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© 2015 Thinkspace Architecture Planning Interior Design - All Rights Reserved
Feasibility Study
Community Safety Building
Town of Sidney, B.C.
Final Report
September 26, 2014
Bradley Shuya Architect Inc.
762 Ralph Street
Victoria, BC V8X 3C9
T: 250-727-0605
Community Safety Building Feasibility Study
Town of Sidney
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Table of Contents 1.0 Executive Summary .................................................................................................................1
2.0 Background ............................................................................................................................1
3.0 Purpose of the Study ...............................................................................................................2
4.0 The Site ..................................................................................................................................2
5.0 Methodology ..........................................................................................................................3
6.0 Traffic ................................................................................................................................... 13
7.0 Findings ................................................................................................................................ 19
Appendix A – Study Participants ....................................................................................................... 20
Appendix B – Reports to Council ....................................................................................................... 21
Appendix C – Program Areas ............................................................................................................ 23
Appendix D – Traffic Study ............................................................................................................... 25
Appendix E – Fire Insurance Grade Update Report ............................................................................ 27
Community Safety Building Feasibility Study
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1.0 Executive Summary
This study follows previous work on relocating the Sidney Fire Hall. It focuses specifically on the feasibility of
utilizing about a third of the nine acre existing Sidney Elementary School site located on Henry Avenue at Seventh
Street, in Sidney, B.C.
In addition to the Fire Hall, the Sidney Community Safety Building will include the town Emergency Operation
Centre (EOC), training facilities and the BC Ambulance Service (BCAS). The total building area will be about 3527m2
(37,968 sqft). Conceptual layouts of the facility were prepared and separate investigations on the present and
future needs of the site for educational purposes were completed. The Traffic impacts of this development were
studied.
These concepts were reviewed by Town of Sidney staff, Fire Hall personnel and the School District No. 63 Facilities
Department.
The findings confirm that the location is suitable for the proposed Community Safety Building and that it can be
located on the school site without compromising the current and future educational needs. There is an
opportunity to develop a civic amenity to enhance this neighbourhood and provide essential emergency services
for current and future Sidney residents.
2.0 Background
Options for relocating the existing fire hall have been discussed over the past several years. In 2009 the Sidney Fire
Hall Expansion and Renovation Study indicated that the existing building, completed in 1989, needed renovations
to address seismic, architectural, plumbing and electrical deficiencies and to address additional space
requirements for the administration and apparatus areas. Recent Fire Underwriters Survey study and Royal Roads
University Emergency Management Review confirm these findings. These reports also stress that a larger building
is required to meet current needs and to house larger apparatus and provide space for an on-site training facility
and hose tower.
In 2010 alternative site options were evaluated including the existing fire hall site, although the school site was not
included. All the sites had limitations, in particular, ability to acquire the property, access by volunteers,
emergency response capabilities, land size and costs. Victoria Airport Authority (VAA) lands were determined to
not be an appropriate location due to its proximity to the threshold of runway 09/27, which is the primary arrival
and departure runway for larger jet aircraft.
In 2012, the possibility arose of acquiring a portion of School District (SD) No.63 lands, at 2281 Henry Avenue,
where the Sidney Elementary School is currently located. It was determined that the 9.19 acre site exceeds
current and projected educational facility needs of the Sidney Elementary School and that use of a portion of the
site for a fire hall and community safety building had merit.
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In accordance with legislative requirements for the SD to dispose of the land, a feasibility study is required:
subsequent steps led to the appointment of the consultant team of Bradley Shuya Architect Inc., Graham Hoffart
Mathiasen Architects, and Bunt and Associates in 2014 to undertake this feasibility study.
3.0 Purpose of the Study
The objective of the study was to assess the suitability of the site for a Community Safety Building which would
house a fire hall, ambulance services, emergency operations centre, training facility and associated services and
since it is adjacent to an existing school, to assess the current and future compatibility of a Community Safety
Building with an elementary school.
4.0 The Site
The 9.19 acre site is located at the geographic centre of Sidney at Henry Avenue and Seventh Street on the
northwestern edge of the town center.
This property is the only centrally located and primarily un-developed site available which is of sufficient size to
accommodate a new Community Safety Building. Easy vehicular access to main traffic circulation routes would
enhance response times to all parts of Sidney. This central location is in close proximity to the majority of the
residences of the volunteer fire fighting members, ensuring easy access to the community safety building, in
response to an emergency call out.
SUBJECT
Site
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5.0 Methodology
The requirements for each of the facilities, the School and the Community Safety building, were projected forward
and siting alternatives were pursued.
To preserve the future options for educational needs, the School District indicated that a new replacement Sidney
Elementary school should be anticipated for this site.
Based on current demographics, the projected requirements for Sidney Elementary School indicate a declining
school age population. In the event of residential densification or a shift in population dynamics which would
reverse that downward trend, a projected maximum enrollment of 400 students was used as an outside parameter
for site planning purposes.
Current enrollment at Sidney Elementary is 351 (K to grade 5) actual capacity is 385. A StrongStart centre for early
learning (infant to 5 years) is also located on the site.
Three (3) replacement options were developed and presented to School District No. 63 on July 16, 2014. The three
replacement options are summarized as follows:
Option 1 – New freestanding school fronting Seventh Street; combination of one storey and two stories. This
Option would allow for demolition of the existing school after the new school is completed.
Option 2 – New school fronting Henry Street, with some overlap over the existing school footprint. A phased
demolition would be required for this option and additional space may be available within the existing school if the
enrolment numbers do not increase at the time of construction. If additional space is not available within the
school, then portables would be required during construction. Option 2 also allows for a potential renovation of
the wing along the Seventh Street frontage if a new 2 storey classroom wing is not desirable.
Option 3 – A combination of new school blocks, and some renovation of the existing school within its current
footprint, such as the Gym and West classroom wing. Additional space would have to be accommodated by
portables to allow for some phased demolition.
All options meet or exceed the present building area and are based on a future maximum enrollment of 400
students (subject to confirmation). The existing school building area is approximately 3400m2. The proposed
future building would be 3900m2 (41,980 sq
ft). All three options can be accommodated at this site which would
allow the excess area to be used for the Community Safety Building. Option 1 is the preferred design based on
construction and building and parking layout on the site.
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Community Safety Building
In addition to accommodating the Fire Department, the Sidney Community Safety Building will provide for a three-
bay BC Ambulance Service Centre and associated support facilities, including the Peninsula Emergency Measures
Organization (PEMO). It will also serve as the Emergency Operations Centre (EOC) for the Town of Sidney.
Included in the program will be training facilities for a variety of programs and service personnel. In order for the
town to maintain adequate emergency services and appropriate facilities for personnel, a post disaster building is
required; this new community safety building would comply with all these requirements.
A draft spatial program was prepared by staff (Appendix ‘C’) and the Central Saanich Fire Hall #1 was used as a
reference building. These areas were scaled up to include Mechanical and Electrical Service Rooms, circulation,
and interior and exterior walls. The resulting gross area of approximately 3635m2 (39,130 Sq ft) may be larger than
the resulting final design and no attempt has been made to refine the areas. The rationale is that if a larger
building were found to be feasible, then one of reduced scale would easily be accommodated. It is essential to
ensure that future space needs are planned for and accommodated in this design, particularly, in light of the fact
that the current fire hall is insufficient in terms of space and functionality. These program areas are shown
graphically in Appendix C.
Schematic plans and a three dimensional representation are illustrated on page 9.
There is a preference for “drive-through” apparatus bays for functionality and efficiency and the planning reflects
that. Additionally, “drive-through” apparatus bays are also preferred to eliminate the requirement for backing into
the bays, as it minimizes the use of the ‘back-up’ beeper. Site planning is based on the turning radii of the
apparatus. The largest apparatus is the Peirce 100 foot Platform. Turning templates for this vehicle, and the
appropriate ambulance vehicles were used for site planning.
An early finding of site plan studies indicates that “frontage width” of the facility varied depending on the driveway
access configuration, in order to optimize the building layout and driveway access. The BCAS was set back from
the street. This provides a “drive-through” option for ambulance vehicles also. Additionally, it was determined
that the Ambulance Facility could be separate from the front of the building and located towards the rear of the
building. There is minimal public interaction with the BCAS and support spaces like decontamination showers are
specific to their own program requirements. Thus the location shown provides a self contained unit and reduces
the overall width of the site frontage.
In the preferred option, the primary spatial functions are accommodated on the two main levels of the building,
and dormitory space, washrooms, and associated uses are located within a small footprint on the third floor. The
third floor would be constructed to allow for future expansion of additional dormitory space and other associated
uses, as required. This three storey option also illustrates the relatively minor impact on the neighbourhood of
that three storey section.
The preferred option is a three storey scheme. Since there is only one elevator, and the preferred location for it is
at the front, the dormitory in this option is located at the front together with the fire pole and convenience stair.
This option has the greatest potential for the future expansion on both levels 2 and 3.
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As the study progressed, opportunities were identified which would provide enhancements to the streetscape and
public domain. A variety of public amenities were identified that would be complementary to the building and
through siting, public amenities were incorporated into the site plan. The building has been set back from the
street to allow the creation of public amenity areas in the front of the building. Traffic calming measures such as
curb bulges and installation of street trees will reduce the apparent width of the street and influence speed
reductions and improve the overall safety along the entire block of Seventh Street.
Additional street trees and clustered tree and landscape plantings, wider sidewalks and addition of a bicycle lane
along the frontage will also improve the pedestrian experience and enhance the quality of this area of the
community. These would be significant investments in pedestrian and streetscape amenities that could be a
welcome addition to the neighbourhood (for further information, refer to section 6.0 Traffic).
Historically, community safety buildings have been located in urban areas where the highest densities exist and the
fire fighting services are within close proximity.
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Preferred Option SE Corner
Preferred Option Street View
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6.0 Traffic
Baseline conditions were established through field observations, traffic surveys, research of ICBC records,
interviews with comparable schools located adjacent to Fire Halls, and projections based on Bunt and Associated
data base.
The findings are:
Vehicle, Cycling and Pedestrian Traffic
The AM Peak Period for school related traffic was from about 8:30 to 8:45 am at all study area
intersections. The PM Peak Period occurred from about 2:30 to 2:45 pm. The heaviest traffic volumes
were at the Seventh Street & Henry Avenue intersection as a result of before and after school peak pick-
up & drop-off times. During the AM School Peak, 127 vehicles, 18 pedestrians and 7 cyclists travelled
through the intersection. During the PM School Peak, 127 vehicles, 36 pedestrians and 9 cyclists travelled
through the intersection.
While the Seventh Street & Henry Avenue intersection is shown to easily handle the volume of vehicles
and pedestrians during the school AM and PM peak-hour periods, the vehicles entering and leaving the
main staff parking area were observed to create a back up of traffic at both entrances and legs of the
intersection and are the main contributor of safety issues near this intersection.
A significant number of cyclists travel through the Siddall Road & Henry Avenue intersection. During the
AM observation period (from 8:15 to 8:45AM) approximately 20 cycling trips were observed either
destined to or coming from the nearby Lochside Trail and approximately 20 cyclists were observed
travelling southbound on Siddall Avenue to eastbound on Henry Avenue. During the PM observation
(from 2:15 to 2:45PM) period, approximately 11 cycling trips were observed either destined to or coming
from the nearby Lochside Trail and approximately 7 cyclists were observed travelling westbound on Henry
Avenue to northbound on Siddall Avenue. Not all this cycling traffic is associated with the school, as some
cyclists would be commuting to & from work. However, it may be reasonable to assume approximately
half of this cycling traffic is school related.
The cycling lane (bike path) which extends from just east of Chicory Place to Siddall Road is
unconventional. There is insufficient width to accommodate both a cyclist and a pedestrian (particularly
one with a mobility aid) passing each along this pathway and would require either the pedestrian or
cyclist to venture out into the roadway. It is noted that no parking is permitted adjacent to the path.
Although not within the scope of this study, typically the Average Weekday PM Peak Hour forms the basis
of most traffic analysis as is usually the worst case scenario for traffic conditions. According to available
information, during the PM Peak Hour the proposed new Community Safety Building location currently
experiences approximately 5 cars every minute passing the site.
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Speed Survey
A speed survey was conducted along site frontages of the school. On Henry Avenue, speeding occurred in
both directions, while on Seventh Street the speeding occurs in the southbound direction. Informal
discussions with neighbours around the school revealed that speeding most often occurs in late afternoon
and therefore the percentage of speeding drivers may actually be higher than the results shown.
The survey conducted on Resthaven Drive shows that while 25% of drivers observed were speeding, most
drivers were observed to slow down near the intersection with Henry Avenue. This is likely a result of the
installation of curb bulges and pedestrian actuated flashers at this location. Curb bulges can be an
effective traffic calming measure as they aid in visually narrowing the roadway and can result in reduced
travel speeds and improve the visibility of pedestrians at crossing locations. The addition of pedestrian
actuated flashers further improves the visibility and safety of pedestrians.
The roadways in the area of the school appear to have been originally designed for higher speeds than are
currently posted. A review of the cross section elements of local area roadways is recommended and
consideration should be given to narrowing the travelled roadway widths to slow traffic. Narrower travel
lanes, curb extensions, landscaped medians, bike lanes, landscaped boulevards, on-street parking and
wider sidewalks would safely accommodate all modes of transportation. Redesigning the streets for lower
speeds and reallocating the public right-of-way by widening the sidewalks and installing bike lanes would
also increase the opportunities for students to walk and bike to school in a safe environment.
Phone Interviews
A phone interview was conducted with Vice Principal (Anne Nilsen) at South Park Elementary on June 9
2104. She reports that there are no issues as a result of the proximity to the fire hall and that staff and
students of the school are very appreciative of the fire hall staff. Students particularly enjoy the
‘walkovers’ to the fire hall.
The phone interview with the Principal (Christopher McIntosh) at Central Middle School was conducted
on June 10, 2014. He reports that there are no issues as a result of the proximity to the fire hall and that
staff and students of the school are very fond of the fire hall staff, who participate in school projects,
sports and fundraising efforts.
Crash Data
In 2009, one crash resulting in injury occurred on Henry Avenue near the intersection with Simkin Place.
In 2012, one crash resulting in a casualty occurred on Seventh Street near the intersection with James
White Boulevard. Town staff reported that a pedestrian was struck and fatally injured on Henry Avenue at
the cross walk near Sidall Road. These unfortunate incidents did not involve students of the school.
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During observations several potential pedestrian & vehicle conflicts points were identified. The volume of
vehicles that enter and exit the staff parking area during the school peak drop off and pick up periods
create safety issues within the main parking lot, at the parking lot driveways on Henry Avenue and
Seventh Street, and along the roadways near the driveways.
Potential Conflict Areas
With vehicles both coming and going out of both of the main parking lot entrances at Henry Avenue and
Seventh Street there is an increased risk of pedestrian / vehicle conflict. It should be noted the north
driveway of the main parking lot is too close to the Seventh Street & Henry Avenue intersection. There is
currently approximately 12m distance available where a minimum of 25m distance is recommended for a
collector road.
The current angled parking configuration along the school frontage on Henry Avenue is also not
recommended. With many vehicles parked close together it is difficult for drivers to see oncoming
vehicles and cyclists while backing out of these spaces. A parallel parking arrangement is preferred.
School staff had noted that on occasion the school bus parks on the school crosswalk located on Seventh
Street and blocks it. This behavior was not observed during site reconnaissance; however a car travelling
northbound did not stop (as required) while the bus was loading during the PM pick up time period. It is
recommended that a ‘School Bus Stop Ahead’ sign(s) be posted on either side of the bus stop location on
Seventh St to alert oncoming drivers that they are approaching a school bus stop.
Parking Lot Usage
The school has a total of forty six (46) formalized parking stalls on site within the two parking lots,
including three (3) stalls reserved for persons with disabilities and nine (9) visitor parking stalls. Seven (7)
staff stalls and two (2) stalls reserved for persons with disabilities are located in a small parking lot with
access only from Seventh Street. The remaining thirty seven (37) formalized stalls, including nine (9)
visitor and one (1) space reserved for persons with disabilities) are located in the main parking lot which
allows entry & exit from either Seventh Street or Henry Avenue.
All seven (7) staff stalls in the small parking lot and nineteen (19) staff stalls in the main parking lot were
occupied by staff outside of the peak pick-up and drop-off time periods. A total of 26 staff parking stalls
were occupied during school hours, leaving twenty (20) stalls unoccupied (including the three (3) stalls
reserved for persons with disabilities).
During the AM Peak drop off time, five (5) non – staff vehicles were observed to use the small parking lot
for drop off purposes, while approximately twenty one (21) non-staff vehicles entered and exited the
main parking lot.
During the PM Peak pick up time, five (5) non – staff vehicles were observed to use the small parking lot
for pick up purposes, while approximately twenty eight (28) non-staff vehicles entered and exited the
main parking lot.
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Approximately 32 bikes were parked in the bicycle parking area located in front of the school. It appears
that a total of 46 (or more) bicycles can be accommodated.
Existing Parking, Pick up and Drop off Requirements
With the current enrollment of approximately 351 students, the school requires:
26 on-site staff parking stalls (plus 2 stalls for persons with disabilities and a loading stall)
A student drop-off area(s) that during the AM Peak Period can accommodate up to a total of 83 vehicles
within a 15 minute window. Currently during this time period, 26 drivers use the parking lot areas, 44
drivers use the drop off area along the school frontage on Henry Avenue and 13 drivers park on Seventh
Street.
A student pick up area(s) that during the PM Peak Period can accommodate up to a total of 70 vehicles
within a 15 minute window. Currently during this time period 32 drivers use the parking areas, 28 drivers
use the pickup area along the school frontage on Henry Avenue and 10 drivers park on Seventh Street.
Future Parking, Pick up and Drop off Requirements
Based on a 400 student capacity with approximately 30-40 staff, the school is anticipated to require:
Sufficient parking on-site and limited on-street parking to be made available to accommodate
approximately 41 vehicles for drop off & pick up. As discussed earlier the current parking configuration
on Henry Avenue is not recommended. With parallel parking implemented at this location, it is
estimated at approximately 18 parallel parking stalls could be provided at this location; however another
23 vehicles will still need to be accommodated for short term parking. It is noted that during site
observations, ample on-street parking was available on the surrounding streets.
The visitor parking stalls that are currently available within the main staff parking area could be removed
to accommodate additional school staff. The congestion and traffic issues currently experienced in the
parking areas would be significantly reduced and vehicles would only enter in the AM and exit in the PM,
and therefore no or very limited two-way traffic flow would occur at driveways. The small staff parking
lot to the south could be reduced in size and designated as a reserved loading area only, or expanded to
include a new pick up & drop off area.
Design Parameters for Community Safety Building
Any new plantings on curb extensions along the frontage of the proposed new Community Safety Building
site should be kept low so as not to compromise the sight distance requirements. Planting trees along the
site frontage should be evaluated to ensure that the needs of the Town to develop a project with high
quality urban design and an attractive streetscape is balanced with the safety of vehicles leaving the site.
High canopy trees could be considered providing they do not have a significant trunk width.
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With the preferred design concept, approximately 19 on-street parking stalls on the west side of Seventh
Street will be lost. No parking should be permitted along the site frontage.
The driveway directly to the south of the site (9882 Seventh Street) which will require let downs or a roll
over style curb (within the curb extension) to provide access/egress for the homeowner for all options.
With the preferred design concept, there is some concern about the driveway located at 9882 Seventh
Street, directly to the south. If a long and/or tall vehicle such as a moving truck or truck and camper were
to park there, the visibility for the ambulance drivers will be limited. At this time, it is uncertain how this
could be addressed, other than restricting these vehicles types on this particular driveway.
Recommendations
Narrow the travelled roadway widths to slow traffic. Narrower travel lanes, curb extensions, landscaped
medians, bike lanes, landscaped boulevards, on-street parking and wider sidewalks would safely
accommodate all modes of transportation. Alternately, multi-use pathways (or sidewalks and cycling
lanes), could be accommodated within the road right-of-ways along the adjacent streets near the school.
The provision of these facilities could encourage the use of alternate modes of transportation other than
the automobile and in turn reduce the amount of vehicle traffic around the school as well as the demand
for pick up & drop off parking. This would also significantly improve the neighbourhood by making it
more pedestrian and bicycle friendly and inclusion of the Active & Safe Routes to School ‘best practices’
would further enhance the quality of the street and encourage more students to walk and bike to school.
If there was an Active & Safe Route to School Program, it would reduce traffic to school and create a safer
environment for children.
Replace the existing bike storage from the current concrete block style with slots for the bicycle wheel.
The existing bike storage can cause damage to wheels, lack in stability for bicycles and provide poor
locking points. Cluster style racks including the ‘U’ rack and the ‘Ring and Post’ rack are preferred.
Provide shelter for bicycles to protect them from inclement weather. A sheltered facility for staff bicycles
could also be provided within the staff parking lot. For example, remove two staff parking stalls and
provide a sheltered bike storage facility.
In the detailed design phase an extended speed survey could be conducted which includes the Average
Weekday AM and PM Peak Hour Periods, rather than school peak hours to determine the extent of
speeding which may occur on the School’s adjacent streets.
Further study (and warrants as required) to determine appropriate pedestrian crossing control devices
and treatments can be undertaken at locations where the safety of pedestrians has shown to be an issue.
Since the peak hour of traffic may not coincide with the peak hour for pedestrians, it may be necessary to
survey for several hours to ascertain which hour would constitute the one hour assessment period.
Provide parallel parking along the school’s site frontage on Henry Avenue for the purpose of pick up and
drop off at this location. Time restrictions could be implemented, for instance 5 minute maximum during
school hours, so that the availability of these stalls is increased and vehicles would not be able to park all
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day at this location. Further study will be required to determine the extent of the impact of time
restricted on-street parking and / or the best location for additional parking on-site.
If the School’s larger main parking lot is to remain accessible to parents for the purpose of pick-up & drop-
off, consideration should be given to one way traffic flow through the parking lot. For instance, enter only
from Henry Avenue and exit only to Seventh Street.
If the smaller staff parking lot is to be considered for expansion for pick up & drop off activity in the
future, the adjacent play area and playing field may be impacted. Careful consideration should be given
to the design which should have one-way traffic flow.
A yield sign has been installed as a traffic control device on Chicory Place. It is suggested that this sign be
replaced with a stop sign.
Planting trees along the site frontage should be carefully evaluated to ensure that sight distance
requirements are not compromised. High canopy trees could be considered providing they do not have a
significant trunk width.
With the preferred design concept, the visibility for the ambulance drivers will be limited and
consideration should be given to restricting long and/or tall vehicles such as a moving truck or truck and
camper in the driveway located directly to the south located at 9882 Seventh Street.
Due to the loss of several on-street parking spaces along Seventh St to accommodate the proposed new
Community Safety Building, further study regarding the utilization of on-street parking (on Henry Avenue,
Seventh Street and other minor local roads) should be considered to ensure there will be sufficient on-
street parking availability for the purpose of drop off and pick up for the school if the on-site school
parking supply is not to be increased.
The full traffic study is included in Appendix D.
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7.0 Findings
The site studies show that the current and future needs of Sidney Elementary School and the Sidney Community
Safety Building can be accommodated on this site. Frontage width is a significant factor in the layout and siting of
the Public Safety Building and options to reduce the frontage are feasible. A future school of 400 enrollment with
the required sports fields can be accommodated on the site. Experience with other comparable sites with Fire
Halls in close proximity (South Park Elementary, Central Middle School) indicates that the Fire Halls are compatible
and complementary to educational opportunities. This study did not identify any specific joint use areas that were
necessary to make the location feasible although proximity of the two facilities on this site will promote synergies
and joint use of facilities.
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Appendix A – Study Participants
Town of Sidney
Marianna Elliott, MCIP
Director of Development Services
Sidney Fire Rescue
Jim Tweedhope
Fire Chief
Brett Mikkelsen
Assistant Fire Chief
Bradley Shuya Architect Inc.
Bradley Shuya, Architect AIBC
Graham Hoffart Mathiasen Architects
Ron Hoffart, Architect AIBC, REFP
Bunt and Associates
Sharon Lee
Senior Transportation Technician
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Appendix B – Reports to Council
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Community Safety Building Feasibility Study
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Appendix C – Program Areas
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Community Safety Building Feasibility Study
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Appendix D – Traffic Study
MEMO
DATE: September 8 2014
PROJECT
NO:
4994.01
PROJECT: Town of Sidney Proposed Community Safety Building
SUBJECT: Feasibility Study
TO: Bradley Shuya, M.Arch, B.Arch - Project Architect
Bradley Shuya Architects Inc
FROM: Sharon Lee, CTech
Bunt & Associates has been commissioned by the Town of Sidney as part of a Design Team led by
Bradley Shuya Architects Inc. to conduct a traffic study, which will be included in the Feasibility
Study for a proposed new Community Safety Building at the property currently occupied by Sidney
Elementary School, located at 2281 Henry Avenue.
1. METHODOLOGY A study of the current traffic operating conditions, including interactions of pedestrian and vehicle
movements was required to establish the “baseline” conditions. Bunt also used a radar gun to
collect speeds of vehicles travelling along the roadways adjacent to the subject property. A site visit
and field observations were also conducted to identify any potential pedestrian & vehicle conflict
points, along with street parking demand during the school peak hours. Accident records available
from ICBC were also reviewed as part of the study.
Information interviews were conducted with the school principals of the two comparable schools
(South Park Elementary and Central Middle School in Victoria) that are located adjacent to Victoria
Fire Department’s fire halls to identify any existing operating or safety issues.
Due to the Project Schedule outlined in the RFP document, it was not possible to conduct a detailed
data collection program to document on-site parking, pick-up & drop-off, and traffic demand for the
existing elementary, as the school’s year would typically end in June. Further, a teacher’s strike
occurred on June 17, 2014, which made the collection of any further data impossible.
The future sizing of the on-site parking, vehicle pick-up/drop-off for the new elementary school was
developed based on Bunt in-house data that was collected previously for other elementary school
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projects. Generic guidelines are provided to guide the preliminary access arrangement, parking and
pick-up & drop-off layout for the school.
With respect to the Community Safety Building design, given the project is only at the feasibility
study stage, only generic design parameters such as frontage road cross-section requirements,
apparatus spacing, driveway locations and sizes have been provided as part of this exercise. A high-
level turning template review using AutoTurn is also included as part of this exercise to inform
building footprint requirements.
2. SIDNEY ELEMENTARY SCHOOL
2.1 Enrollment
According to information provided to Bunt, there are currently 351 students enrolled from
Kindergarten to Grade 5, however the actual capacity is 385 students.
2.2 StrongStart Centre
StrongStart Centre provides early learning through play and is designed to support exploration,
discovery and language. It is a school-based free program, offering enriched environment for infant
to 5 year old preschool children, their parents and caregivers.
This is a drop-in program operating at Sidney Elementary School, and is typically open from 8:40am
to 11:40am on weekdays, with the exception of Tuesdays, where it opens from 1pm to 4pm.
Traffic counts specific to the StrongStart Centre were not conducted separately. It has been
assumed that most caregivers would be dropping older children off to attend Sidney Elementary and
then taking the younger siblings to the Centre afterwards. It should be noted that this is not a
daycare operation as caregivers are expected to participate in the learning experience along with an
early childhood educator.
3. CURRENT TRAFFIC OPERATING CONDITIONS Bunt conducted traffic surveys during peak pick up and drop off periods for the school and the
immediate area surrounding the school.
3.1 Traffic volumes
Traffic observations were conducted on Wednesday, June 11, 2014, at the following unsignalized
intersections:
Seventh Street & Henry Avenue
Siddall Road & Henry Avenue
Brethour Avenue & Seventh Avenue
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The AM Peak Period for school related traffic was from about 8:30 to 8:45 am at all study area
intersections. The PM Peak Period occurred from about 2:30 to 2:45 pm. The heaviest traffic
volumes were at the Seventh St & Henry Ave intersection as a result of before and after school peak
pick-up & drop-off times. During the AM School Peak, 127 vehicles, 18 pedestrians and 7 cyclists
travelled through the intersection. During the PM School Peak, 127 vehicles, 36 pedestrians and 9
cyclists travelled through the intersection.
While the Seventh Street & Henry Avenue intersection is shown to easily handle the volume of
vehicles and pedestrians during the school AM and PM peak-hour periods, the vehicles entering and
leaving the main staff parking area were observed to create a back up of traffic at both entrances
and legs of the intersection and are the main contributor of traffic issues near this intersection.
Refer to the following Exhibit 1- Main Staff Parking Lot Turning Movements and Section 6 for further
details.
Exhibit 1: Main Staff Parking Lot Turning Movements
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3.2 PM Peak Hour
It was not within this study scope to collect PM Peak Hour data, however typically the PM Peak Hour
forms the basis of most traffic analysis as is usually the worst case scenario for traffic conditions.
For comparison purposes, available PM Peak Hour traffic volumes for the subject site, South Park
Elementary and Central Middle School sites are provided. These two schools have adjacent fire
halls.
PM Peak Hour traffic volumes were available from the Sidney Downtown Traffic Movement Study. At
the Seventh Street & James White Boulevard, a total of 808 vehicles pass though the intersection,
with 324 vehicles passing the proposed future fire hall location.
Near South Park Elementary, the total volumes through the Douglas Street & Michigan Street
intersection are 1022 vehicles during the PM Peak Hour. Of this total 191 vehicles pass the fire hall
& school. This data was collected during a traffic study for a nearby (Bunt) project currently
underway.
Approximately 850 vehicles pass Central Middle School fire hall and school (located on Yates Street)
during the PM Peak Hour according to traffic data available on the Capital Regional District (CRD)
website.
In summary, Central Middle School currently experiences the highest traffic volumes with
approximately 14 vehicles every minute passing the site. The proposed new Community Safety
Building location currently experiences approximately 5 cars every minute passing the site, while
South Park Elementary currently experiences approximately 3 cars every minute passing the site.
3.3 Speed Survey
A brief vehicle speed survey was conducted along the following roadways near Sidney Elementary
School during school hours:
Henry Avenue
Seventh Street
Resthaven Drive (included due to high incidence of crashes, refer to Section 5)
The posted speed for roadways surrounding the school is 30 km/hr. In the vicinity of the school,
approximately 15% of drivers on Henry Avenue, 2% of drivers on Seventh St, and 25% of drivers on
Resthaven Drive were travelling 40 km/h or higher during the speed travel surveys. The section of
Brethour Avenue, between Resthaven Drive and Seventh Street, is too short to accommodate
speeding vehicles.
The speed survey was conducted along site frontages of the school. On Henry Ave, speeding
occurred in both directions, while on Seventh Street the speeding occurs in the southbound
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direction. Informal discussions with neighbours around the school revealed that speeding most
often occurs in late afternoon and therefore the percentage of speeding drivers may actually be
higher than the results show. In the detailed design phase, an extended speed survey could be
conducted which includes the average AM and PM Peak Hour Periods, rather than school peak hours.
The above photo shows pedestrian actuated flashers at the Henry Avenue & Resthaven Drive
intersection (eastbound looking south).
The survey conducted on Resthaven Drive shows that while 25% of drivers observed were speeding,
most drivers were observed to slow down near the intersection with Henry Avenue. This is likely a
result of the installation of curb bulges and pedestrian actuated signals at this location. Curb
bulges can be an effective traffic calming measure as they aid in visually narrowing the roadway and
can result in reduced travel speeds and improve the visibility of pedestrians at crossing locations.
The addition of pedestrian actuated flashers further improves the visibility and safety of
pedestrians.
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The roadways in the area of the school appear to have been originally designed for higher speeds
than are currently posted. A review of the cross section elements of local area roadways is
recommended and consideration should be given to narrowing the travelled roadway widths to slow
traffic. Narrower travel lanes, curb extensions, landscaped medians, bike lanes, landscaped
boulevards, on-street parking and wider sidewalks would safely accommodate all modes of
transportation.
Henry Avenue appears to have approximately 21.5m right-of-way available and Seventh Street
appears to have approximately 20m. Refer to the following examples of the streetscape elements1
which could be implemented along these roadways. Public education should be undertaken to
inform the community of multi-use right-of-way options that could incorporate wider sidewalks,
protected bike lanes, and appropriately designed lane widths (30km design speed), which would
create a safe and functional street for all users; pedestrians, cyclists, and vehicles. Additionally,
public consultation and further study should be undertaken to gain community support and
determine the preferred multi-use cross section arrangements. “Complete Streets” 2 policies promote
planning, engineering and transportation polices that provide a safer road network for all road users
It should be noted that the following two concepts are for visual representation and discussion
purposes only as they have been prepared based on available ortho-photography and not an actual
survey of the roadways. At the Town’s discretion, for both concepts, narrower vehicle travel lanes,
wider bike lanes and sidewalks and / or a shared pedestrian / cyclist pathway could be
accommodated along with a landscaped buffer separating the vehicle lanes / parking lanes from
other road users. Street lighting and street furniture can also be provided within landscaping
elements.
1 http://streetmix.net/-/153730
2 http://www.tc.gc.ca/media/documents/programs/cs72e-completestreets.pdf
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Henry Avenue looking east
The above Henry Avenue concept illustrates a 3.1m wide median (which could also accommodate
left turn lanes at intersections), 3.2m wide travel lanes, 1.8m wide bike lanes, a 2.4m wide parking
lane (on the south side of the street only), 1.0m wide boulevards and 2.0m wide sidewalks.
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Seventh Street looking north
The above Seventh Street concept illustrates 3.1m wide travel lanes, 2m wide bike lanes, 2.4m wide
parking lanes, 2.5m wide sidewalks with street trees. It should be noted that street trees should not
be planted in the centre of the sidewalk as illustrated above as this would narrow the available
sidewalk width and the on-street parking could be removed near intersections to allow for left turn
lanes, if necessary.
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4. INFORMATION INTERVIEWS Information interviews were conducted with the school principals of the two comparable schools
located adjacent to Victoria Fire Department’s fire halls to identify any existing operating or safety
issues.
4.1 South Park Elementary
A phone interview was conducted with Vice Principal (Anne Nilsen) at South Park Elementary on June
9 2104. She reports that there are no issues as a result of the proximity to the fire hall and that
staff and students of the school are very appreciative of the fire hall staff. Students particularly
enjoy the ‘walkovers’ to the fire hall.
4.1.1 General Site Observations
Victoria Fire Departments Fire Station No.2 is located next to South Park Elementary at 650
Michigan Street. There is a posted 30 km/hr speed limit on both Michigan Street and
Government Street in the vicinity of the site from 8am to 5pm on school days.
There is a loading zone with room to accommodate approximately two vehicles on
Government Street just north of the school site with a 3 min maximum.
Between the fire hall and the school there is a zebra style pedestrian crosswalk.
At the unsignalized intersection of Government Street & Michigan Street there are zebra
style pedestrian crossings on all four legs.
A drop off & pick up zone is located along the school site frontage, one on-street parking
space directly to the east of fire hall and more on-street parking along the north side of
Michigan St to the west of the fire hall (in front of the Robbin’s operated parking lot) with
one hour restricted parking otherwise no on-street parking is permitted.
All roadways surrounding the school and fire hall sites are two way streets.
No fire signals were observed in the local area.
4.2 Central Middle School
The phone interview with the Principal (Christopher McIntosh) at Central Middle School was
conducted on June 10, 2014. He reports that there are no issues as a result of the proximity to the
fire hall and that staff and students of the school are very fond of the fire hall staff, who participate
in school projects, sports and fundraising efforts.
4.2.1 General Site Observations
Victoria Fire Department’s Fire Station No.1 is located across the street from Central Middle
School at 1234 Yates Street and near the signalized intersection with Camosun Street. At
this intersection there is pedestrian operated signal for the crosswalk on Yates St.
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At the signalized Yates Street & Fernwood Road intersection there are pedestrian operated
signals on all four legs of the intersection as well as illuminated signs mounted on the
signal arms (on the Fernwood Road legs and the westbound leg of Yates Street) which read
‘FIRE SIGNAL REMAIN STOPPED’.
At the unsignalized intersection of Fort Street & Fernwood Road there is a fire signal. Both
Fort Street and Yates Street are one-way roads.
There are no pedestrian facilities at the unsignalized intersection of Yates Street & Ormond
Street.
There is no on-street parking along the fire hall site frontage but it is permitted on the other
side of the road.
Fernwood Road is a two way street and has a posted speed limit of 30km/h in the area of
the school and no-on street parking is permitted.
No parking is permitted along Fort St along the school site frontage but two hour restricted
on-street parking is permitted on the south side in the vicinity of the school.
There are bus stops located along Yates Street, Fernwood Road and Fort Street in the
vicinity of the site.
5. REVIEW OF ICBC CRASH DATA Accident records from ICBC between 2009 and 2013 for intersections surrounding the subject site
were reviewed as part of the study. In 2009, one crash resulting in injury occurred on Henry Avenue
near the intersection with Simkin Place. This incident involved two vehicles. One vehicle backed out
of a residential driveway when it hit the other vehicle as it went around the cul-de-sac.
In 2012, one crash resulting in a casualty occurred on Seventh Street near the intersection with
James White Boulevard. This incident involved a vehicle and a pedestrian. The vehicle was travelling
southbound on Seventh St when the pedestrian, who was crossing the south crosswalk on James
White Boulevard, was struck. The pedestrian fell on the hood of the vehicle, then hit the ground.
There is a four-way stop at this intersection and therefore speeding would not be the cause of this
crash. Unfortunately, the driver did not see the pedestrian.
Crashes further away from the school, along Resthaven Drive, James White Boulevard and Beacon
Avenue are more frequent, however, are not discussed as part of this study as they are not adjacent
to the school site. Town staff reported that a pedestrian was struck and fatally injured on Henry
Avenue at the cross walk near Sidall Road, however no further data on this crash is available at this
time.
Further study (and warrants as required) to determine appropriate pedestrian crossing control
devices and treatments can be undertaken at locations where the safety of pedestrians has shown to
be an issue. Since the peak hour of traffic may not coincide with the peak hour for pedestrians, it
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may be necessary to survey for several hours to ascertain which hour would constitute the one hour
assessment period.
6. SITE RECONNASANCE AND OBSERVATIONS Bunt conducted observations during peak pick up and drop off periods for the school and the
immediate area surrounding the school to monitor potential pedestrian & vehicle conflict points, on-
street parking demand and parking lot usage.
6.1 Potential Pedestrian & Vehicle Conflict Points
During observations several potential pedestrian & vehicle conflicts points were identified. The
volume of vehicles that enter and exit the staff parking area during the school peak drop off and
pick up periods create safety issues within the main parking lot, at the parking lot driveways on
Henry Avenue and Seventh Street, and along the roadways near the driveways.
With vehicles both coming and going out of both parking lot entrances, general traffic flow along
Henry Ave and Seventh St is affected and several cars were observed queuing while waiting for
vehicles to maneuver in and out of the lot. It should be noted the north driveway of the main
parking lot is too close to the Seventh Street & Henry Avenue intersection. There is currently
approximately 12m distance available where a minimum of 25m distance is recommended.
If this parking lot is to remain accessible to parents for the purpose of pick-up & drop-off,
consideration should be given to one way traffic flow through the parking lot. For instance, enter
only from Henry Avenue and exit only to Seventh Street.
The current angled parking configuration along the school frontage on Henry Avenue is also not
recommended. With many vehicles parked close together, it is difficult for drivers to see oncoming
vehicles and cyclists while backing out of these spaces. Consideration should be given to parallel
parking for the purpose of pick up and drop off at this location. Time restrictions could be
implemented, for instance 5 minute maximum during school hours, so that the availability of these
stalls is increased and vehicles would not be able to park all day at this location.
Additionally, the approximately 1.8m wide cycling lane (bike path) which extends from just east of
Chicory Place to Siddalll Road is unconventional. There is insufficient width to accommodate both a
cyclist and a pedestrian (particularly one with a mobility aid) passing each other along this pathway
and would require either the pedestrian or cyclist to venture out into the roadway. It is noted that
no parking is permitted adjacent to the path.
It was observed that many scooters were being utilized in the surrounding area. The minimum
recommended width to accommodate a scooter and a bicycle for a shared pathway on the streets
surrounding the school is 2.4m.
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It was also noted during site reconnaissance that a yield sign has been installed as a traffic control
device on Chicory Place. It is suggested that this sign be replaced with a stop sign.
School bus activity on Seventh Street was also monitored. School staff had noted that on occasion
the school bus parks on the school crosswalk located on Seventh Street and blocks it. This behavior
was not observed during site reconnaissance; however a car travelling northbound did not stop (as
required) while the bus was loading during the PM pick up time period. It is recommended that a
‘School Bus Stop Ahead’ sign(s) be posted on either side of the bus stop location on Seventh Street
to alert oncoming drivers that they are approaching a school bus stop. A bus lay-by has been
considered however vehicles should not be passing the school bus at any time when lights are
flashing to indicate students are boarding or exiting the school bus and potentially entering the
adjacent crosswalk.
Whether or not the proposed Community Safety Building is built adjacent to Sidney Elementary
School it is recommended that an Active Safe Routes to School Program be implemented. This
would likely reduce traffic to / from school and create a safer environment for children.
6.2 On-street Parking Demand during School Peak Hours
The angled parking area located on Henry Avenue along the site frontage was well utilized with forty
four (44) vehicles arriving during the peak AM drop-off period. Of these vehicles, thirty eight (38)
left right away while the other vehicles remained (at least temporarily). During the peak PM pick-up
period, twenty six (26) arrived and twenty eight (28) departed.
During the AM Peak drop off period, thirteen (13) vehicles were observed to utilize Seventh Street to
drop off their children and ten (10) utilized Seventh Street during the PM Peak pick up period.
During both the AM and PM Peak pick up and drop off time periods at the school, there was on-
street parking available within close proximity to the school on Henry Avenue, Seventh Street and on
Brethour Avenue. On-street parking is ample, free and is restricted to 24 hours maximum along the
roadways adjacent to the school. However, it would appear that being able to enter and exit
through both main parking lot driveways, and the fact that caregivers do not have to leave their
vehicle to walk children to & from the school grounds contribute to the attractiveness of using the
main parking lot for pick up and drop off. As discussed earlier, the resultant traffic congestion on
adjacent roadways and the potential for vehicle & pedestrian conflict indicate this is an existing
issue which should be addressed. Further studies including parking lot re-design and access
reconfiguration are recommended whether or not the subject project proceeds.
6.3 Parking Lot Usage
The school has a total of forty six (46) formalized parking stalls on site within the two parking lots,
including three (3) stalls reserved for persons with disabilities and nine (9) visitor parking stalls as
depicted in the following Exhibit 2 – Sidney Elementary School Parking Lots.
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Seven (7) staff stalls and two (2) stalls reserved for persons with disabilities are located in a small
parking lot with access only from Seventh Street and is signed that it is intended for ‘authorized
vehicles only’. The remaining thirty seven (37) formalized stalls, including nine (9) visitor and one
(1) space reserved for persons with disabilities) are located in the main parking lot which allows
entry & exit from either Seventh Street or Henry Avenue.
Exhibit 2: Sidney Elementary School Parking Lots
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All seven (7) staff stalls in the small parking lot and nineteen (19) staff stalls in the main parking lot
were occupied by staff outside of the peak pick-up and drop-off time periods. A total of 26 staff
parking stalls were occupied during school hours, leaving twenty (20) stalls unoccupied (including
the three (3) stalls reserved for persons with disabilities).
During the AM Peak drop off time, five (5) non – staff vehicles were observed to use the small
parking lot for drop off purposes, while approximately twenty one (21) non-staff vehicles entered
and exited the main parking lot.
During the PM Peak pick up time, five (5) non – staff vehicles were observed to use the small parking
lot for pick up purposes, while approximately twenty eight (28) non-staff vehicles entered and exited
the main parking lot.
Approximately 32 bikes were parked in the bicycle parking area located in front of the school. It
appears that a total of 46 (or more) bicycles can be accommodated. Consideration should be given
to replacing the existing bike storage from the current concrete block style with slots for the bicycle
wheel. The existing bike storage can cause damage to wheels, lack in stability for bicycles and
provide poor locking points. Cluster style racks3 including the ‘U’ rack and the ‘Ring and Post’ rack
are preferred.
3 http://www.bicycleparkingonline.org/Rack%20Designs/rack-clusters
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It is further recommended that shelter be provided for bicycles to protect them from inclement
weather. A sheltered facility for staff bicycles could also be provided within the staff parking lot.
For example, remove two staff parking stalls and provide a sheltered bike storage facility.
6.4 Cycling Facilities
There are no formal cycling facilities within the study area with the exception of an approximately
1.8m wide cycling lane (bike path) which extends from just east of Chicory Place to Siddalll Road.
However this pathway is unconventional and improvements to cycling facilities are recommended.
A significant number of cyclists travel through the Siddalll Road & Henry Avenue intersection.
During the AM observation period (from 8:15 to 8:45AM) approximately 20 cycling trips were
observed either destined to or coming from the nearby Lochside Trail and approximately 20 cyclists
were observed travelling southbound on Siddall Ave to eastbound on Henry Ave. During the PM
observation (from 2:15 to 2:45PM) period, approximately 11 cycling trips were observed either
destined to or coming from the nearby Lochside Trail and approximately 7 cyclists were observed
travelling westbound on Henry Ave to northbound on Siddall Ave. It should be noted that not all
this cycling traffic is associated with the school, as some cyclists would be commuting to and from
work. However, it may be reasonable to assume approximately half of this cycling traffic is school
related.
It is recommended that whether or not the subject project proceeds, further study be conducted to
determine how multi-use pathways (or sidewalks and cycling lanes), can be accommodated within
the road right-of-ways along the adjacent streets near the school, as there is sufficient right-of-way
to serve the needs of multiple users. The provision of these facilities would encourage the use of
alternate modes of transportation other then the automobile and in turn reduce the amount of
vehicle traffic around the school as well as the demand for pick up & drop off parking. Currently,
some parents may drive their childrent to school because they do not feel that the street is safe for
children to walk or ride a bike to school.
Increasing the number of children who walk and bike to school would reduce traffic congestion,
thus making the street a safer environment for pedestrians and cyclists. The Active & Safe Routes to
School (ASRS)4 is a national movement dedicated to children’s mobility, health and happiness. The
ASRS provides support, ‘best practices’ and assistance to schools and communities seeking to
incorporate alternative street designs that provide safe and active ways for children to go to and
from school. It is recommended that the Town of Sidney investigate alternatives to increase
active and safe mobility for children through multi-use street design.
4 http://www.saferoutestoschool.ca/
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6.5 Pedestrian Facilities
At the Seventh Street & Henry Avenue intersection, there is an existing crosswalk on the Seventh
Street leg and a zebra style crosswalk located on the west leg of Henry Avenue along with
associated signage.
At the Seventh Street & Brethour Avenue intersection, a zebra style crosswalk is located on the north
leg of Seventh Street along with associated signage.
Just east of the Henry Avenue & Chicory Place intersection, a zebra style crosswalk is located on the
east leg of Henry Avenue along with associated signage.
Along the site frontages, sidewalks (approximately 1.8m wide) are provided along both sides of
Henry Avenue and Seventh Street, however there is a missing segment (approximately 60m) of
sidewalk from the north side of Brethour Aveue to the north towards Henry Avenue. It is
recommended that the sidewalks be widened to accommodate and encourage more pedestrian
activity and as more people walk, it will improve the safety of the street for all users.
7. SUMMARY OF PARKING, PICK UP AND DROP OFF FOR THE SCHOOL
7.1 Existing Conditions
According to the observations conducted on June 11th, 2014, with approximately 351 students
enrolled, the school requires:
26 on-site staff parking stalls (plus 2 stalls for persons with disabilities and a loading stall)
A student drop-off area(s) that during the AM Peak Period can accommodate up to a total of
83 vehicles within a 15 minute window. Currently during this time period, 26 drivers use
the parking lot areas, 44 drivers use the drop off area along the school frontage on Henry
Avenue and 13 drivers park on Seventh Street.
A student pick up area(s) that during the PM Peak Period can accommodate up to a total of
70 vehicles within a 15 minute window. Currently during this time period 32 drivers use the
parking areas, 28 drivers use the pickup area along the school frontage on Henry Avenue
and 10 drivers park on Seventh Street.
7.2 Future Conditions
In the future, enrollment is not expected to grow significantly and, as directed by the project
architect, our future analysis is based on a 400 student capacity with approximately 30-40 staff.
Due to budget and time constraints, the future sizing of the on-site parking, vehicle pick-up & drop-
off for the new elementary school was developed based on Bunt in-house data that was collected
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previously for other elementary school projects. Generic guidelines are provided to guide the
preliminary access arrangement, parking and pick-up & drop-off layout for the school.
An elementary school in Vancouver closely matched the Sidney Elementary School in terms of future
enrollment (412) and large catchment area. For the Vancouver School project an extensive data
collection program was undertaken to determine the extent of pick up and drop off activity. While
the data for the Vancouver school indicates a lower rate of pick up & drop off activity, as more
students arrive by walking or biking, a ratio for peak 5 minute volumes has been applied to the
Sidney Elementary School site pick up & drop off vehicle volumes to provide an estimate of future
drop off & pick up activity. The drop off/pick up would decrease (perhaps significantly) if the Active
& Safe Routes to School was an integral part of the recommendations in this report.
It was found that of the total AM and PM Peak 15 minute interval data collected for the Vancouver
school, the peak 5 minute demand for the AM Peak period was 43% ,and for the PM Peak period was
42%, of the total 15 minute interval vehicle volumes.
At Sidney Elementary School, with a current enrollment of 351 students, a 14% factor was applied to
the existing Peak Hour volumes to estimate what the peak activity would be with 400 students.
Currently during the AM 15 Minute Peak, 83 vehicles dropped off students. With a 14% factor
applied, approximately 95 students could be expected to be dropped off at school. Currently
during the PM 15 Minute Peak, 70 vehicles picked up students. With a 14% factor applied,
approximately 80 students could be expected to be picked up at school.
With the peak 5 minute demand percentage applied to the future estimated volumes, this results in
41 vehicles dropping off students during the AM Peak and 30 vehicles picking up students during
the PM Peak.
It is therefore recommended that sufficient parking on-site with limited on-street parking be made
available to accommodate approximately 41 vehicles for drop off & pick up. Further study will be
required to determine the extent of the impact of time restricted on-street parking and / or the best
location for additional parking on-site. As discussed earlier the current parking configuration on
Henry Ave is not recommended. With many vehicles parked close together it is difficult for drivers
to see oncoming vehicles and cyclists while backing out of these spaces. Consideration should be
given to parallel parking for the purpose of pick up and drop off at this location. Time restrictions
could be implemented, for instance 5 minute maximum during school hours, so that the availability
of these stalls is increased and vehicles would not be able to park all day at this location. It is
estimated at approximately 18 parallel parking stalls could be provided at this location; however
another 23 vehicles will still need to be accommodated for short term parking. It is noted that
during site observations, ample on-street parking was available on the surrounding streets.
The visitor parking stalls that are currently available within the main staff parking area could be
removed to accommodate additional school staff. The congestion and traffic issues currently
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experienced in the parking areas would be significantly reduced and vehicles would only enter in
the AM and exit in the PM, and therefore no or very limited two-way traffic flow would occur at
driveways. The small staff parking lot to the south could be reduced in size and designated as a
reserved loading area only, or expanded to include a new pick up & drop off area. If this parking
area is to be expanded the adjacent play area and playing field will be impacted and careful
consideration should be given to the design which should have one-way traffic flow.
8. DESIGN PARAMETERS FOR THE PROPOSED COMMUNITY SAFETY BUILDING According to the memo (from Sidney Fire Department) that was sent to Bunt on July 2, 2014, the
Pierce 100’ Platform fire truck is the largest vehicle and the radius would meet the demands of all
other present apparatus. AutoTurn templates were run for this vehicle and for the ambulance.
The attached Exhibits 1.0-1.2 indicate sightline requirements, turning paths and curb extensions for
the preferred design concept for the Community Safety Building.
All sight lines were taken from approximately half way onto the apron. The tree directly to the
south of the site (9882 Seventh St) will require removal or pruning of low branches because of the
sight distance requirements.
Any new plantings on curb extensions on the proposed new Community Safety Building frontage
should be kept low so as not to compromise the sight distance requirements. Planting trees along
the site frontage should be evaluated to ensure that the needs of the Town (to develop a project
with high quality urban design and an attractive streetscape) are balanced with the safety of
vehicles leaving the site. High canopy trees could be considered providing they do not have a
significant trunk width so that when emergency vehicles depart the Community Safety Building
apron pedestrians, cyclists, scooters and other vehicles are visible to the driver.
With the preferred design concept, approximately 19 on-street parking stalls on the west side of
Seventh Street will be lost. No parking should be permitted along the site frontage.
It should be noted that there is a driveway directly to the south of the site (9882 Seventh Street)
which will require let downs or a roll over style curb (within the curb extension) to provide
access/egress for the homeowner.
With the preferred design concept, there is some concern about the driveway located directly to the
south. If a long and/or tall vehicle such as a moving truck or truck and camper were to park there,
the visibility for the ambulance drivers will be limited. At this time, it is uncertain how this could be
addressed, other than restricting these vehicles types on this particular driveway.
Due to the loss of several on-street parking spaces along Seventh Street to accommodate the
proposed new Community Safety Building, further study regarding the utilization of on-street
parking (on Henry Ave, Seventh St and other minor local roads) should be considered to ensure
MEMO – Feasibility Study for Town of Sidney Community Safety Building 19 bunt & associates | Project No. 4994.01 | September 8 2014
there will be sufficient on-street parking available for the purpose of drop off and pick up for the
school if the on-site school parking supply is not to be increased.
9. CONCLUSIONS
Vehicle,CyclingandPedestrianTraffic
The AM Peak Period for school related traffic was from about 8:30 to 8:45 am at all study area
intersections. The PM Peak Period occurred from about 2:30 to 2:45 pm. The heaviest traffic
volumes were at the Seventh Street & Henry Avenue intersection as a result of before and after
school peak pick-up & drop-off times. During the AM School Peak, 127 vehicles, 18 pedestrians
and 7 cyclists travelled through the intersection. During the PM School Peak, 127 vehicles, 36
pedestrians and 9 cyclists travelled through the intersection.
While the Seventh Street & Henry Avenue intersection is shown to easily handle the volume of
vehicles and pedestrians during the school AM and PM peak-hour periods, the vehicles entering
and leaving the main staff parking area were observed to create a back up of traffic at both
entrances and legs of the intersection and are the main contributor of safety issues near this
intersection.
A significant number of cyclists travel through the Siddall Road & Henry Avenue intersection.
During the AM observation period (from 8:15 to 8:45AM) approximately 20 cycling trips were
observed either destined to or coming from the nearby Lochside Trail and approximately 20
cyclists were observed travelling southbound on Siddall Avenue to eastbound on Henry Avenue.
During the PM observation (from 2:15 to 2:45PM) period, approximately 11 cycling trips were
observed either destined to or coming from the nearby Lochside Trail and approximately 7 cyclists
were observed travelling westbound on Henry Avenue to northbound on Siddall Avenue. Not all
this cycling traffic is associated with the school, as some cyclists would be commuting to & from
work. However, it may be reasonable to assume approximately half of this cycling traffic is school
related.
The cycling lane (bike path) which extends from just east of Chicory Place to Siddall Road is
unconventional. There is insufficient width to accommodate both a cyclist and a pedestrian
(particularly one with a mobility aid) passing each along this pathway and would require either the
pedestrian or cyclist to venture out into the roadway. It is noted that no parking is permitted
adjacent to the path.
Although not within the scope of this study, typically the Average Weekday PM Peak Hour forms
the basis of most traffic analysis as is usually the worst case scenario for traffic conditions.
According to available information, during the PM Peak Hour the proposed new Community Safety
Building location currently experiences approximately 5 cars every minute passing the site.
SpeedSurvey
A speed survey was conducted along site frontages of the school. On Henry Avenue, speeding
occurred in both directions, while on Seventh Street the speeding occurs in the southbound
MEMO – Feasibility Study for Town of Sidney Community Safety Building 20 bunt & associates | Project No. 4994.01 | September 8 2014
direction. Informal discussions with neighbours around the school revealed that speeding most
often occurs in late afternoon and therefore the percentage of speeding drivers may actually be
higher than the results shown.
The survey conducted on Resthaven Drive shows that while 25% of drivers observed were
speeding, most drivers were observed to slow down near the intersection with Henry Avenue.
This is likely a result of the installation of curb bulges and pedestrian actuated flashers at this
location. Curb bulges can be an effective traffic calming measure as they aid in visually narrowing
the roadway and can result in reduced travel speeds and improve the visibility of pedestrians at
crossing locations. The addition of pedestrian actuated flashers further improves the visibility and
safety of pedestrians.
The roadways in the area of the school appear to have been originally designed for higher speeds
than are currently posted. A review of the cross section elements of local area roadways is
recommended and consideration should be given to narrowing the travelled roadway widths to
slow traffic. Narrower travel lanes, curb extensions, landscaped medians, bike lanes, landscaped
boulevards, on-street parking and wider sidewalks would safely accommodate all modes of
transportation. Redesigning the streets for lower speeds and reallocating the public right-of-way
by widening the sidewalks and installing bike lanes would also increase the opportunities for
students to walk and bike to school in a safe environment.
PhoneInterviews
A phone interview was conducted with Vice Principal (Anne Nilsen) at South Park Elementary on
June 9 2104. She reports that there are no issues as a result of the proximity to the fire hall and
that staff and students of the school are very appreciative of the fire hall staff. Students
particularly enjoy the ‘walkovers’ to the fire hall.
The phone interview with the Principal (Christopher McIntosh) at Central Middle School was
conducted on June 10, 2014. He reports that there are no issues as a result of the proximity to
the fire hall and that staff and students of the school are very fond of the fire hall staff, who
participate in school projects, sports and fundraising efforts.
CrashData
In 2009, one crash resulting in injury occurred on Henry Avenue near the intersection with Simkin
Place. In 2012, one crash resulting in a casualty occurred on Seventh Street near the intersection
with James White Boulevard. Town staff reported that a pedestrian was struck and fatally injured
on Henry Avenue at the cross walk near Sidall Road. These unfortunate incidents did not involve
students of the school.
During observations several potential pedestrian & vehicle conflicts points were identified. The
volume of vehicles that enter and exit the staff parking area during the school peak drop off and
pick up periods create safety issues within the main parking lot, at the parking lot driveways on
Henry Avenue and Seventh Street, and along the roadways near the driveways.
MEMO – Feasibility Study for Town of Sidney Community Safety Building 21 bunt & associates | Project No. 4994.01 | September 8 2014
PotentialConflictAreas
With vehicles both coming and going out of both of the main parking lot entrances at Henry
Avenue and Seventh Street there is an increased risk of pedestrian / vehicle conflict. It should be
noted the north driveway of the main parking lot is too close to the Seventh Street & Henry Avenue
intersection. There is currently approximately 12m distance available where a minimum of 25m
distance is recommended for a collector road.
The current angled parking configuration along the school frontage on Henry Avenue is also not
recommended. With many vehicles parked close together it is difficult for drivers to see oncoming
vehicles and cyclists while backing out of these spaces. A parallel parking arrangement is
preferred.
School staff had noted that on occasion the school bus parks on the school crosswalk located on
Seventh Street and blocks it. This behavior was not observed during site reconnaissance; however
a car travelling northbound did not stop (as required) while the bus was loading during the PM
pick up time period. It is recommended that a ‘School Bus Stop Ahead’ sign(s) be posted on either
side of the bus stop location on Seventh St to alert oncoming drivers that they are approaching a
school bus stop.
Whether or not the proposed Community Safety Building is built adjacent to Sidney Elementary
School it is recommended that an Active Safe Routes to School Program be implemented. This
would likely reduce traffic to / from school and create a safer environment for children.
ParkingLotUsage
The school has a total of forty six (46) formalized parking stalls on site within the two parking
lots, including three (3) stalls reserved for persons with disabilities and nine (9) visitor parking
stalls. Seven (7) staff stalls and two (2) stalls reserved for persons with disabilities are located in a
small parking lot with access only from Seventh Street. The remaining thirty seven (37) formalized
stalls, including nine (9) visitor and one (1) space reserved for persons with disabilities) are
located in the main parking lot which allows entry & exit from either Seventh Street or Henry
Avenue.
All seven (7) staff stalls in the small parking lot and nineteen (19) staff stalls in the main parking
lot were occupied by staff outside of the peak pick-up and drop-off time periods. A total of 26
staff parking stalls were occupied during school hours, leaving twenty (20) stalls unoccupied
(including the three (3) stalls reserved for persons with disabilities).
During the AM Peak drop off time, five (5) non – staff vehicles were observed to use the small
parking lot for drop off purposes, while approximately twenty one (21) non-staff vehicles entered
and exited the main parking lot.
During the PM Peak pick up time, five (5) non – staff vehicles were observed to use the small
parking lot for pick up purposes, while approximately twenty eight (28) non-staff vehicles entered
and exited the main parking lot.
Approximately 32 bikes were parked in the bicycle parking area located in front of the school. It
appears that a total of 46 (or more) bicycles can be accommodated.
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ExistingParking,PickupandDropoffRequirements
With the current enrollment of approximately 351 students, the school requires:
26 on-site staff parking stalls (plus 2 stalls for persons with disabilities and a loading stall)
A student drop-off area(s) that during the AM Peak Period can accommodate up to a total of 83
vehicles within a 15 minute window. Currently during this time period, 26 drivers use the parking
lot areas, 44 drivers use the drop off area along the school frontage on Henry Avenue and 13
drivers park on Seventh Street.
A student pick up area(s) that during the PM Peak Period can accommodate up to a total of 70
vehicles within a 15 minute window. Currently during this time period 32 drivers use the parking
areas, 28 drivers use the pickup area along the school frontage on Henry Avenue and 10 drivers
park on Seventh Street.
FutureParking,PickupandDropoffRequirements
Based on a 400 student capacity with approximately 30-40 staff, the school is anticipated to
require:
Sufficient parking on-site and limited on-street parking to be made available to accommodate
approximately 41 vehicles for drop off & pick up. As discussed earlier the current parking
configuration on Henry Avenue is not recommended. With parallel parking implemented at this
location, it is estimated at approximately 18 parallel parking stalls could be provided at this
location; however another 23 vehicles will still need to be accommodated for short term parking.
It is noted that during site observations, ample on-street parking was available on the surrounding
streets.
The visitor parking stalls that are currently available within the main staff parking area could be
removed to accommodate additional school staff. The congestion and traffic issues currently
experienced in the parking areas would be significantly reduced and vehicles would only enter in
the AM and exit in the PM, and therefore no or very limited two-way traffic flow would occur at
driveways. The small staff parking lot to the south could be reduced in size and designated as a
reserved loading area only, or expanded to include a new pick up & drop off area.
DesignParametersforCommunitySafetyBuilding
Any new plantings on curb extensions along the frontage of the proposed new Community Safety
Building site should be kept low so as not to compromise the sight distance requirements.
Planting trees along the site frontage should be evaluated to ensure that the needs of the Town to
develop a project with high quality urban design and an attractive streetscape is balanced with
the safety of vehicles leaving the site. High canopy trees could be considered providing they do
not have a significant trunk width.
With the preferred design concept, approximately 19 on-street parking stalls on the west side of
Seventh Street will be lost. No parking should be permitted along the site frontage.
MEMO – Feasibility Study for Town of Sidney Community Safety Building 23 bunt & associates | Project No. 4994.01 | September 8 2014
The driveway directly to the south of the site (9882 Seventh Street) which will require let downs or
a roll over style curb (within the curb extension) to provide access/egress for the homeowner for
all options.
With the preferred design concept, there is some concern about the driveway located at 9882
Seventh Street, directly to the south. If a long and/or tall vehicle such as a moving truck or truck
and camper were to park there, the visibility for the ambulance drivers will be limited. At this
time, it is uncertain how this could be addressed, other than restricting these vehicles types on
this particular driveway.
10. RECOMMENDATIONS Narrow the travelled roadway widths to slow traffic. Narrower travel lanes, curb extensions,
landscaped medians, bike lanes, landscaped boulevards, on-street parking and wider sidewalks
would safely accommodate all modes of transportation. Alternately, multi-use pathways (or
sidewalks and cycling lanes), could be accommodated within the road right-of-ways along the
adjacent streets near the school. The provision of these facilities could encourage the use of
alternate modes of transportation other than the automobile and in turn reduce the amount of
vehicle traffic around the school as well as the demand for pick up & drop off parking. This would
also significantly improve the neighbourhood by making it more pedestrian and bicycle friendly.
Implement the Active & Safe Routes to School ‘best practices’ to further enhance the quality of
the street, reduce traffic, create a safer environment and thus encourage more students to walk
and bike to school.
Replace the existing bike storage from the current concrete block style with slots for the bicycle
wheel. The existing bike storage can cause damage to wheels, lack in stability for bicycles and
provide poor locking points. Cluster style racks including the ‘U’ rack and the ‘Ring and Post’ rack
are preferred.
Provide shelter for bicycles to protect them from inclement weather. A sheltered facility for staff
bicycles could also be provided within the staff parking lot. For example, remove two staff
parking stalls and provide a sheltered bike storage facility.
In the detailed design phase an extended speed survey could be conducted which includes the
Average Weekday AM and PM Peak Hour Periods, rather than school peak hours to determine the
extent of speeding which may occur on the School’s adjacent streets.
Further study (and warrants as required) to determine appropriate pedestrian crossing control
devices and treatments can be undertaken at locations where the safety of pedestrians has shown
to be an issue. Since the peak hour of traffic may not coincide with the peak hour for pedestrians,
it may be necessary to survey for several hours to ascertain which hour would constitute the one
hour assessment period.
Provide parallel parking along the school’s site frontage on Henry Avenue for the purpose of pick
up and drop off at this location. Time restrictions could be implemented, for instance 5 minute
maximum during school hours, so that the availability of these stalls is increased and vehicles
would not be able to park all day at this location. Further study will be required to determine the
MEMO – Feasibility Study for Town of Sidney Community Safety Building 24 bunt & associates | Project No. 4994.01 | September 8 2014
extent of the impact of time restricted on-street parking and / or the best location for additional
parking on-site.
If the School’s larger main parking lot is to remain accessible to parents for the purpose of pick-
up & drop-off, consideration should be given to one way traffic flow through the parking lot. For
instance, enter only from Henry Avenue and exit only to Seventh Street.
If the smaller staff parking lot is to be considered for expansion for pick up & drop off activity in
the future, the adjacent play area and playing field may be impacted. Careful consideration
should be given to the design which should have one-way traffic flow.
A yield sign has been installed as a traffic control device on Chicory Place. It is suggested that
this sign be replaced with a stop sign.
Planting trees along the site frontage should be carefully evaluated to ensure that sight distance
requirements are not compromised. High canopy trees could be considered providing they do not
have a significant trunk width.
With the preferred design concept, the visibility for the ambulance drivers will be limited and
consideration should be given to restricting long and/or tall vehicles such as a moving truck or
truck and camper in the driveway located directly to the south located at 9882 Seventh Street.
Due to the loss of several on-street parking spaces along Seventh St to accommodate the
proposed new Community Safety Building, further study regarding the utilization of on-street
parking (on Henry Avenue, Seventh Street and other minor local roads) should be considered to
ensure there will be sufficient on-street parking availability for the purpose of drop off and pick up
for the school if the on-site school parking supply is not to be increased.
Community Safety Building Feasibility Study
Town of Sidney
F:\14458 Sidney Fire Hall Feasibility Study\Sidney Community Safety Bldg Feasibility Study_Requested Revisions 150122.Doc 27
Appendix E – Fire Insurance Grade Update Report