessed on the Greenbank Road realignment. • 3713 Borrisokane Road: A TIA dated May 2020 was prepared in support of this application. Based on the TIA, the development will contain 141 single detached houses and 439 townhouses with access on Dundonald Drive through the Greenbank Road Realignment corridor and to Cambrian Road through a future north-south collector roadway. • 3387 Borrisokane Road: A Community Transportation Study/Transportation Impact Study (CTS/TIS) Addendum dated May 2017 was prepared in support of this application. Based on the CTS/TIS Addendum, the development will include 116 single detached houses and 92 townhouses with access Borrisokane Road. • 3640 Greenbank Road: A TIA dated April 2018 was prepared in support of this application. Based on the TIA, this development will include 125 single detached houses and 221 townhouses with access on Cambrian Road.
2.3 Study Area and Time Periods
A boundary street review will be conducted for River Mist Road and Kilbirnie Drive. The study area intersections include the proposed accesses and the following intersections:
• Greenbank Road/Dundonald Drive • Greenbank Road/Kilbirnie Drive • Greenbank Road/Cappamore Road • Kilbinie Drive/River Mist Road
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The selected time periods for the analysis are the weekday AM and PM peak hours, as they represent the ‘worst case’ combination of site generated traffic and adjacent street traffic. Analysis will be completed for the 2022 build-out year and 2027 horizon year.
2.4 Exemptions Review
This module reviews possible exemptions from the final TIA, as outlined in the TIA Guidelines. The applicable exemptions for this site are shown in Table 3.
Table 2: TIA Exemptions Exemption Module Element Exemption Criteria Applies Design Review Component 4.1.2 Circulation and • Only required for site plans Not Exempt 4.1 Access Development 4.1.3 Design New Street • Only required for plans of subdivision Exempt Networks 4.2.1 • Only required for site plans Not Exempt Parking Supply 4.2 4.2.2 Parking • Only required for site plans where parking Spillover Exempt supply is 15% below unconstrained demand Parking Network Impact Component 4.5 • Not required for non-residential site plans Transportation All elements expected to have fewer than 60 employees Not Exempt Demand and/or students on location at any given time Management 4.6 4.6.1 • Only required when the development relies on Neighbourhood Adjacent local or collector streets for access and total Not Exempt Traffic Neighbourhoods volumes exceed ATM capacity thresholds Management • Only required when proposed development 4.8 generates more than 200 person-trips during Network All elements Exempt the peak hour in excess of the equivalent Concept volume permitted by the established zoning
As the proposed parking is anticipated to meet the requirements of the ZBL, and the development is permitted under the current zoning the Spillover Parking and Network Concept Module’s are exempts.
Based on the foregoing, the following modules will be included in the TIA report:
• Module 4.1: Development Design • Module 4.2: Parking • Module 4.3: Boundary Streets • Module 4.4: Access Design • Module 4.5: Transportation Demand Management • Module 4.6: Neighbourhood Traffic Management • Module 4.7: Transit • Module 4.9: Intersection Design
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3.0 FORECASTING
3.1 Development-Generated Traffic
3.1.1 Trip Generation
Trips generated by the proposed school and daycare during the weekday AM and PM peak hours have been estimated from first principles using data provided by the school board. The school board has advised that the school will have a maximum capacity of 675 students. The daycare will have a maximum capacity of 40 children. The anticipated school hours are 8:30AM to 3:00PM.
School Trips - Students All children of the daycare are assumed to be dropped-off/picked-up by parents. Due to the schools proximity to existing/future residential developments in the surrounding community, the school board anticipates a high number of elementary school aged students will bike/walk to school. The school board has advised the following anticipated modal shares for students arriving/departing the school:
• 35% Bus • 15% Parent Drop-Off • 50% Bike/Walk
Based on the foregoing, approximately 235 students will be bussed to the school, equating to approximately 5-6 buses, 100 students will be picked-up/dropped-off by parents, and 340 students will walk/bike to school. The school board has advised that the new elementary school will provided an Extended Day Program (EDP) for approximately 100 students. The EDP program will operate starting at 7:00AM before school and finishing at 6:00PM after school.
For the purposes of this analysis, it is assumed that all buses will arrive between 8:00-8:30AM and depart between 3:00-4:00PM. Parent drop-off/pick-up for elementary school aged students and daycare children is assumed to generally occur at a uniform rate between 7:00-8:30AM and between 4:00-6:00PM. Students who walk/bike to school are assumed to arrive between 7:30- 8:30AM and depart between 3:00-4:00PM.
A summary of the person trips generated by the students of the school during the morning and afternoon periods is provided in the following table.
Table 3: Person Trip Generation – Students and Daycare Children Time Period Student Arrival 7:00-7:30 7:30-8:00 8:00-8:30 3:00-4:00 4:00-5:00 5:00-6:00 by Mode AM AM AM PM PM PM (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) Bus -/- -/- 235/- -/235 -/- -/- Vehicle (Student) 30/- 35/- 35/- -/- -/50 -/50 Vehicle (Daycare) 10/- 15/- 15/- -/- -/20 -/20 Bike/Walk -/- 115/- 225/- -/340 -/- -/- Total 30/- 645/- -/575 -/50 -/50
A summary of the vehicle trips generated by the school to facilitate student arrival/departure from the site is provided in the following table.
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Table 4: Vehicle Trip Generation – Students Time Period Student Arrival 7:00-7:30 7:30-8:00 8:00-8:30 3:00-4:00 4:00-5:00 5:00-6:00 by Mode AM AM AM PM PM PM (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) School Bus -/- -/- 6/- -/6 -/- -/- Vehicle (Student) 30/30 35/35 35/35 -/- 50/50 50/50 Vehicle (Daycare) 10/10 15/15 15/15 -/- 20/20 20/20 Bike/Walk -/- -/- -/- -/- -/- Total 40/40 106/100 -/6 70/70 70/70
School Trips – Staff The proposed elementary school is anticipated to employ approximately 95 staff. Of the 95 staff, approximately 80 are anticipated to be teachers, education assistants, early childhood educators, or learning support staff. The remainder are anticipated to be office/administration and custodian staff.
For the purposes of this assessment, it has been assumed that all teachers, education assistants, early childhood educators, and learning support staff will arrive/depart at a non-uniform rate before/after school. Office staff are assumed to arrive between 8:00-8:30AM and depart between 4:00-5:00PM. A summary of the person trips generated by school staff during the morning and afternoon periods is provided in the following table.
Table 5: Person Trip Generation – Staff Time Period 7:00-7:30 7:30-8:00 8:00-8:30 3:00-4:00 4:00-5:00 5:00-6:00 Staff Type AM AM AM PM PM PM (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) Teachers 10/- 20/- 50/- -/35 -/40 -/5 Office -/- -/- 15/- -/- -/15 -/- Total 10/- 85/- -/35 -/55 -/-
A review of the 2011 TRANS O-D Survey Report has been conducted to determine the anticipated modal shares for school staff arriving/departing the site. As the school is located on the outskirts of the South Nepean district, the typical employment commuter pattern is represented by all observed trips to the South Nepean district during the AM peak hour and all observed trips from the South Nepean district during the PM peak hour. A breakdown of the staff person trips by modal share is provided in the following table.
Table 6: Person Trip Generation – Staff by Modal Share Time Period Modal 7:00-7:30 7:30-8:00 8:00-8:30 3:00-4:00 4:00-5:00 5:00-6:00 Travel Mode Share AM AM AM PM PM PM (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) (In/Out) Staff Person Trips 10/- 85/- -/35 -/55 -/5 Auto Driver 70% 7/- 60/- -/24 -/38 -/4 Auto Passenger 20% 2/- 17/- -/7 -/11 -/1 Transit 5% 1/- 4/- -/2 -/3 -/- Bike/Walk 5% -/- 4/- -/2 -/3 -/-
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Vehicle Trip Summary Based on the foregoing, peak traffic generation by the school is anticipated to occur between 7:30-8:30AM and 4:00-5:00PM. A summary of the overall vehicle trips generated by the school and daycare during the AM and PM peak hours are summarized in the following table.
Table 7: Vehicle Trip Generation Summary AM Peak (7:30-8:30AM) PM Peak (4:00-5:00PM) Trip Type In Out Total In Out Total School Bus 6 0 6 0 0 0 Vehicle (Student) 70 70 140 50 50 100 Vehicle (Daycare) 30 30 60 20 20 40 Staff 60 0 60 0 38 38 Total 166 100 266 70 108 178
3.1.2 Trip Distribution
Parent Pick-up/Drop-off and Daycare Trips The attendance boundary for the new school has not been developed at the time of writing. For the purposes of this assessment, it is assumed that the new school will serve the existing residential community south of Dundonald Drive and north of Bankfield Road between Borrisokane Road and Longfields Drive/Prince of Wales Drive. As it is anticipated that the majority of parents will drop-off/pick-up students on their way to/from work, the arrival and departure distribution trips is assumed to be different.
The distribution of trips arriving at the school during the AM peak and departing the school during the PM peak is based on the schools proximity to existing/future residential developments surrounding the school. The distribution of trips departing the school during the AM peak hour and arriving to the school during the PM peak hour is based on typical commuter patterns departing and arriving the study area during the AM and PM peak hours respectively. The distribution of parent drop-off/pick-up and daycare trips is summarized as follows:
AM Peak – Arriving/PM Peak – Departing AM Peak Departing/PM Peak Arriving • 30% to/from the north via River Mist Road • 35% to/from the north via Greenbank Road • 25% to/from the south via River Mist Road • 45% to/from the south via Greenbank Road • 15% to/from the west via Kilbirnie Drive • 15% to/from the east via Dundonald Drive • 15% to/from the east via Kilbirnie Drive • 5% to/from the east via Kilbirnie Drive • 10% to/from the east via Dundonald Drive • 5% to/from the south via Greenbank Road
For the purposes of this assessment, parent pick-up/drop-off trips for elementary school aged students is assumed to occur on-street along Kilbirnie Drive and River Mist Road. Pick-up/drop- off trips for daycare children is assumed to occur within the surface parking lot on Kilbirnie Drive.
School Staff Trips The distribution of trips generated by school staff is based on typical commuter patterns arriving and departing the study area during the AM and PM peak hours respectively. The staff trip distribution can be summarized as follows:
• 40% to/from the north via Greenbank Road • 30% to/from the south via Greenbank Road • 15% to/from the east via Dundonald Drive
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• 15% to/from the east via Kilbirnie Drive
All staff trips are anticipated to arrive/depart the surface parking lot on Kilbirnie Drive.
Traffic generated by the proposed development during the weekday AM and PM peak hours is shown in Figure 5.
Figure 5: Site Generated Traffic
GREENBANK
RIVER MIST RIVER
24(0) 24(18) DUNDONALD 20(11)
5(13) .
11(0)
36(22)
28(8) 26(25) 0(10) 21(3) 56(17) KILBIRNIE 86(20) 16(20) 26(4)
11(15) . 5(25) . 27(15) .
5(0) 37(39) 4(17) 2(0)
0(6) 0(9) 28(11)
0(3)
21(3) 9(10) 20(9) 19(0)
30(55)
ACCESS 28(11) CAPPAMORE
21(0) .
17(4)
6(23) 18(9) LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection Unsignalized intersection
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3.2 Background Traffic
3.2.1 General Background Growth Rate
A 2% per annum growth rate has been conservatively applied to the through traffic movements along Greenbank Road. This rate of background growth is consistent with the Quinn’s Pointe Phase 2 TIA and the Barrhaven South Urban Expansion Area Community Design Plan Transportation Master Study. In addition to the 2% per annum background growth rate, other developments within the area have been accounted for in Section 3.2.2 below.
3.2.2 Other Area Development
A description of other study area developments is included in Section 2.2. Traffic generated by Phase 1 and half of Phase 2 of the 3960 Greenbank Road subdivision, and full build-out of the 3718 Greenbank Road subdivision have been added to the 2022 background traffic volumes. Traffic generated by the remainder of the 3960 Greenbank Road subdivision, and full build-out of the 3713 Borrisokane Road subdivision has been added to the 2027 background traffic volumes. Relevant excerpts from these studies are included in Appendix G.
The remainder of the other area developments described in Section 2.2 will be accessed via either Borrisokane Road or Cambrian Road and are not anticipated to increase turning movements at the study area intersections. Any additional through traffic generated by these developments along Greenbank Road is assumed to be accounted for through the 2% per annum background growth rate.
Background traffic volumes for the 2022 build-out and 2027 horizon years are shown in Figures 6 and 7. Total traffic volumes for the 2022 build-out and 2027 horizon years are shown in Figures 8 and 9.
Novatech Page 16 Transportation Impact Assessment 2535 River Mist Road
Figure 6: 2022 Background Traffic
GREENBANK RIVER MIST RIVER
66(40)
77(113) 138(149) 18(57) 27(96) DUNDONALD 20(19)
112(115) . 82(38)
85(62)
31(70) 14(24) 168(196)
38(50) 94(47)
28(40) 58(59) 47(99) 152(172) 24(73) 30(71) 33(62) 9(12) KILBIRNIE 22(52) 60(22)
41(24) . 104(58) . 67(39) 10(5)
1(2) 3(1) 160(70)
55(27) 15(66) 72(37)
68(164)
148(191)
17(56) 355(208) CAPPAMORE
56(31) . 70(39)
LEGEND 22(70)
xx AM Peak Hour veh/h 176(390) (yy) PM Peak Hour veh/h Signalized Intersection Unsignalized intersection
Novatech Page 17 Transportation Impact Assessment 2535 River Mist Road
Figure 7: 2027 Background Traffic
GREENBANK RIVER MIST RIVER
66(40)
86(132) 166(202) 18(57) 35(110) DUNDONALD 20(19)
132(131) . 96(49)
99(73)
39(84) 14(24) 225(236)
38(50) 94(47)
36(70) 58(59) 49(107) 193(229) 24(73) 62(152) 42(95) 10(12) KILBIRNIE 22(52) 60(22)
70(40) . 111(62) . 98(56) 11(5)
1(2) 3(1) 185(84)
55(27) 15(66)
75(190) 159(83)
200(240)
31(90) 407(245) CAPPAMORE
92(50) . 155(83)
LEGEND 53(148)
xx AM Peak Hour veh/h 199(446) (yy) PM Peak Hour veh/h Signalized Intersection Unsignalized intersection
Novatech Page 18 Transportation Impact Assessment 2535 River Mist Road
Figure 8: 2022 Total Traffic
GREENBANK RIVER MIST RIVER
66(40)
77(113) 162(167) 42(57) 47(107) DUNDONALD 20(19)
112(115) . 87(51)
85(62)
31(70) 25(24) 204(218)
38(50) 94(47)
49(43) 58(59) 73(124) 152(172) 24(73) 64(113) 58(79) 89(79) 35(16) KILBIRNIE 86(20) 38(72) 60(22)
120(80) . 46(49) . 131(73) . 5(0) 104(78) 14(22)
1(8) 188(81)
0(3)
12(11) 76(30) 17(66) 72(46)
30(55)
88(173)
167(191)
ACCESS
17(56) 383(219) CAPPAMORE
77(31) . 87(43)
LEGEND 28(93)
xx AM Peak Hour veh/h 194(399) (yy) PM Peak Hour veh/h Signalized Intersection Unsignalized intersection
Novatech Page 19 Transportation Impact Assessment 2535 River Mist Road
Figure 9: 2027 Total Traffic
GREENBANK RIVER MIST RIVER
66(40)
86(132) 190(220) 42(57) 55(121) DUNDONALD 20(19)
132(131) . 101(62)
99(73)
39(84) 25(24) 261(258)
38(50) 94(47)
57(73) 58(59) 75(132) 193(229) 24(73) 81(176) 90(160) 98(112) 36(16) KILBIRNIE 86(20) 38(72) 60(22)
180(113) . 75(65) . 138(77) . 5(0) 135(95) 15(22)
1(8) 213(95)
0(3)
12(11) 76(30) 17(66)
30(55)
95(199) 159(92)
219(240)
ACCESS
31(90) 435(256) CAPPAMORE
113(50) . 172(87)
LEGEND 59(171)
xx AM Peak Hour veh/h 217(455) (yy) PM Peak Hour veh/h Signalized Intersection Unsignalized intersection
Novatech Page 20
APPENDIX A
Preliminary Site Plan
APPENDIX B
TIA Screening Form
Transportation Impact Assessment Screening Form City of Ottawa 2017 TIA Guidelines Screening Form
1. Description of Proposed Development
Municipal Address 2535 River Mist Road Description of Location Southwest corner of Kilbirnie Drive and River Mist Road Land Use Classification Elementary School Development Size (units) 675 Sutdents Development Size (m2) Number of Accesses and One on Kilbirnie Drive Locations Two on River Mist Road Phase of Development One Buildout Year 2022 If available, please attach a sketch of the development or site plan to this form.
2. Trip Generation Trigger
Considering the Development’s Land Use type and Size (as filled out in the previous section), please refer to the Trip Generation Trigger checks below.
Land Use Type Minimum Development Size Single-family homes 40 units Townhomes or apartments 90 units Office 3,500 m2 Industrial 5,000 m2 Fast-food restaurant or coffee shop 100 m2 Destination retail 1,000 m2 Gas station or convenience market 75 m2 * If the development has a land use type other than what is presented in the table above, estimates of person-trip generation may be made based on average trip generation characteristics represented in the current edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual.
If the proposed development size is greater than the sizes identified above, the Trip Generation Trigger is satisfied.
Transportation Impact Assessment Screening Form 3. Location Triggers
Yes No Does the development propose a new driveway to a boundary street that is designated as part of the City’s Transit Priority, Rapid Transit or Spine Bicycle Networks? Is the development in a Design Priority Area (DPA) or Transit-oriented
Development (TOD) zone?* *DPA and TOD are identified inthe City of Ottawa Official Plan (DPA in Section 2.5.1 and Schedules A and B; TOD in Annex 6). See Chapter 4 for a list of City of Ottawa Planning and Engineering documents that support the completion of TIA). If any of the above questions were answered with ‘Yes,’ the Location Trigger is satisfied.
4. Safety Triggers
Yes No Are posted speed limits on a boundary street are 80 km/hr or greater? Are there any horizontal/vertical curvatures on a boundary street limits sight lines at a proposed driveway? Is the proposed driveway within the area of influence of an adjacent traffic signal or roundabout (i.e. within 300 m of intersection in rural conditions, or within 150 m of intersection in urban/ suburban conditions)? Is the proposed driveway within auxiliary lanes of an intersection? Does the proposed driveway make use of an existing median break that serves an existing site? Is there is a documented history of traffic operations or safety concerns on the boundary streets within 500 m of the development? Does the development include a drive-thru facility?
If any of the above questions were answered with ‘Yes,’ the Safety Trigger is satisfied.
5. Summary
Yes No Does the development satisfy the Trip Generation Trigger? ✓
Does the development satisfy the Location Trigger?
Does the development satisfy the Safety Trigger?
If none of the triggers are satisfied, the TIA Study is complete. If one or more of the triggers is satisfied,the TIA Study must continue into the next stage (Screening and Scoping).
APPENDIX C
OC Transpo System Information
Subject Site
APPENDIX D
Traffic Count Data
Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram KILBIRNIE DR @ RIVER MIST RD
Survey Date: Thursday, October 25, 2018 WO No: 38081 Start Time: 07:00 Device: Miovision
RIVER MIST RD N W E
146 3 S 80 66 5 17 58 0 Heavy Vehicles 0 2 5 0 6 0 2 4 Cars 5 15 53 0 60
KILBIRNIE DR 34 4 38
0 14 14 6 0 6 56 0 0 0 AM Period 10 2 12 3 1 2 Peak Hour 155 36 08:15 09:15 0 0 0 18 0 18 93 6 99 22 1 0 1
26 0 3 24 22 Cars 4 0 0 1 1 Heavy 33 0 4 Vehicles 0 3 25 23 Total 30 51
81
6
Comments
2020-Nov-25 Page 1 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram KILBIRNIE DR @ RIVER MIST RD
Survey Date: Thursday, October 25, 2018 WO No: 38081 Start Time: 07:00 Device: Miovision
RIVER MIST RD N W E
160 12 S 93 67 10 24 59 0 Heavy Vehicles 0 2 3 0 8 2 1 8 Cars 10 22 56 0 59
KILBIRNIE DR 44 6 50
0 33 33 22 0 22 92 0 0 0 PM Period 19 1 20 6 1 5 Peak Hour 173 54 15:30 16:30 0 0 0 13 0 13 78 3 81 21 2 0 2
43 0 1 10 9 Cars 3 0 0 1 0 Heavy 30 1 0 Vehicles 0 1 11 9 Total 46 21
67
7
Comments
2020-Nov-25 Page 3 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram DUNDONALD DR @ GREENBANK RD
Survey Date: Wednesday, May 24, 2017 WO No: 37049 Start Time: 07:00 Device: Miovision
GREENBANK RD N W E
469 3 S 196 273 57 121 18 0 Heavy Vehicles 1 13 3 0 11 0 0 5 Cars 56 108 15 0 262
DUNDONALD DR 64 2 66
6 108 114 23 2 25 111 1 0 1 AM Period 20 0 20 74 1 73 Peak Hour 220 351 07:15 08:15 0 0 0 77 1 76 102 7 109 237 85 3 82
210 0 28 125 11 Cars 16 0 3 8 3 Heavy 5 0 0 Vehicles 0 31 133 14 Total 226 178
404
2
Comments
2020-Nov-25 Page 1 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram DUNDONALD DR @ GREENBANK RD
Survey Date: Wednesday, May 24, 2017 WO No: 37049 Start Time: 07:00 Device: Miovision
GREENBANK RD N W E
547 11 S 248 299 75 116 57 0 Heavy Vehicles 0 3 0 0 8 2 0 12 Cars 75 113 57 0 291
DUNDONALD DR 40 0 40
0 236 236 91 0 91 150 0 0 0 PM Period 19 0 19 86 0 86 Peak Hour 265 418 17:00 18:00 0 0 0 34 0 34 115 0 115 182 62 0 62
194 0 70 165 24 Cars 3 0 0 8 0 Heavy 7 0 0 Vehicles 0 70 173 24 Total 197 267
464
5
Comments
2020-Nov-25 Page 3 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram GREENBANK RD @ KILBIRNIE DR
Survey Date: Tuesday, March 03, 2020 WO No: 39571 Start Time: 07:00 Device: Miovision
GREENBANK RD N W E
446 1 S 189 257 35 130 24 0 Heavy Vehicles 6 0 3 0 9 0 0 1 Cars 29 130 21 0 248
KILBIRNIE DR 94 0 94
19 67 86 3 6 9 163 0 0 0 AM Period 59 1 60 74 2 72 Peak Hour 212 279 07:45 08:45 0 0 0 10 5 5 36 13 49 193 109 1 108
297 0 35 82 10 Cars 2 0 7 7 5 Heavy 3 0 0 Vehicles 0 42 89 15 Total 299 146
445
4
Comments 5478565 - MAR 3, 2020 - 8HRS - ANN SELFE
2020-Mar-26 Page 1 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram GREENBANK RD @ KILBIRNIE DR
Survey Date: Tuesday, March 03, 2020 WO No: 39571 Start Time: 07:00 Device: Miovision
GREENBANK RD N W E
499 3 S 256 243 71 112 73 0 Heavy Vehicles 0 1 0 0 1 0 0 1 Cars 71 111 73 0 242
KILBIRNIE DR 47 0 47
9 194 203 5 7 12 81 0 0 0 PM Period 22 0 22 42 0 42 Peak Hour 225 292 16:45 17:45 0 0 0 5 3 2 141 3 144 89 42 3 39
172 0 118 153 66 Cars 4 0 2 1 0 Heavy 1 0 0 Vehicles 0 120 154 66 Total 176 340
516
0
Comments 5478565 - MAR 3, 2020 - 8HRS - ANN SELFE
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APPENDIX E
Collision Records
Transportation Services - Traffic Services Collision Details Report - Public Version
From: January 1, 2014 To: December 31, 2018 Location: DUNDONALD DR @ GREENBANK RD Traffic Control: Stop sign Total Collisions: 11 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-May-19, Mon,15:42 Clear Angle P.D. only Dry West Going ahead Pick-up truck Other motor vehicle 0 South Going ahead Automobile, station wagon Other motor vehicle 2014-Jun-24, Tue,13:00 Rain Turning movement P.D. only Wet South Going ahead Pick-up truck Other motor vehicle 0 North Turning left Automobile, station wagon Other motor vehicle 2014-Jul-24, Thu,16:07 Clear Turning movement Non-fatal injury Dry North Turning left Automobile, station wagon Other motor vehicle 0 South Going ahead Pick-up truck Other motor vehicle 2014-Sep-25, Thu,16:02 Clear SMV other Non-fatal injury Dry North Turning left Automobile, station wagon Pedestrian 1 2014-Nov-05, Wed,18:20 Clear Angle P.D. only Dry East Turning left Automobile, station wagon Other motor vehicle 0 South Going ahead Automobile, station wagon Other motor vehicle 2015-Oct-09, Fri,14:10 Clear Angle P.D. only Dry West Going ahead Automobile, station wagon Other motor vehicle 0 North Going ahead Automobile, station wagon Other motor vehicle 2016-Feb-20, Sat,14:55 Rain Angle P.D. only Wet South Turning left Passenger van Other motor vehicle 0 East Going ahead Automobile, station wagon Other motor vehicle 2017-Apr-19, Wed,16:43 Rain SMV other P.D. only Wet North Going ahead Automobile, station wagon Pole (utility, power) 0 2017-May-17, Wed,15:19 Clear Rear end P.D. only Dry East Turning right Pick-up truck Other motor vehicle 0 East Turning right Pick-up truck Other motor vehicle 2018-May-08, Tue,08:00 Clear Sideswipe P.D. only Dry West Turning right Passenger van Other motor vehicle 0 West Turning right Automobile, station wagon Other motor vehicle 2018-Nov-01, Thu,20:15 Rain SMV unattended P.D. only Wet East Going ahead Passenger van Unattended vehicle 0 vehicle Location: GREENBANK RD @ KILBIRNIE DR Traffic Control: Stop sign Total Collisions: 4 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n
November 27, 2020 Page 1 of 2 Transportation Services - Traffic Services Collision Details Report - Public Version
From: January 1, 2014 To: December 31, 2018 Location: GREENBANK RD @ KILBIRNIE DR Traffic Control: Stop sign Total Collisions: 4 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Mar-12, Wed,17:08 Drifting Snow SMV other P.D. only Packed North Going ahead Automobile, station wagon Skidding/sliding 0 snow 2016-Dec-01, Thu,06:47 Clear Angle Non-fatal injury Wet East Going ahead Automobile, station wagon Other motor vehicle 0 North Going ahead Pick-up truck Other motor vehicle 2017-Aug-19, Sat,11:36 Clear Angle Non-fatal injury Dry East Going ahead Automobile, station wagon Other motor vehicle 0 South Going ahead Automobile, station wagon Other motor vehicle 2018-Nov-18, Sun,10:23 Clear Angle P.D. only Dry West Going ahead Automobile, station wagon Other motor vehicle 0 North Going ahead Automobile, station wagon Other motor vehicle
November 27, 2020 Page 2 of 2
APPENDIX F
Greenbank Road/Kilbirnie Drive Intersection Modifications
TITLE FRAME: 790mm x 534mm City of Ottawa 2008
10cm DASHED 10cm MATCHLINE
WHITE SHARKS TEETH
WHITE PEDESTRIAN CROSSING MARKINGS MATCHLINE SEE DWG CP000440-24 WHITE 1.50m 1.50m 3.45m 3.25m 3.50m 3.20m STREET NAME SIGN 10cm WHITE SOLID GREENBANK ROAD STREET NAME SIGN (SN-B) KILBIRNIE DRIVE
10cm SOLID WHITE 10cm SOLID WHITE 10cm WHITE DASHED Rb-37 3520 KILBIRNIE DR STREET NAME SIGN (SN-A) 96.71
GRASS DTREE 350 MARLE Wa-33L (SN-B) (1 x 1) Rb-25
WP CB HP FENCE
STREET NAME SIGN FLOWER BED FLOWER LS DECORATIVE WALL DECORATIVE GREENBANK ROAD
0.45m SOLID WHITE DISC SL-HH SL-HH 0.6m SOLID WHITE STOP BAR 3.00m 0.25m CB STOP BAR (SN-A) 3.00m 10cm SOLID WHITE
AND CYCLIST CROSSRIDE SEPARATED PEDESTRIAN
TREATMENT AS PER OTM SL WHITE ELEPHANTS FEET
0.6m SOLID WHITE
BOOK 18 FIGURE 4.101
SEE DWG CP000440-26 CB MATCHLINE STOP BAR 3.00m CB
10cm SOLID WHITE 3.50m
0.6m SOLID WHITE SEE DWG CP000440-26 VC VB
MATCHLINE 4.25m 10cm SOLID WHITE 10cm SOLID WHITE SOLID 10cm STOP BAR 10cm SOLID SAN MH 3.25m SAN YELLOW 3.00m 3.25m MH LS 1.00m STM 10cm SOLID STM 10cm SOLID YELLOWMH MH
WHITE 3.00m 1.90m 3.50m KILBIRNIE DRIVE 10cm SOLID WHITE
R12 CB GORE AREA SL m HP
SL-HH 3.00m
OC-Transpo SP STM CB MH LS (SN-A) STREET NAME SIGN GREENBANK ROAD (SN-B) GREENBANK ROAD 10cm SOLID WHITE STREET NAME SIGN DECORATIVEFLOWER WALL BED
3.00m SAN MH VC
LS
WHITE PEDESTRIAN CROSSING MARKINGS 0.6m SOLID WHITE STOP BAR
WHITE SHARKS TEETH NAME SIGN KILBIRNIE DR STREET (SN-A)
BPED 1.00m
WP
DICB GRASS 845 FENCE 10cm SOLID WHITE
10cm SOLID WHITE
10cm SOLID WHITE 10cm SOLID WHITE
315 TOP OF SLOPE OF TOP KILBIRNIE DRIVE (SN-B) STREET NAME SIGN Rb-25
Wa-33L 10cm DASHED WHITE (3 x 3) x (3 WHITE DASHED 10cm
BGLB
DITCH LINE DITCH HP
CB 1.50m MEDIAN 1.50m CYCLE LANE
3.50m THRU LANE 3.25m RIGHT TURN LANE
3.25m LEFT TURN LANE
4.00m THRU LANE
2.0m CYCLE LANE 313 Wa-33L Rb-25
642 GORE AREA MARKINGS SPACED 3m CENTER TO SOLID YELLOW 0.45m STRIPS
VB HYD 10cm SOLID WHITE 10cm SOLID YELLOW 10cm DASHED WHITE (3 x 3) 10cm DASHED WHITE (1 x 1) 10cm DASHED WHITE (1 x 1) 10cm SOLID WHITE
STM MH SAN YELLOW GORE AREA MH LS
PROPOSED 1 STOREY RETAIL BUILDING
LAURALEAF CRES.
Rb-1A 309
522 GREENBANK ROAD
HP
HP 10cm DASHED WHITE (3 x 3)
LS DICB
CB
YELLOW GORE AREA SPACED 3m CENTER TO SOLID YELLOW 0.45m STRIPS GORE AREA MARKINGS Wa-33L SPACED 3m CENTER TO SOLID YELLOW 0.45m STRIPS GORE AREA MARKINGS Rb-25
VB CB GREENBANK ROAD
HP 3.00m
SAN STM 10cm DASHED WHITE (3 x 3) x (3 WHITE DASHED 10cm
MH MH CONC. SIDEWALK
TOP OF SLOPE
ASPHALT MUP
1.50m 1.50m 3.45m
3.25m 3.50m 3.20m 10cm SOLID 10cm
SP WHITE
BGLB MATCHLINE BGLB
BGLB
SAN SAN MH MH 10cm SOLID YELLOW STM STM 10cm SOLID WHITE MH MH NOTE: Engineers, Planners & Landscape Architects PROPOSED PAVEMENT MARKING AND REVISIONS CARINA DUCLOS, P.Eng. LEGEND No. 1. 5. 3. 4. 2. of utilities and shall be responsible for adequate protection from damage. the municipal authorities and utility companies concerned. The contractor shall prove location The location of utilities is approximate only, the exact should be determined by consulting Acting, Director INTERSECTION MODIFICATIONS [SN-B] STREET NAME SIGN GREENBANK ROAD [SN-A] NAME SIGN KILBIRNIE DRIVE STREET ISSUED FOR CONSTRUCTION ISSUED FOR TENDER 100% DESIGN SUBMISSION MUNICIPAL CONSENT SUBMISSION 50% DESIGN SUBMISSION
LS AT GREENBANK ROAD AND KILBIRNIE DRIVE GREENBANK ROAD
SIGNAGE 650 MATTHEW STRAMPEL, P.Eng.
HP Sr. Engineer, Infrastructure Projects LARGE STREET NAME SIGN LOCATED ON TRAFFIC PLANT MAST ARM STREET NAME SIGN LIMIT OF CONSTRUCTION Description 13/11/2020 Scale: Const. Inspector Utility Circ. No. Dwn. Des. Asset Group Asset No. Contract No. 0 AJG/KCL CP000440 Sheet AJG 2 NTQ NTQ NTQ NTQ NTQ 4 By 1:250 25 of 32 Index No. Chk'd. Chk'd. 6 (dd/mm/yy) NTQ NTQ Dwg. No. 13/11/20 11/09/20 18/06/20 13/02/20 02/09/20 8 Date 25 10
TITLE FRAME: 790mm x 534mm City of Ottawa 2008 LIMIT OF CONSTRUCTION OF LIMIT
879
878
877
876
875
874
873
872
871
870
869
868
867 10cm WHITE DASHED (3 x 3)
866 SP
865
864 SP
863 SP
CB
BPED HYD
CB
BGLB
VB SL Rb-53
862 SP
861
860
859 SP
858 KILBIRNIE DRIVE
SP SP
857
GREENBANK ROAD STREET NAME SIGN (SN-B)
STM MH
KILBIRNIE DR STREET NAME SIGN (SN-A)
MH SAN
856
855
10cm SOLID WHITE SOLID 10cm 10cm SOLID YELLOW SOLID 10cm SP
854 3.25m 4.25m 3.50m
Rb-51R Rb-53L
STREET NAME SIGN
GREENBANK ROAD DECORATIVE WALL DECORATIVE
OC-Transpo
STREET NAME SIGN SL FLOWER BED FLOWER
1.90m
KILBIRNIE DRIVE BAR STOP
DECORATIVE WALL DECORATIVE (SN-A) WHITE SOLID 0.6m
3.00m BGLB
GRASS FLOWER BED FLOWER
CB
(SN-B)
TOP OF SLOPE OF TOP
VC
3.00m 3.00m
GRASS
SL-HH 3.00m
DICB
WP
R12 DITCH LINE DITCH
STM MH
MH SAN
WP
SL-HH
SEE DWG CP000440-25 DWG SEE
MATCHLINE
1.00m 2.0m CYCLE LANE CYCLE CP000440-25 DWG SEE 2.0m
LS MATCHLINE
LS CB 3.00m
4.00m THRU LANE THRU 4.00m GREENBANK ROAD
1.50m MEDIAN 1.50m
3.25m LEFT TURN LANE TURN LEFT 3.25m 3.50m THRU LANE THRU 3.50m
3.00m
1.50m CYCLE LANE CYCLE 1.50m VC
1.00m
CB
3.25m RIGHT TURN LANE TURN RIGHT 3.25m SL-HH
3.00m
DISC
HP HP
1.00m
WHITE STOP BAR STOP WHITE
FENCE
0.6m SOLID 0.6m
VB
KILBIRNIE DRIVE (SN-B) STREET NAME SIGN
FENCE
CB CB
(SN-A) STREET NAME SIGN GREENBANK ROAD
10cm SOLID WHITE SOLID 10cm 10cm SOLID YELLOW SOLID 10cm
NAME SIGN KILBIRNIE DR STREET (SN-A)
SAN MH
OC-Transpo
SL
(SN-B) GREENBANK ROAD MH STREET NAME SIGN
STM
LS
845 SP 3.50m
4.35m
3.25m 10cm WHITE DASHED (3 x 3) x (3 DASHED WHITE 10cm KILBIRNIE DRIVE
BGLB
301 843 NOTE: Engineers, Planners & Landscape Architects PROPOSED PAVEMENT MARKING AND REVISIONS CARINA DUCLOS, P.Eng. LEGEND No.
1. 5. 3. 4. 2.
SP LS of utilities and shall be responsible for adequate protection from damage. the municipal authorities and utility companies concerned. The contractor shall prove location The location of utilities is approximate only, the exact should be determined by consulting Acting, Director INTERSECTION MODIFICATIONS [SN-B] STREET NAME SIGN GREENBANK ROAD [SN-A] NAME SIGN KILBIRNIE DRIVE STREET ISSUED FOR CONSTRUCTION ISSUED FOR TENDER 100% DESIGN SUBMISSION MUNICIPAL CONSENT SUBMISSION 50% DESIGN SUBMISSION AT GREENBANK ROAD AND KILBIRNIE DRIVE KILBIRNIE DRIVE
SIGNAGE LS MATTHEW STRAMPEL, P.Eng.
Sr. Engineer, Infrastructure Projects 841 LARGE STREET NAME SIGN LOCATED ON TRAFFIC PLANT MAST ARM STREET NAME SIGN Description
13/11/2020 CB Tc-19
BPED Ra-1
NO EXIT SORTIE PAS DE SL
ROADWAY NAME SIGN ROADWAY NAME SIGN
STM MH CENTERRA COURT
KILBIRNIE DRIVE
SAN MH CENTERRA Scale: Const. Inspector Utility Circ. No. Dwn. Des. Asset Group Asset No. Contract No. 0 AJG/KCL
CP000440 839 Sheet AJG
COURT 2
LS Tc-19
VB SP NO EXIT SORTIE PAS DE NTQ NTQ NTQ NTQ NTQ CB 4 By 1:250
26 SL Index No. Chk'd. Chk'd. of 32
6 CB (dd/mm/yy) NTQ NTQ Dwg. No. 13/11/20 11/09/20 18/06/20 13/02/20 02/09/20 8 Date LIMIT OF CONSTRUCTION 26 10
APPENDIX G
Relevant Excerpts from Other Area Development Reports
3713 Borrisokane Road Transportation Impact Assessment
Figure 8: New Site Generation Auto Volumes
6 Background Network Travel Demand 6.1 Transportation Network Plans The transportation network plans were discussed in Section 2.3.1 and are not anticipated to impact to site, trip generation, or distribution. 6.2 Background Growth Surrounding development Traffic Impact Assessments have used a 2% traffic growth within the Study Area of this report. As such, an annual background growth of 2% will be used in order to remain consistent with these studies and to capture any growth not already directly considered as discussed in Section 2.3.2. 6.3 Other Developments The background developments explicitly considered in both the 2024 and 2029 background conditions include the Meadows Phase 4, Meadows Phase 5, Half Moon Bay West, Citi Gate’s Highway 416 Employment Lands (Interim‐ 2019), Half Moon Bay North Phase 9, the industrial portion of 3713 Borrisokane Road, 3809 Borrisokane Road, and 3285 Borrisokane Road developments. The Citi Gate’s Highway 416 Employment Lands (2029) development is only considered in the 2029 background conditions. All background developments are discussed in Section 2.3.2.
7 Demand Rationalization 7.1 2024 Future Background Intersection Operations Figure 9 illustrates the 2024 background volumes and Table 7 summarizes the background intersection operations for the study area. The level of service for signalized intersections is based on the TIA Guidelines v/c ratio for the
Page 12 3718 Greenbank Road – Half Moon Bay South – Phase 5 Transportation Impact Assessment
Figure 11: New Site Generation Auto Volumes
6 Background Network Travel Demand 6.1 Transportation Network Plans The transportation network plans were discussed in Section 2.3. 6.2 Background Growth A large amount of background traffic has been accounted for through the other developments that have been documented in Sections 2.3.2 and 6.3. To be consistent with the approved transportation impact assessments in the area, a 2% growth rate was applied to the existing volumes along the mainline volumes (e.g. north‐south on
Page 14 QUINN’S POINTE 2 TRANSPORTATION IMPACT ASSESSMENT
Forecasting October 30, 2018
Figure 10 and Figure 11 summarize the trip assignment to the study area road network during the weekday AM and PM peak hours, respectively.
Figure 10 Trip Assignment – 2022 Interim – Weekday AM Peak Hour
Figure 11 Trip Assignment – 2022 Interim – Weekday PM Peak Hour
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QUINN’S POINTE 2 TRANSPORTATION IMPACT ASSESSMENT
Strategy Report October 30, 2018
4.9.2.4 2025 Future Background Conditions
Figure 21 and Figure 22 illustrate 2025 future background AM and PM peak hour traffic volumes at the study area intersections.
Table 17 summarizes the results of the Synchro analysis for 2025 future background intersection operations.
Consistent with the recommendations of the Barrhaven South Urban Expansion Study Area Community Design Plan Transportation Master Study, and as shown in Table 13, the Existing Greenbank Road at Barnsdale Road intersection will require traffic signals by the 2025 future background horizon including auxiliary left-turning lanes along each approach to the intersection. This intersection is included as part of the DC By-Law and is therefore DC recoverable.
All study area intersections are currently operating satisfactorily.
Figure 23 illustrates the required intersection control and lane configuration to accommodate the 2025 future background conditions.
Appendix C contains detailed intersection performance worksheets.
Figure 21 2025 Future Background Traffic Volumes - AM Peak Hour
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QUINN’S POINTE 2 TRANSPORTATION IMPACT ASSESSMENT
Strategy Report October 30, 2018
Figure 22 2025 Future Background Traffic Volumes - PM Peak Hour
Table 17 2025 Future Background Operations
Intersection Queue 95th Intersection Approach / Movement LOS V/C Delay (s) Control (veh) Barnsdale EB Left / Through A (A) 0.03 (0.03) 1.8 (2.0) 0.1 (0.1) Road at Minor Stop WB Through / Right A (A) 0 (0) 0 (0) 0 (0) Borrisokane Control SB Left / Right B (B) 0.10 (0.13) 10.3 (10.6) 0.3 (0.5) Road Overall Intersection A (A) - 2.9 (2.9) - Left A (A) 0.25 (0.39) 31.8 (27.8) 12.8* (11.8)* EB Through / Right A (A) 0.38 (0.19) 29.9 (15.2) 25.6* (16.8)* Left A (A) 0.02 (0) 25.7 (0) 2.4* (0)* WB Existing Through / Right B (D) 0.62 (0.83) 28.7 (23.5) 35.3* (61.9)* Greenbank Traffic Signals Left A (A) 0.04 (0.06) 17.0 (11.4) 7.0* (7.6)* at Barnsdale NB Road Through / Right A (A) 0.21 (0.21) 16.7 (11.5) 36.1* (30.1)* Left A (A) 0.43 (0.25) 7.6 (12.8) 39.2* (25.7)* SB Through / Right A (A) 0.18 (0.32) 5.1 (12.0) 21.4* (43.4)* Overall Intersection B (D) 0.62 (0.83) 15.6 (17.3) - Existing EB Left / Through / Right A (A) 0.33 (0.20) 7.6 (6.5) 1.7 (0.9) Greenbank WB Left / Through / Right A (A) 0.24 (0.13) 7.0 (6.3) 1.1 (0.5) Single Lane Road at NB Left / Through / Right A (A) 0.32 (0.51) 6.3 (9.1) 1.7 (3.5) Roundabout Kilbirnie SB Left / Through / Right A (A) 0.32 (0.54) 6.2 (9.7) 1.8 (3.8) Drive Overall Intersection A (A) 0.33 (0.54) 6.7 (8.9) - EB Left / Through / Right A (A) 0.25 (0.13) 9.2 (8.5) 1.0 (0.5) River Mist WB Left / Through / Right A (A) 0.15 (0.26) 8.4 (9.1) 0.5 (1.0) Road at All-Way Stop NB Left / Through / Right A (A) 0.16 (0.09) 8.3 (8.0) 0.6 (0.3) Kilbirnie Control Drive SB Left / Through / Right A (A) 0.12 (0.20) 8.3 (8.7) 0.4 (0.7) Overall Intersection A (A) - 8.7 (8.7) - Existing Left C (C) 0.16 (0.14) 17.5 (23.5) 0.6 (0.5) Minor Stop EB Greenbank Right B (B) 0.12 (0.06) 12.0 (11.0) 0.4 (0.2) Control Road at New NB Left / Through A (A) 0.02 (0.06) 0.6 (1.0) 0.1 (0.2)
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QUINN’S POINTE 2 TRANSPORTATION IMPACT ASSESSMENT
Strategy Report October 30, 2018
4.9.2.5 2025 Total Future Conditions
Figure 24 and Figure 25 illustrate 2025 total future AM and PM peak hour traffic volumes at the study area intersections.
Table 19 summarizes the results of the Synchro analysis for 2025 total future intersection operations.
Operating under a two-way stop control along the minor approach, the intersection of Existing Greenbank Road at the New E-W Collector is anticipated to operate with high delays experienced by the eastbound left-turning movement during the PM peak hour. Consistent with the rationale for the implementation of a roundabout at the Existing Greenbank Road at Kilbirnie Drive intersection, a roundabout is also recommended at the Existing Greenbank Road at the New E-W Collector Road intersection. The intersection is anticipated to operate acceptably under a one-lane roundabout configuration. The implementation of higher order traffic control at the Existing Greenbank Road at the New E-W Collector Road intersection is DC recoverable. As the current DC By-Law accounts for a traffic signal at this location, the By-Law should be updated to account for the implementation of a roundabout.
All other study area intersections are anticipated to operate acceptably.
Figure 26 illustrates the required intersection control and lane configuration to accommodate the 2025 total future conditions.
Appendix C contains detailed intersection performance worksheets.
Figure 24 2025 Total Future Traffic Volumes - AM Peak Hour
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QUINN’S POINTE 2 TRANSPORTATION IMPACT ASSESSMENT
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Figure 25 2025 Total Future Traffic Volumes - PM Peak Hour
Table 19 2025 Total Future Operations
Intersection Intersection Approach / Movement LOS V/C Delay (s) Queue 95th (veh) Control Barnsdale EB Left / Through A (A) 0.03 (0.03) 1.8 (2.0) 0.1 (0.1) Road at Minor Stop WB Through / Right A (A) 0 (0) 0 (0) 0 (0) Borrisokane Control SB Left / Right B (B) 0.10 (0.13) 10.3 (10.6) 0.3 (0.5) Road Overall Intersection A (A) - 2.9 (2.9) - Left A (A) 0.30 (0.43) 34.9 (30.6) 9.8* (12.7)* EB Through / Right A (A) 0.38 (0.17) 30.3 (14.1) 15.1* (16.4)* Left A (A) 0.02 (0) 26.3 (0) 0* (0)* WB Existing Through / Right B (D) 0.69 (0.86) 30.7 (24.6) 70.4* (77.0)* Greenbank at Traffic Left A (A) 0.04 (0.07) 19.1 (14.4) 9.0* (9.1)* Barnsdale Signals NB Road Through / Right A (A) 0.23 (0.24) 18.9 (14.4) 38.0* (38.5)* Left A (A) 0.54 (0.36) 8.9 (17.2) 42.1* (42.7)* SB Through / Right A (A) 0.19 (0.34) 5.1 (14.9) 52.8* (53.9)* Overall Intersection B (D) 0.69 (0.86) 16.5 (19.5) - EB Left / Through / Right A (A) 0.38 (0.24) 8.4 (7.2) 1.9 (1.0) Existing Greenbank WB Left / Through / Right A (A) 0.25 (0.14) 7.6 (6.7) 1.1 (0.6) Single Lane Road at NB Left / Through / Right A (B) 0.37 (0.56) 6.9 (10.1) 2.1 (4.1) Roundabout Kilbirnie SB Left / Through / Right A (B) 0.34 (0.60) 6.4 (11.2) 1.9 (5.5) Drive Overall Intersection A (B) 0.38 (0.60) 7.2 (10.0) - EB Left / Through / Right B (A) 0.36 (0.20) 10.8 (9.7) 1.6 (0.7) River Mist WB Left / Through / Right A (B) 0.17 (0.34) 9.2 (10.7) 0.6 (1.5) Road at All-Way Stop NB Left / Through / Right A (A) 0.29 (0.16) 9.9 (9.2) 1.2 (0.6) Kilbirnie Control Drive SB Left / Through / Right A (B) 0.19 (0.37) 9.3 (10.7) 0.7 (1.6) Overall Intersection A (B) - 10.0 (10.3) - EB Left A (E) 0.32 (0.34) 23.3 (41.6) 1.3 (1.4)
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