BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for:

Transcription

1 BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Barrhaven Fellowship CRC 3058 Jockvale Road Ottawa, ON K2J 2W7 December 7, Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work ADJACENT ROADWAYS AND INTERSECTIONS PROPOSED BARRHAVEN FELLOWSHIP CRC Trip Generation Trip Distribution TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis Transportation Demand Management (TDM) FINDINGS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN EXISTING SUNDAY PEAK PERIOD TRAFFIC COUNTS CONCEPTUAL SITE PLAN SUNDAY PEAK PERIOD SITE GENERATED TRIPS YEAR 2024 SUNDAY PEAK PERIOD BACKGROUND TRAFFIC YEAR 2029 SUNDAY PEAK PERIOD BACKGROUND TRAFFIC YEAR 2024 SUNDAY PEAK PERIOD TOTAL TRAFFIC YEAR 2029 SUNDAY PEAK PERIOD TOTAL TRAFFIC LIST OF TABLES 3.1 PEAK 15 MINUTE TRIP GENERATION RATES PEAK 15 MINUTE SITE GENERATED TRIPS SITE ACCESS/JOCKVALE INTERSECTION - LoS & Delay... 14

3 BARRHAVEN FELLOWSHIP CRC 3058 JOCKVALE ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF 1. INTRODUCTION A Site Plan has been prepared for the development of a 1.75 ha parcel of land at 3058 Jockvale Road in the community of Barrhaven. The site currently contains one two-storey building for the Barrhaven Fellowship Christian Reform Church. The existing church building was constructed approximately twenty years ago with one main access onto Jockvale Road. The new church proposes to replace the existing church building with a new one-storey building which will contain a church and sanctuary. The church will be constructed in two phases with the final phase expected to be completed by Phase 2 will provide seating for 400 parishioners. The location of the Barrhaven Fellowship CRC is shown in Figure 1.1. Staff of the City of Ottawa have requested that a report be prepared which will examine the operation of the site access onto Jockvale Road on a typical Sunday during the peak time period when parishioners are entering and exiting the site to attend church services. The firm of D. J. Halpenny & Associates Ltd. has been retained to prepare the Transportation Brief report which will address the transportation issues for the site. 1.1 Scope of Work The scope of the traffic study would comprise of examining the operation of the site access onto Jockvale Road during the Sunday time periods when parishioners are entering and exiting the site for church service. The horizon year of the study will be full development of the site (completion of Phase 2) which is expected by the year The Sunday church service takes place between 10:00 AM and 11:00 AM. Traffic counts were taken by D. J. Halpenny & Associates Ltd. on a Sunday between 9:30 AM and 11:45 AM to determine the peak period of trips entering the site before the service, and trips exiting the site following the service. The analysis would be conducted for the peak 15 minute time periods for the existing 2016 traffic, at the year 2024 when completion of Phase 2 is expected, and at the year 2029 which represents five years beyond completion of the church site. The study will follow the City of Ottawa guidelines for the preparation of a which is documented in the City s Transportation Impact Assessment Guidelines.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. ADJACENT ROADWAYS AND INTERSECTIONS The Barrhaven Fellowship CRC is located on the west side of Jockvale Road. Jockvale Road is a north-south road which is designated as a major collector road in the City of Ottawa Transportation Master Plan. The road is a two-lane road with a rural cross section and a posted speed limit of 50 km./h. The road has a pavement width of approximately 6.5 m with gravel shoulders. A multi-use pathway is located along the west side of the road. There are no defined cycling lanes along Jockvale Road, but the road is defined as a Spine or City-wide Cycling Route in the City of Ottawa document, Ottawa Cycling Plan. There is a single east-west CN Railway track located approximately 90 m west of the existing church access. The rail crossing is a gated crossing. Approximately 225 m east of the church access is a roundabout with Jockvale Road forming the northbound and southbound approaches, Tartan Drive the eastbound approach and Exeter Drive the westbound approach. Traffic counts were taken at the intersection of Jockvale Road and the existing church access by D. J. Halpenny & Associates Ltd. on November 20, The counts were taken on a Sunday between 9:30 AM and 11:45 AM. Exhibit 1 in the Appendix provides the traffic counts for the intersection, with Figure 2.1 showing the peak 15 minute time period for trips entering the site prior to the church service, and the peak 15 minute counts of trips exiting following the service. 3. PROPOSED BARRHAVEN FELLOWSHIP CRC The Barrhaven Fellowship Christian Reform Church is located along the west side of Jockvale Road approximately 225 m north of the Jockvale/Exeter roundabout and 90 m south of the CN Railway tracks. The existing church has been on the site for approximately 20 years with one main access onto Jockvale Road. The site currently has a secondary abandoned gravel access to the south which once provided access to a building which has since been demolished. The Site Plan proposes to replace the existing two-storey church with a one-storey church with a 3,411 m 2 floor area which will provide a larger facility for parishioners. The church would be constructed in two phases. Phase 1 would provide a new church with seating for 220 parishioners and would be constructed by 2018, and Phase 2 which would increase the seating to 400 with a sanctuary and would be constructed by approximately the year The site is located on a 1.75 hectare parcel of land which is currently zoned I1B[420]H(13), Minor Institutional, which would support the proposed church. The proposal would remove the existing two gravel accesses and construct a new 7.5 m wide access located approximately 50 m south of the existing main access at the same location as the secondary abandoned gravel access. The site will provide 137 parking spaces which includes 4 barrier free spaces. Figure 3.1 shows a conceptual site plan of the church site showing both Phase 1 and 2 of the development. 3.1 Trip Generation The Barrhaven Fellowship CRC has one Sunday service between 10:00 AM and 11:00 AM. Following the service, there is a social period where the church provides coffee and

6 4 FIGURE EXISTING SUNDAY PEAK PERIOD TRAFFIC COUNTS

7 5 FIGURE 3.1 CONCEPTUAL SITE PLAN

8 6 refreshments. Counts determined that on November 20, 2016 when the traffic counts were taken at the access, total attendance at the church was 125 people including children. This count was found to be typical and consistent over the past four Sundays. To determine the number of trips generated by the redevelopment of the site, existing traffic counts were taken during the Sunday morning time period when parishioners were arriving and departing from the site. The traffic counts determined that the peak 15 minute period when trips were entering the site before service was between 9:45 AM and 10:00 AM (32 Trips), and the peak period following the service was 11:30 AM and 11:45 AM (19 Trips) which are presented in Figure 2.1. Since the arrival and departure times are concentrated over a 15 minute time period, the trip generation rate was determined for a 15 minute time period where the total 15 minute trips entering and exiting the site were divided by the total number of attendees of the service. Table 3.1 shows the 15 minute trip generation rates used in the study. TABLE 3.1 PEAK 15 MINUTE TRIP GENERATION RATES 15 MINUTE TIME PERIOD TRIP RATE Peak Period Before the Service (9:45-10:45) 32 Trips/125 Persons Peak Period After the Service (11:30-11:45) 19 Trips/125 Persons Trips/Person Trips/Person The trip rates of Table 3.1 were utilized to determine the future number of expected peak 15 minute trips following the completion of Phase 2 in Phase 2 proposes a church with seating for 400 parishioners. Churches usually experience a maximum utilization of seating of 80 percent where not every seat is occupied, and that if attendance consistently exceeds 80 percent an additional church site is found for development. The study analysis has assumed a maximum number of attendees following Phase 2 of 350 parishioners (87.5% seating utilization). Table 3.2 shows the expected number of site generated trips in the year 2024 during the peak 15 minute time period (Trip Rate x 350 Parishioners). The split between trips entering and exiting the site utilized the same split as determined in the counts of Figure 2.1. TABLE 3.2 PEAK 15 MINUTE SITE GENERATED TRIPS 15 MINUTE TIME PERIOD SUNDAY PEAK TRIPS TOTAL ENTER EXIT Peak Period Before the Service (97%) 3 (3%) Peak Period After the Service 53 3 (6%) 50 (94%)

9 7 Sunday transit service is available along Jockvale Road. OC Transpo Route 170, Barrhaven Centre, travels past the site with bus stops at the Jockvale/Exeter roundabout south of the site, and at the Barrhaven United church north of the site. The Sunday November 20, 2016 traffic counts did not observe any pedestrian trips into the site which may be considered pedestrian or transit trips. The analysis has not applied any additional reductions due to pedestrian or transit trips, but has utilized the trip rate of Table 3.1 which may have a built in share for alternate modes of travel. 3.2 Trip Distribution The distribution of expected site generated trips entering and exiting the site were determined from examination of the Sunday November 20, 2016 traffic counts taken by the consultant at the existing church access and Jockvale Road. The counts would best represent the future travel pattern of parishioners. The expected trips following Phase 2 of development were distributed to the same proportion as the existing counts. Figure 3.2 shows the expected peak 15 minute trips before and after the Sunday morning worship service. 4. TRANSPORTATION IMPACT The study will examine the intersection of the church access and Jockvale Road. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual The analysis will examine the intersections for the existing 2016 traffic counts, at completion of Phase 2 in 2024, and in 2029 which represents five years beyond the completion of the church site. The traffic analysis will utilize the peak 15 minute time periods before the church service and following the church service. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles.

10 8 FIGURE 3.2 SUNDAY PEAK PERIOD SITE GENERATED TRIPS

11 9 4.1 Background Traffic Volumes The growth in background traffic for the church site would be determined for a Sunday morning. Few historical traffic counts are available in close proximity to the site for a Sunday. The growth in background traffic would be a function of the increase in residential housing in the area, and new retail planned along Strandherd Drive. With most of the residential development north of the site completed and much of the retail along Strandherd Drive already built including the new Costco store on Strandherd Drive, the study has assumed an annual average compounded increase in background traffic (not including the church site) of 2.0 percent. The 2016 traffic counts at the Site Access/Jockvale intersection were increased at the 2.0 percent annual compounded rate which would translate to the following growth factors which were applied to the traffic counts (Figure 2.1) to determine the future background traffic: Existing counts (2016) 2024 = Existing counts (2016) 2029 = Figure 4.1 shows the expected 15 minute background traffic volumes at the year 2024 (excluding the expected trips from the proposed church site) and Figure 4.2 the 2029 background traffic. 4.2 Total Traffic Volumes The total expected 2024 and 2029 peak 15 minute traffic volumes entering and exiting the church site were determined by the addition of the expected site trips from the site which are shown in Figure 3.2, and the 2024 and 2029 background traffic shown in Figures 4.1 and 4.2 respectively. The result is the expected total traffic volumes which will be examined in the study. The 2024 total 15 minute traffic entering and exiting the site is shown in Figure 4.3 and the 2029 total traffic in Figure Traffic Analysis The traffic analysis will examine the operation of the intersection of the church access and Jockvale Road. Because the church experiences a very short but intense peak period of traffic, the analysis will utilize the peak 15 minute traffic volumes entering (9:45-10:00 AM) and peak traffic exiting (11:30-11:45 AM), and apply a 0.25 peak hour factor (PHF) in order to obtain an equivalent peak hour volume of traffic for the analysis. The time period would be the traffic before the church service and traffic after the service. The horizon year for the analysis would be for the existing 2016 traffic counts, at the year 2024 following Phase 2 of the church construction, and at the year The Access/Jockvale intersection will be controlled by a stop sign at the eastbound site access approach. The following shows the lane configuration at the intersection analyzed in the study: Northbound Jockvale Approach One shared left/through lane Southbound Jockvale Approach One through/right lane Eastbound Church Access Approach One shared left/right turn lane

12 10 FIGURE 4.1 YEAR 2024 SUNDAY PEAK PERIOD BACKGROUND TRAFFIC

13 11 FIGURE 4.2 YEAR 2029 SUNDAY PEAK PERIOD BACKGROUND TRAFFIC

14 12 FIGURE 4.3 YEAR 2024 SUNDAY PEAK PERIOD TOTAL TRAFFIC

15 13 FIGURE 4.4 YEAR 2029 SUNDAY PEAK PERIOD TOTAL TRAFFIC

16 14 The operational analysis using the existing 2016 traffic counts determined that the northbound Jockvale left/through movement at the church access intersection would function at a Level of Service (LoS) A prior to the service when the majority of trips are entering the site, and the eastbound site exit at a LoS B. After the service the northbound Jockvale approach would function at a LoS A and eastbound site access at a LoS B. The 95 th percentile queue at the northbound Jockvale left/through movement would be 0.19 vehicles during the period prior to service, which would agree with the observations during the traffic counts. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 2 for trips before the service and Exhibit 3 the analysis sheets for trips after the service. TABLE 4.1 SITE ACCESS/JOCKVALE INTERSECTION LoS & Delay Intersection Approach SUNDAY BEFORE SERVICE YEAR (2029) SUNDAY AFTER SERVICE YEAR (2029) LoS Delay (sec.) LoS Delay (sec.) NB Left/Through Jockvale Rd. A A (A) (9.8) A A (A) (8.7) EB Left/Right Church Access B F (F) (70.1) B B (C) (18.2) Following the development of the site, the existing main access and the secondary access will be removed and replaced by one new access which will be located at approximately the same location as the secondary access thereby increasing the separation between the main site access and the existing CN Railway crossing to 140 m. The access will also be approximately 180 m north of the Jockvale/Exeter roundabout. The operation analysis utilizing the expected 2024 traffic determined that before the service, the northbound Jockvale approach would function at a LoS A with a delay of 9.5 seconds, and the eastbound access approach at a LoS F with a delay of 50.5 seconds. Although the delay is slightly less than one minute, the low volume of trips exiting the site prior to service did result in a 95 th percentile queue of only 0.44 vehicles. After the service the northbound Jockvale approach would function at a LoS A and eastbound access approach at a LoS B. Table 4.1 summarizes the operation of the access intersection with the analysis sheets provided as Exhibit 4 and Exhibit 5. At the year 2029, the expected traffic before the service would result in the northbound approach to function at a LoS A and eastbound approach at a LoS F with an approach delay of 70.1 seconds. The approach delay at the eastbound approach would be slightly over one minute in length, but would not present a problem due to the low volume of traffic at the approach resulting in a 95 th percentile queue at the approach of 0.60 vehicles. The northbound Jockvale approach would experience a delay of 9.8 seconds and 95 th percentile queue of 0.77 vehicles. After the church service the northbound Jockvale approach would continue to function at a LoS A with an approach delay of 8.7 seconds and 95 th percentile queue of 0.04 vehicles, and the eastbound access approach at a LoS C with an approach delay of 18.7 seconds and 95 th percentile queue of 2.09 vehicles.

17 15 The proposed Barrhaven Fellowship CRC would not trigger any requirement for intersection modifications at the site access and Jockvale Road. The peak time period of 15 minutes entering the site and 15 minutes exiting the site on a Sunday would result in a minor impact on the adjacent roads. The proposed Site Plan has shifted the site access to the south limit of the site resulting in a separation of approximately 140 m between the access and the CN Railway tracks. The shifting of the access would reduce any impact the access may have on the operation of the CN Railway Line, and help increase the separation which would help in the design of Jockvale Road if a grade separation was ever constructed. 4.4 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. The site comprises of a church use which would have peak traffic only during the Sunday morning peak time period. Background traffic on the roads would mainly be trips to retail shopping areas. The Site Plan does serve the principals of TDM by locating the site in close proximity to residential housing with access by pedestrian sidewalks and multi-use pathways. The following will list the facilities which would reduce the volumes of peak hour vehicular traffic: 1. Pedestrian sidewalks exist along Jockvale Road and the surrounding residential community which would provide safe and easy access to the site by pedestrians. 2. OC Transpo Route 170, Barrhaven Centre, travels along Jockvale Road on a Sunday morning which would also provide transfer points to other transit lines. Bus stops are located approximately 200 m in each direction at either the Barrhaven United Church to the north or the Jockvale/Exeter roundabout to the south. 3. Jockvale Road does not have dedicated cycling lanes but the road is defined as a Spine or City-wide Cycling Route in the City of Ottawa document, Ottawa Cycling Plan. A multi-use pathway exists along the west side of the road. Bicycle racks are provided at the rear entrance to the church next to the parking lot. 4. The parish could further promote a ride sharing program where families in the same residential area could share a ride to church thereby reducing the number of site trips and occupied parking spaces.

18 16 5. FINDINGS A Site Plan has been prepared for the reconstruction of the Barrhaven Fellowship Christian Reform Church at 3058 Jockvale Road. An existing two-storey church was constructed on the site approximately 20 years ago. The existing church provides one main access to the parking lot and seating for approximately 220 parishioners. The Site Plan proposes the existing church building to be replaced with a larger one-storey building which would provide a church and sanctuary with seating for 400 parishioners. The existing access will be removed and one new access will be constructed at the south limit of the site. The church site will be developed in two stages with Phase 2 expected to be completed by the year The has examined the operation of the proposed church access onto Jockvale Road. The analysis was completed for two time periods on a Sunday morning. The first would be for the parishioners entering the site before the church service, and the second time period would be when parishioners are exiting the site after the service. The analysis would be conducted using the traffic counts taken at the existing access on November 20, 2016, at the year 2024 which represents the total development of the site following the completion of Phase 2, and at the year 2029 which represents five years beyond completion of the site. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that during the peak 15 minute time period prior to the church service (9:45 to 10:00 AM) the church site would generate 87 trips entering and 3 trips exiting the site, and during the 15 minute time period following the service (11:30 to 11:45 AM) the site would generate 3 trips entering and 50 trips exiting the site. The above trips were expected to be generated for the full development of the site following the completion of Phase 1 and 2. 2) The church access onto Jockvale Road was determined to function at an acceptable level of service during both the periods prior to and following the church service. The northbound Jockvale Road shared left/through movement would function at a Level of Service (LoS) A during both the time periods prior to and following the service using the expected 2029 traffic counts. The eastbound left/right turn movement at the church access would function at a low level of service prior to the church service with an approach delay of 70.1 seconds and a 95 th percentile queue of 0.60 vehicles using the 2029 traffic. The low level of service would not present a problem due to the low volume of exiting vehicles prior to the service and the short period of peak time. Following the service the eastbound left/right turn lane would function at a LoS C with an approach delay of 18.2 seconds and 95 th percentile queue of 2.09 vehicles. 3) The number of trips generated by the full development of the church site (Phases 1 and 2) would not trigger the requirement for roadway modifications to Jockvale Road. The church access would be constructed as a single 7.5 m wide access with one lane entering

19 17 and one lane exiting. A stop sign would be installed at the eastbound access approach to Jockvale Road. 4) The Site Plan proposes 137 parking spaces including 4 barrier free spaces following the completion of Phase 2 of the church site. Bicycle racks will be provided on the site in close proximity to the building entrance. 5) The Site Plan has proposed replacing the existing two site accesses with one new access located approximately 50 m south of the existing main access. The new access would be at the south limit of the site which would maximize the distance the access is from the CN Railway crossing to approximately 140 m. The increased separation would place the site access further from the CN Rail bridge and near the beginning of the grade transition. 6) The Check List is provided in the Appendix as Exhibit 8. Prepared by: David J. Halpenny, M. Eng., P. Eng.

20 18 APPENDIX TRAFFIC COUNTS OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF CHECK LIST

21 19 EXHIBIT 1 WEEKDAY TRAFFIC COUNTS (November 20, 2016) Site Access/Jockvale All Vehicles Time Period Northbound Southbound Eastbound Westbound LT ST ST RT LT RT Total 09:30 09: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: Truck & Bus Traffic Time Period Northbound Southbound Eastbound Westbound LT ST ST RT LT RT Total 09:30 09: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11:

22 20 EXHIBIT 2 EXISTING 2016 PEAK PERIOD ENTERING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Entering 9:45-10:00 Intersection: Access/Jockvale Analysis Year: 2016 Traffic Counts Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 1 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 4 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 68 4 C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 14.3 Approach LOS B

23 21 EXHIBIT 3 EXISTING 2016 PEAK PERIOD EXITING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Exiting 9:45-10:00 Intersection: Access/Jockvale Analysis Year: 2016 Traffic Counts Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 3 15 Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 4 72 C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 11.1 Approach LOS B

24 22 EXHIBIT 4 YEAR 2024 PEAK PERIOD ENTERING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Entering 9:45-10:00 Intersection: Access/Jockvale Analysis Year: Year 2024 Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 3 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 12 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A F Approach Delay 50.5 Approach LOS F

25 23 EXHIBIT 5 YEAR 2024 PEAK PERIOD EXITING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Exiting 9:45-10:00 Intersection: Access/Jockvale Analysis Year: Year 2024 Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 8 42 Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay Approach LOS B

26 24 EXHIBIT 6 YEAR 2029 PEAK PERIOD ENTERING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Entering 9:45-10:00 Intersection: Access/Jockvale Analysis Year: Year 2029 Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 3 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 12 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A F Approach Delay 70.1 Approach LOS F

27 25 EXHIBIT 7 YEAR 2029 PEAK PERIOD EXITING Site Access/Jockvale HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak Period Exiting 9:45-10:00 Intersection: Access/Jockvale Analysis Year: Year 2029 Project ID: Barrhaven Fellowship CRC East/West Street: Site Access North/South Street: Jockvale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 8 42 Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A C Approach Delay 18.2 Approach LOS C

28 26 EXHIBIT 8 TRANSPORTATION BRIEF CHECK LIST

29 27