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West Rail Outline Plan Staging Transportation Impact Assessment Draft v2

Prepared for Cantiro Communities Cameron Communities Date October 5, 2026 Project No. 03-26-0050

Bunt & Associates acknowledges and respects the Traditional Territories upon which our work spans, and from which we benefit. We are grateful for the unique cultures and histories of Indigenous Peoples that enrich our understanding and connection to the lands we call home. We honour learning, listening, and truth in our journey to reconciliation.

CORPORATE AUTHORIZATION Prepared By:

Catherine Oberg, P.Eng.

Bunt & Associates Engineering Ltd. 500-10339 124 Street NW Edmonton, AB T5N 3W1 Canada

Reviewed By:

Janelle Willis, P.Eng.

Telephone:

+1 (780) 732-5373

Date:

October 5, 2026

Project No.

03-26-0050

Status:

Draft v2

Written with respect and gratitude for the Traditional Territories upon which we work and live. This document may include a certified digital signature. Where digitally signed, the electronic version represents the original document retained on file. Any printed, reproduced, or appended versions are considered copies and should be verified against the original electronic document. This document entitled “West Rail Outline Plan, Transportation Impact Assessment, Draft v2" was prepared by Bunt & Associates for the benefit of Cantiro and Cameron in support of the proposed West Rail Outline Plan. The analysis and conclusions/recommendations in the report reflect Bunt & Associates’ best professional judgment based on the knowledge and information available to Bunt & Associates at the time of preparation. Sturgeon County, including employees, members of Council, and Regulatory Board members shall be entitled to rely on this report for the specific purpose for which it was prepared. Sturgeon County may also provide copies of the report to external governmental bodies having jurisdiction related to the project for which it was prepared. Any use made of this report by a third party beyond those specifically noted here, or any reliance on or decisions based on it by any such third party, are the responsibility of such third parties. Bunt & Associates accepts no responsibility for damages, if any, suffered by such third parties as a result of decisions made or actions based on this report.

West Rail Outline Plan Staging TIA | Draft v2 | October 5, 2026 O:\Dept NAB\Projects\2026\03260050 West Rail Outline Plan TIA\5.0 Deliverables\261005_Draft_Staging_TIA_v2.1\261005_West_Rail_Outline_Plan_Staging_TIA_v2.2.docx

TABLE OF CONTENTS 1.

INTRODUCTION .................................................................................................. 1 1.1

Background ....................................................................................................................................... 1

1.2

Study Objectives ................................................................................................................................ 2

1.3

Study Area......................................................................................................................................... 3

1.4

Study Methodology ............................................................................................................................ 4

SITE CONTEXT – AREA CONDITIONS ..................................................................... 5 2.1

Existing Study Area Roadways and Intersections................................................................................. 5

2.2

Existing Traffic Volumes .................................................................................................................... 5

2.3

Study Horizon.................................................................................................................................... 6

2.4

Scenario 1 – Without 127 Street ............................................................................................. 6

2.3.2

Scenario 2 – With 127 Street .................................................................................................. 6

Background Traffic Volumes .............................................................................................................. 6

PROPOSED WEST RAIL OUTLINE PLAN................................................................... 8 3.1

Land Uses .......................................................................................................................................... 8

3.2

Internal Roadway Network ................................................................................................................. 8

3.3

Active Transportation Network ........................................................................................................... 8

TRAFFIC ESTIMATES .......................................................................................... 10 4.1

Trip Generation Rates ...................................................................................................................... 10

4.2

Gross Trip Generation Estimates ...................................................................................................... 10

4.3

2.3.1

Net Trip Generation Estimates.......................................................................................................... 11 4.3.1

Pass-by Trips....................................................................................................................... 11

4.3.2

Internal Trips ...................................................................................................................... 11

4.3.3

Mode Split........................................................................................................................... 11

4.3.4

Net Trip Generation Estimates ............................................................................................. 11

4.4

Trip Distribution .............................................................................................................................. 12

4.5

Trip Assignment .............................................................................................................................. 12

4.6

Total Traffic Estimates ..................................................................................................................... 15

TRAFFIC ANALYSIS ............................................................................................ 16 5.1

5.2

Daily Volume Review ........................................................................................................................ 16 5.1.1

Sturgeon Road .................................................................................................................... 16

5.1.2

Collector Roadways ............................................................................................................. 16

Intersection Assessments................................................................................................................. 17 5.2.1

Intersection Analysis Assumptions....................................................................................... 17

5.2.2

Sturgeon Road and 127 Street ............................................................................................. 18

5.2.3

Sturgeon Road and River’s Gate/Road H .............................................................................. 19

5.2.4

Sturgeon Road and Road I ................................................................................................... 21

5.3

Illumination ..................................................................................................................................... 23

5.4

Sturgeon Road Pedestrian Crossings ................................................................................................ 23

5.5

5.4.1

Sturgeon Road/River’s Gate/Road H .................................................................................... 23

5.4.2

Sturgeon Road/Road I ......................................................................................................... 23

Analysis Summary ........................................................................................................................... 24

CONCLUSIONS AND RECOMMENDATIONS ..........................................................25

APPENDIX A STURGEON COUNTY TMP FIGURE 14. STURGEON VALLEY PROPOSED ULTIMATE ROADWAY NETWORK APPENDIX B TRAFFIC DATA AND GROWTH RATES APPENDIX C STURGEON VALLEY PLANNING AREA 1 TIA BACKGROUND VOLUMES APPENDIX D WEST RAIL LAND USE CONCEPT AND STATISTICS APPENDIX E TRIP GENERATION SUMMARY APPENDIX F ANALYSIS PRINTOUTS APPENDIX G LIGHTING WARRANT SPREADSHEETS EXHIBITS Exhibit 3.1: West Rail Outline Plan Land Use Concept ............................................................................................ 9 Exhibit 4.1: Scenario 1 Traffic Volume Estimates ................................................................................................. 13 Exhibit 4.2 Scenario 2 Traffic Volume Estimates .................................................................................................. 14

FIGURES Figure 1.1: Study Area .......................................................................................................................................... 3 Figure 2.1: 2026 Traffic Data................................................................................................................................ 5 Figure 2.2: Scenario 1 Background Volume Estimates ............................................................................................ 7 Figure 2.3: Scenario 2 Background Volume Estimates ............................................................................................ 7 Figure 6.1: Recommended Interim Roadway Geometry and Traffic Control .......................................................... 26

TABLES Table 3.1: Trip Generating Land Uses ................................................................................................................... 8 Table 4.1: Trip Generation Rates......................................................................................................................... 10 Table 4.2: Gross Trip Generation Estimates ......................................................................................................... 10 Table 4.3: Net Trip Generation Estimates ............................................................................................................ 11 Table 4.4: Trip Distributions............................................................................................................................... 12 Table 5.1: Sturgeon Road and 127 Street ............................................................................................................ 19 Table 5.2: Sturgeon Road and River’s Gate/Road H ............................................................................................. 20 Table 5.3: Sturgeon Road and River’s Gate/Road H with EB Right Turn Bay .......................................................... 21 Table 5.4: Sturgeon Road and Road I .................................................................................................................. 22

INTRODUCTION Select Engineering Consultants (SEC), on behalf of Cantiro Communities and Cameron Communities, has prepared an Outline Plan for the West Rail lands, located in the north sector of the recently approved Sturgeon Valley South Planning Area 1 Area Structure Plan (ASP). As part of the planning process, the preparation of a Transportation Impact Assessment (TIA) that outlines the potential staging of major roadway infrastructure is required.

1.1

Background Sturgeon County completed their updated Transportation Master Plan 1 (TMP) in 2023. As part of the TMP, the County also retained McElhanney to prepare an updated functional planning study for 127 Street 2 and a new functional planning study for Sturgeon Road 3. The TMP provides a framework for the development and maintenance of the transportation network within Sturgeon County over the next 25 years, including the identification of short, medium, and long-term initiatives to support the evolution of the network as the community grows. The TMP identifies the following network upgrades within Sturgeon Valley in the vicinity of the West Rail Outline Plan. Appendix A includes Figure 14. Sturgeon Valley Proposed Ultimate Road Network from the TMP. 127 Street – an ultimate four-lane divided arterial roadway was identified from Corriveau Avenue to Highway 2. The first stage of development includes the construction of a two-lane semi-urban collector (future arterial) between Corriveau Avenue and Sturgeon Road with a 3.0m shared pathway and illumination. Construction of the first two lanes of 127 Street from Corriveau Avenue to Sturgeon Road was identified in the Medium Term (6 to 15 years). Sturgeon Road –a two-lane arterial cross-section was identified to be maintained between River’s Gate and Highway 28 with intersection improvements at key intersections along the corridor. Intersection improvements included the implementation of single lane roundabouts, projected left turn bays, or turn restrictions. The section of Sturgeon Road between Essex Point and Highway 28 may be upgraded to a four-lane arterial within the 25-year horizon. Development of a 3.0m shared use path was also recommended along the corridor. The construction of a roundabout at the Sturgeon Road/River’s Gate intersection was recommended in the short-term (1 to 5 years). The construction of a roundabout at the Sturgeon Road/Fairway Drive (Twp Rd 542A) intersection was identified in the medium-term (6 to 15

Sturgeon County. Sturgeon County Trannsportation Master Plan. September, 2023.

Lau, E. 127 Street Functional Planning Study Update. McElhanney Ltd. Edmonton, AB. July 26, 2023.

Lau, E., Sturgeon Road Functional Planning Study. McElhanney Ltd. Edmonton, AB. July 26, 2023.

years), and minor geometric improvements at the Sturgeon Road/Starkey Road intersection were identified in the long-term if 127 Street is not extended north of Sturgeon Road within this horizon. In addition to the above, Bunt & Associates Engineering Ltd. (Bunt) completed the Sturgeon Valley Planning Area 1 Traffic Impact Assessment 4 (Area 1 TIA) as part of the planning process for the Sturgeon Valley South Planning Area 1 Neighbourhood Area Structure Plan (NASP). The Area 1 TIA evaluated the transportation network required to support Planning Area 1 in addition to ongoing development in the Sturgeon Valley Core Area Structure Plan (ASP). The Area 1 TIA included the construction of 127 Street to Sturgeon Road and identified a four-lane arterial cross-section adjacent to the West Rail Outline Plan transitioning to a two-lane arterial east of Road I as per the Sturgeon Road Functional Planning Study. A roundabout accommodating two lanes in each direction along Sturgeon Road and a single lane on the north and south approaches was recommended for the Sturgeon Road/River’s Gate intersection.

1.2

Study Objectives The long-term transportation network requirements for the roadways surrounding and within the West Rail Outline Plan have been established through the TMP, the 127 Street and Sturgeon Road Functional Planning Studies, and the Area 1 TIA as summarized above. As per the TMP, design and construction of the roadway network will be staged. The timing of improvements identified within the TMP and functional planning studies is based on growth assumptions for development within Sturgeon Valley. As development in the West Rail Outline Plan area is anticipated to be one of the first areas within Sturgeon Valley South Plan Area 1 to contribute to the assumed growth within Sturgeon Valley, this TIA has been prepared to further confirm the short-term requirements for Sturgeon Road based on the refined land use information contained within the West Rail Outline Plan. As the TMP identified construction of the Sturgeon Road/River’s Gate roundabout in the short term, and construction of 127 Street to Sturgeon Road in the medium term, this TIA considers the development of the West Rail Outline Plan both with and without the construction of 127 Street, to confirm the first stage intersection improvements can operate under both network scenarios. It is important to note that the information contained within this TIA regarding the recommended staged development of Sturgeon Road between 127 Street and Road I does not negate the long-term recommendations from the TMP, the 127 Street and Sturgeon Road Functional Planning Studies, and the Area 1 TIA.

Oberg, C. Sturgeon Valley Planning Area 1 Traffic Impact Assessment, Final v1. Bunt & Associates Engineering Ltd.

Edmonton, AB. March 27, 2026.

1.3

Study Area The West Rail Outline Plan area is located south of Sturgeon Road and east of the future 127 Street corridor as shown in Figure 1.1. Figure 1.1: Study Area

Access to the plan area will be from Sturgeon Road via the south leg of the existing Sturgeon Road/River’s Gate intersection and the construction of a new unsignalized intersection approximately 350m northeast of River’s Gate (Road I). Based on the potential development timing, and in consideration of the transportation studies previously completed in the area, this TIA focuses on the staged development of the following study area intersections: Sturgeon Road and 127 Street; Sturgeon Road and Road H/River’s Gate; and Sturgeon Road and Road I.

1.4

Study Methodology The methodology used in the preparation of this staging TIA includes the following key components: The review of existing conditions in and around the plan area, including the gathering of updated traffic data; The identification of background traffic volumes associated with the study area; The development of traffic estimates for the West Rail Outline Plan based on the most current land use concept and statistics; A review of the internal collector roadway network to confirm roadway classifications; and A review of Sturgeon Road between 127 Street and Road I to identify the staged development of arterial roadway infrastructure.

SITE CONTEXT – AREA CONDITIONS

2.1

Existing Study Area Roadways and Intersections Sturgeon Road adjacent to the study area is currently developed as a paved two-lane arterial road. The Sturgeon Road/River’s Gate intersection has been developed as an unsignalized intersection with the following geometry: West Approach – one left turn bay, one through lane; East Approach – one shared through/right lane; and North Approach – one left turn lane, one right turn lane.

2.2

Existing Traffic Volumes Bunt completed an intersection turning movement count at the Sturgeon Road/River’s Gate intersection and a 24-hour link count on Sturgeon Road west of River’s Gate on September 1, 2026. Figure 2.1 illustrates the existing volumes adjacent to the study area. Traffic data summarizes are included in Appendix B. Figure 2.1: 2026 Traffic Data

2.3

Study Horizon Development within the plan area is anticipated to occur over the next ten years, which generally aligns with the medium-term horizon within the TMP. As design and construction of 127 Street was identified within the medium term in the TMP, this TIA was prepared based on two potential scenarios: without the construction of 127 Street to Sturgeon Road and with the construction of 127 Street to Sturgeon Road. 2.3.1

Scenario 1 – Without 127 Street

As the West Rail Outline Plan takes access from the existing Sturgeon Road, it can be developed prior to the construction of 127 Street; therefore, this scenario assumes full development of the West Rail Outline Plan assuming no new arterial roadways are constructed within Sturgeon Valley. 2.3.2

Scenario 2 – With 127 Street

Traffic patterns within Sturgeon Valley will change significantly with the construction of 127 Street between Anthony Henday Drive and Sturgeon Road. The second scenario assumes that 127 Street is constructed but that the remaining lands within Sturgeon Valley Planning Area 1 are not developed. This represents an unlikely real world scenario; however, it has been included to determine the infrastructure required to support the West Rail Outline Plan in the absence of other Outline Plans being approved in the area.

2.4

Background Traffic Volumes Background traffic volumes for the two scenarios were determined based on the following. Scenario 1: A 2036 horizon was assumed for Scenario 1 and background traffic volumes were determined by increasing measured 2026 volumes at the Sturgeon Road/River’s Gate intersection by 2.5% per year for 10 years. The growth rate was determined based on a review of historic 10-year growth along provincial highways surrounding Sturgeon Valley (e.g. Highway 2 north of St. Albert, Highway 28 south of Sturgeon Road, and Highway 37 between Highway 2 and Highway 28). In addition, daily traffic data collected along Sturgeon Road by Bunt in 2018 and 2026 was reviewed. The TMP assumed a growth rate of 2% per year; therefore, the 10-year growth assumed for Scenario 1 is slightly more conservative than the TMP. A summary of the growth rate calculations is included in Appendix B. Scenario 2: Background volumes from the Area 1 TIA were used for Scenario 2, which reflect a 2045 horizon based on the City of Edmonton’s regional travel model, with Sturgeon Valley Area C lands fully developed but with Sturgeon Valley Planning Area 1 removed. In addition to increased regional growth as compared to Scenario 1, Scenario 2 accounts for potential changes in network traffic patterns with the addition of 127 Street. The background volume exhibits from the Area 1 TIA are included in Appendix C. Figures 2.2 and 2.3 illustrate the anticipated Scenario 1 and Scenario 2 background traffic volumes at the Sturgeon Road/Road H/River’s Gate intersection, respectively.

Figure 2.2: Scenario 1 Background Volume Estimates

Figure 2.3: Scenario 2 Background Volume Estimates

PROPOSED WEST RAIL OUTLINE PLAN

3.1

Land Uses The proposed land use concept as included in the West Rail Outline Plan is illustrated in Exhibit 3.1, while the trip generating land uses are summarized in Table 3.1. A copy of the land use concept and statistics from the West Rail Outline Plan are included in Appendix D. As noted, the Gross Floor Area (GFA) for the commercial site was estimated based on a Floor Area Ratio (FAR) of 0.25, which is consistent with the assumptions used in the preparation of the Area 1 TIA. Table 3.1: Trip Generating Land Uses LAND USE

AREA

DENSITY/FAR

Commercial

1.26 ha

0.25

Low Density Transitional I

1.60 ha

10 du/ha

Low Density Transitional II

1.18 ha

15 du/ha

17 du

Low Density

21.86 ha

30 du/ha

655 du

TOTAL

3.2

RESIDENTIAL UNITS

COMMERCIAL GFA 34,000 SF

16 du

688 DU

34,000 SF

Internal Roadway Network The West Rail Outline Plan includes two collector roadway connections to Sturgeon Road. Road H is planned as a Commercial/Mixed Use cross-section (Sturgeon County General Municipal Servicing Standards 5 (GMSS) Drawing 6.1.10) between Sturgeon Road and the first local roadway intersection, where it will transition to a 35, 40, and 42 du/ha Collector Roadway c/w 3.0m Asphalt Trail (Sturgeon County GMSS Drawing 6.1.5) cross-section. Road I is planned as a 20 du/ha Collector Roadway c/w 3.0m Asphalt Trail – 3.0m Setback (Sturgeon County GMSS Drawing 6.1.7) cross-section between Sturgeon Road and the first local road intersection. A network of local roadways will provide access to individual land uses

3.3

Active Transportation Network As noted above, 3.0m asphalt trails will be provided as part of the standard cross-sections implemented for Road H and Road I. In addition, a shared pathway will be provided along the south side of Sturgeon Road and sidewalks will be provided along both sides of local roadways. As well, paved trails will be provided through parks and open spaces, including along approximately 50% of the perimeter of storm water management facilities.

Sturgeon County. General Municipal Servicing Standard (GMSS) 2024. Morinville, 2024.

RO AD

[Based on Map 3 from West Rail Outline Plan dated JULY 22, 2026]

Exhibit 3.1

West Rail Outline Plan Land Use Concept West Rail Outline Plan Staging TIA bunt & associates l Project No. 03-26-0050

TRAFFIC ESTIMATES

4.1

Trip Generation Rates To be consistent with the Area 1 TIA, trip generation rates published in the Institute of Transportation Engineer’s (ITE) Trip Generation Manual, 11th Edition 6 were used in the assessment for residential land uses, while a combination of City of Edmonton measured trip generation rates 7 and ITE rates were used for the commercial site. Table 4.1 summarizes the rates used in the assessment. Table 4.1: Trip Generation Rates LAND USE

SOURCE

AM PEAK HOUR

PM PEAK HOUR

DAILY

Commercial

CofE CNC ITE LUC* 822

5.62 trips/1,000 SF (55% in/45% out)

10.60 trips/1,000 SF (48%/52%)

54.45 trips/1,000 SF (50% in/50% out)

Low Density Transitional I

ITE LUC* 210

0.70 trips/du (25% in/75% out)

0.94 trips/du (63% in/37% out)

9.43 trips/du (50% in/50% out)

Low Density Transitional II

ITE LUC* 210

0.70 trips/du (25% in/75% out)

0.94 trips/du (63% in/37% out)

9.43 trips/du (50% in/50% out)

Low Density

ITE LUC* 210

0.70 trips/du (25% in/75% out)

0.94 trips/du (63% in/37% out)

9.43 trips/du (50% in/50% out)

*LUC – Land Use Code

4.2

Gross Trip Generation Estimates Table 4.2 summarizes the gross two-way AM peak hour, PM peak hour, and daily vehicle trip estimates anticipated to be generated by the West Rail Outline Plan area. As shown in Table 4.2, the plan area is estimated to generate in the order of 673 two-way AM peak hour gross trips, 1,007 two-way PM peak hour gross trips, and 8,338 two-way daily gross trips. Detailed trip generation summaries are included in Appendix E. Table 4.2: Gross Trip Generation Estimates AM PEAK HOUR

PM PEAK HOUR

Out

Commercial

105

173

187

926

Low Density Transitional I

Low Density Transitional II

Low Density

115

344

388

228

3,088

447

580

427

4,169

LAND USE

Total

226 673

1,007

DAILY

4,169 8,338

Institute of Transportation Engineers. Trip Generation Manual 11th Edition. Washington, DC: Institute of Transportation

Engineers, 2021. 7

Edmonton Transportation Impact Assessment Guidelines, 2016 Edition. Edmonton, AB: City of Edmonton, 2016.

4.3

Net Trip Generation Estimates 4.3.1

Pass-by Trips

The commercial trips were divided into primary and pass-by trips. Primary trips have a destination that is the primary purpose of the trip, while pass-by trips represent an intermediate stop along the way from an origin to a primary destination. Pass-by traffic is assumed to represent 20% of AM peak hour commercial traffic, 40% of PM peak hour commercial traffic, and 30% of daily commercial traffic, which is consistent with the assumptions used in the preparation of the Area 1 TIA. 4.3.2

Internal Trips

Trips between the residential and commercial uses within the West Rail Outline Plan area were estimated based on a review of the potential short-term population within the overall Sturgeon Valley area in the 2036 horizon. Based on the review, it is estimated that approximately 10% of the trips generated by the commercial uses may stay within the West Rail Outline Plan area. 4.3.3

Mode Split

Although transit is anticipated to be incorporated into Planning Area 1 over time, the initial phases are anticipated to operate without transit; therefore, a mode split factor was not applied in the staging assessments. 4.3.4

Net Trip Generation Estimates

Table 4.3 summarizes the net trip generation estimates for the West Rail Outline Plan area based on the above noted rates and adjustment factors. Table 4.3: Net Trip Generation Estimates LAND USE

AM PEAK HOUR

PM PEAK HOUR

Out

DAILY

Commercial Trips Gross Commercial Trips

105

173

187

926

Pass-by Trips

278

Internal Trips

Net External Commercial Trips

106

583

Gross Residential Trips

121

361

407

240

3,243

Internal Trips

Next External Residential Trips

114

352

395

230

3,178

414

489

336

3,761

Residential Trips

Total External Trips

193 607

825

3,761 7,522

4.4

Trip Distribution The following outlines the distribution assumptions for the internal and external trips generated by the plan area. In the 2036 horizon, the commercial site is anticipated to primarily draw from residential areas within Sturgeon Valley and the southeast portion of St. Albert with relatively direct access to the site via Sturgeon Road. Significant traffic is not anticipated to be drawn from Edmonton, as larger commercial sites are currently developed along 127 Street south of Anthony Henday Drive. These assumptions are consistent with the assumptions included for this commercial site in the Area 1 TIA. Commercial internal trips are assumed to be distributed based on the location of residential land uses within the West Rail Outline Plan. The distribution of residential external trips reflects an average of the origin-destination tables for Sturgeon County, northwest Edmonton, and St. Albert from the City of Edmonton’s regional travel model 8. Table 4.4 summarizes the assumed distributions for external trips. Table 4.4: Trip Distributions TRIP COMPONENT Commercial External Trips Residential

4.5

TIME PERIOD

STURGEON VALLEY

ST. ALBERT

EDMONTON AND REMAINING REGION

All

47%

53%

AM Peak Hour

22% in/13% out

21% in/19% out

57% in/68% out

PM Peak Hour

15% in/21% out

23% in/24% out

62% in/55% out

Daily

19% in/18% out

26% in/26% out

55% in/56% out

Trip Assignment Site generated traffic was assigned to the roadway network using the above noted distributions, the location of land uses in relation to the collector and arterial roadway network, and the overall network available for each scenario. Exhibit 4.1 illustrates the site generated traffic estimates for Scenario 1, and Exhibit 4.2 illustrates the site generated traffic estimates for Scenario 2.

City of Edmonton. Origin – Destination Car Driver Trips for Edmonton and the Surrounding Region. Edmonton, AB,

2018.

O:\Dept NAB\Projects\2026\03260050 West Rail Outline Plan TIA\4.0 Analysis & Design\CAD\261004_Draft_TIA_v2\260830_Exhibits 4.1&4.2.dwg

RIVER'S GATE

Site Generated Traffic Volume Estimates

0 (0) 1 (2) 0 (0)

0 (0) 29 (-8) 95 (235)

3,585

83 (199) 17 (56)

3,920

STURGEON ROAD

ROAD I

ROAD H

1,665

6,415

41 (28) 51 (33)

173 (141) 13 (47)

160 (168) 1 (2) 178 (174)

0 (0) 8 (14) 84 (218)

67 (49) 1 (2) 25 (18)

RIVER'S GATE

Total Traffic Volume Estimates

17 (28) 399 (335) 95 (235)

10,765

470 (570) 17 (56)

11,100

STURGEON ROAD

1,665 ROAD I

ROAD H

Exhibit 4.1

41 (28) 51 (33)

428 (461) 13 (47)

6,415

160 (168) 1 (2) 178 (174)

28 (73) 238 (316) 84 (218)

LEGEND = AM (PM) = Passby Trips 4,660 = Daily Volumes

223 (371) -16 (-29)

Scenario 1 Future Volume Estimates

West Rail Outline Plan Staging TIA bunt & associates l Project No. 03-26-0050

RIVER'S GATE

0 (0) 60 (20) 71 (132)

0 (0) 1 (2) 0 (0)

98 (114) 213 (111)

2,275

58 (108) 8 (23)

2,120

STURGEON ROAD

ROAD I

127 ST

73 (44) 19 (16)

1,665

251 (205) 1 (2) 87 (138)

83 (93) 22 (80)

ROAD H

6,415

0 (0) 18 (35) 108 (321)

3,110

0 (0) 57 (216)

69 (140) 0 (0)

449 (307) 574 (326)

64 (47) 1 (2) 24 (17)

RIVER'S GATE

Total Traffic Volume Estimates

16 (27) 708 (381) 71 (132)

8,015

722 (496) 8 (23)

12,310

Exhibit 4.2

73 (44) 19 (16)

344 (779) 22 (80)

1,665

251 (205) 1 (2) 87 (138)

6,415

27 (70) 255 (704) 108 (321)

ROAD I

ROAD H

10,305

216 (426) 100 (10)

30 (180) 174 (669)

STURGEON ROAD

127 ST

O:\Dept NAB\Projects\2026\03260050 West Rail Outline Plan TIA\4.0 Analysis & Design\CAD\261004_Draft_TIA_v2\260830_Exhibits 4.1&4.2.dwg

Site Generated Traffic Volume Estimates

LEGEND = AM (PM) = Passby Trips 4,660 = Daily Volumes

223 (371) -16 (-29)

Scenario 2 Future Volume Estimates

West Rail Outline Plan Staging TIA bunt & associates l Project No. 03-26-0050

As shown on Exhibit 4.1, daily site generated traffic along Sturgeon Road is projected to be in the order of 3,585 vpd west of River’s Gate and in the order of 3,920 vpd east of Road I, or approximately 48% to/from the west and 52% to/from the east prior to the construction of 127 Street to Sturgeon Road. With the construction of 127 Street, approximately 3,110 vpd (41%) are projected to utilize 127 Street south of Sturgeon Road, while the remaining site traffic is anticipated to be split 31% to/from the west and 28% to/from the east.

4.6

Total Traffic Estimates The site generated traffic volumes were added to the background traffic volumes to determine the total traffic volumes for use in the assessments. Exhibits 4.1 and 4.2 also illustrate the total traffic volume estimates for Scenario 1 and 2, respectively.

TRAFFIC ANALYSIS

5.1

Daily Volume Review Daily volumes along Sturgeon Road, Road H, and Road I were reviewed to identify the roadway crosssections anticipated to be required to accommodate the build out of the West Rail Outline Plan. The total daily volumes along Roads H and I under Scenarios 1 and 2 represent build out volumes for the West Rail Outline Plan, while volumes along Sturgeon Road represent an interim condition. 5.1.1

Sturgeon Road

As shown on Exhibits 4.1 and 4.2, daily volumes along Sturgeon Road are estimated to range from 10,765 vpd to 11,100 vpd under Scenario 1 and from 8,015 vpd to 12,310 vpd under Scenario 2. Based on a daily volume threshold of 15,000 vpd for widening from two-lanes to four-lanes as outlined in Sturgeon County’s Transportation Master Plan 9, a two-lane arterial cross-section is anticipated to be appropriate under these interim scenarios. 5.1.2

Collector Roadways

Road H is anticipated to accommodate 6,415 vpd between Sturgeon Road and the first local roadway intersection. South of the local roadway intersection, daily volumes are anticipated to decrease to approximately 3,525 vpd and will continue to decrease heading south towards the rail line. Road I is anticipated to accommodate 1,665 vpd south of Sturgeon Road. The GMSS identifies the following volume thresholds for collector roadways in Sturgeon Valley south: Collectors within residential areas with 20 du/ha - up to 5,000 vpd Collectors within residential areas with 35, 40, 42 du/ha (35-42 Collector)– up to 10,000 vpd. Based on the above, the cross-sections identified for the collector roadways within the West Rail Outline Plan area are appropriate for the intended use.

Sturgeon County Transportation Master Plan. Morinville, AB, September 2023.

5.2

Intersection Assessments 5.2.1

Intersection Analysis Assumptions

The intersection capacity assessments were completed using Synchro 11 (signalized intersections), HCM6 (unsignalized intersections), and Sidra Intersection 10 (roundabouts). The intersection operations are typically rated by two measures. The volume-to-capacity (v/c) ratio describes the extent to which the traffic volumes can be accommodated by the physical capacity of the road configuration and traffic control. A value (measured during the peak hour) less than 0.90 indicates that generally there is sufficient capacity and the projected traffic volumes can be accommodated at the intersection. A value between 0.90 and 1.0 suggests unstable operations may occur and volumes are nearing capacity conditions. A calculated value over 1.0 indicates that traffic volumes are theoretically exceeding capacity. The second measure of performance, Level of Service (LOS), is based on the estimated average delay per vehicle among all traffic passing through the intersection. A low average delay merits a LOS A rating. Average delays greater than 80 seconds per vehicle at a signalized intersection generally produce a LOS F rating, while at unsignalized intersections a LOS F is reached when vehicles experience an average delay greater than 50 seconds.

and has also been used in this assessment. Analysis summarizes are included in Appendix F. The anticipated 95th percentile queue length has also been included in the following assessment summaries. The queues provided may include a footnote that relates to the ability of the program to estimate the queue accurately. The ‘m’ footnote indicates that the volume entering the intersection is being metered by an upstream intersection. The Synchro help file also provides the following regarding the ‘#’ footnote: “The # footnote indicates that the volume for the 95th percentile cycle exceeds capacity. This traffic was simulated for two complete cycles of 95th percentile traffic to account for the effects of spill over between cycles. If the reported v/c <1 for this movement, the methods used represent a valid method for estimating the 95th percentile queue. In practice, 95th percentile queue shown will rarely be exceeded and the queues shown with the # footnote are acceptable for the design of storage bays.” The methodology includes a number of assumptions that relate to the operating conditions present at the intersections. The following assumptions were used in the assessments. Saturation Flow Rate – 1,900 vphg Total Lost Time Adjustment Factor– 0.5 Peak Hour Factor – 1.0 Lane Utilization Factor – 1.0 unless otherwise noted %HV – 3% Conflicting Pedestrians – 10/hour

The geometry assumed for each intersection is included in the assessment tables. Left turn movements, through movements, and right turn movements are represented by “L”, “T”, and “R” respectively in the assessment tables, and lanes are separated by a “/”. For example, an approach whose geometry is described as LT/R features two lanes: one lane accommodating shared left/through movements and a second lane accommodating right turning movements. Traffic control information is also included in the assessment tables. Protected only phasing was assumed for all dual left turns and dual right turns were not permitted to operate on red phases. Key signal phasing is identified in the tables, with protected/permitted left turn phasing identified by “Pm+Pt” and protected only left turn phasing identified by “Prot”. Permitted and overlapped right turn phasing is identified by “Pm+Ov” and free-flow right turns are denoted by “free”. As per the HCM6 methodology, unsignalized intersection assessment results are reported for critical movements only. As well, the HCM6 95th percentile queue is reported as vehicles; therefore, a distance in metres was calculated assuming an average of 7.5m per vehicle. 5.2.2

Sturgeon Road and 127 Street

The Sturgeon Road/127 Street intersection is only anticipated to be developed under Scenario 2. In the initial stage, the intersection is assumed to be developed with the following geometry as per the TMP: West Approach – one through lane, one right turn bay; East Approach – one left turn bay, one through lane; and South Approach – one left turn lane, one right turn bay. Table 5.1 summarizes the results of the assessment of the Sturgeon Road/127 Street intersection under Scenario 2. As shown in the table, the intersection is anticipated to operate at acceptable levels of service under the Scenario 2 total traffic volume estimates. Long queues are projected for the northbound right and eastbound through movements in the PM peak hour; however, they are anticipated to clear each cycle based on the assumed signal timings.

Table 5.1: Sturgeon Road and 127 Street DIRECTION

EASTBOUND

WESTBOUND

MOVEMENT

NORTHBOUND

Scenario 2 – AM Peak Hour – Signalized (120s cycle, Pm+Pt WB L, Pm+Ov NB R) Geometry

T/R

L/T

L/R

Volume (vph)

216

100

574

449

174

v/c

0.45

0.22

0.53

Delay (s)

40.5

7.9

12.4

0.33

0.11

0.19

6.6

44.1

9.2

LOS

95th Queue (m)

Intersection Delay:

14.6

Intersection LOS:

Scenario 2 – PM Peak Hour – Signalized (120s cycle, Pm+Pt WB L, Pm+Ov NB R) Geometry

T/R

L/T

L/R

Volume (vph)

426

326

307

v/c

0.78

0.02

0.38

0.23

0.58

0.76

Delay (s)

50.1

19.6

14.1

6.5

53.8

23.1

LOS 95th Queue (m)

669

#139

152

Intersection Delay

5.2.3

180

27.8

Intersection LOS:

Sturgeon Road and River’s Gate/Road H

The Area 1 TIA recommended a roundabout accommodating two lanes for the east and west approaches and one lane for the north and south approaches; however, within the initial stages of development, a single lane roundabout may be constructed as per the TMP. Table 5.2 summarizes the results of the Sturgeon Road/River’s Gate/Road H intersection as a single lane roundabout under Scenarios 1 and 2. As shown in Table 5.2, a single lane roundabout is anticipated to operate very well under Scenario 1 and during the AM peak hour under Scenario 2; however, the west approach is anticipated to approach capacity in the PM peak hour under Scenario 2. Based on a review of the eastbound volumes, the addition of an eastbound to southbound right turn bay with yield control is anticipated to increase the longevity of the roundabout under the interim condition. As shown in Table 5.3, the intersection is anticipated to operate well with the addition of an eastbound right turn bay during the Scenario 2 PM peak hour.

Table 5.2: Sturgeon Road and River’s Gate/Road H DIRECTION MOVEMENT

EASTBOUND L

WESTBOUND R

NORTHBOUND R

SOUTHBOUND R

Scenario 1 – AM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LTR 28

238

LTR 84

399

LTR 17

160

LTR 178

v/c

0.30

0.48

0.37

0.14

Delay (s)

5.9

8.6

7.8

7.1

LOS

95th Queue (m)

Intersection Delay:

7.6

Intersection LOS:

Scenario 1 – PM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LTR 73

316

LTR 218

235

335

LTR 28

168

LTR 174

v/c

0.62

0.59

0.43

0.12

Delay (s)

12.1

11.3

9.8

7.6

LOS

95th Queue (m)

Intersection Delay:

11.1

Intersection LOS:

Scenario 2 – AM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LTR 27

255

LTR 108

708

LTR 16

251

LTR 87

v/c

0.33

0.81

0.37

0.25

Delay (s)

5.9

20.3

8.0

14.4

LOS

95th Queue (m)

133

Intersection Delay:

13.9

Intersection LOS:

Scenario 2 – PM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LTR 70

704

LTR 321

132

381

205

LTR 138

v/c

0.92

0.57

0.75

0.11

Delay (s)

27.1

11.3

30.3

7.2

LOS

95th Queue (m)

266

Intersection Delay:

LTR

22.8

Intersection LOS:

Table 5.3: Sturgeon Road and River’s Gate/Road H with EB Right Turn Bay DIRECTION MOVEMENT

EASTBOUND L

WESTBOUND R

NORTHBOUND

SOUTHBOUND R

Scenario 2 – AM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LT/R 27

255

LTR 108

708

LTR 16

251

LTR 87

v/c

0.21

0.08

0.81

0.37

0.25

Delay (s)

4.3

3.3

20.2

8.0

14.4

LOS

95th Queue (m)

133

Intersection Delay:

13.4

Intersection LOS:

Scenario 2 – PM Peak Hour – Single Lane Roundabout Geometry Volume (vph)

LT/R 70

704

LTR 321

132

381

205

LTR 138

v/c

0.59

0.25

0.57

0.64

0.11

Delay (s)

9.1

4.9

11.4

20.3

7.4

LOS

95th Queue (m)

Intersection Delay:

5.2.4

LTR

10.9

Intersection LOS:

Sturgeon Road and Road I

The Sturgeon Road/Road I intersection is anticipated to be developed as an unsignalized T-intersection with the following geometry: West Approach – one through lane, one right turn bay; East Approach – one left turn bay, one through lane; and South Approach – one shared left/right lane. The above represents the recommended ultimate geometry and traffic control as per the Area 1 TIA. As shown in Table 5.4 on the following page, the Sturgeon Road/Road I intersection is anticipated to operate at acceptable levels of service under the two traffic scenarios. The northbound movements are projected to experience LOS D in the PM peak hour; however, the movement is projected to be well under capacity and alternate access is available via the Road H roundabout. Therefore, no geometry or traffic control modifications are proposed for the intersection.

Table 5.4: Sturgeon Road and Road I DIRECTION

EASTBOUND

WESTBOUND

MOVEMENT

NORTHBOUND L

Scenario 1 – AM Peak Hour – NB Stop Geometry Volume (vph)

T/R 428

L/T 13

LR 470

v/c

0.02

0.24

Delay (s)

8.4

17.6

LOS

95th Queue (m)

Intersection Delay:

1.7

Intersection LOS:

Scenario 1 – PM Peak Hour – NB Stop Geometry Volume (vph)

T/R 461

L/T 47

LR 570

v/c

0.06

0.21

Delay (s)

8.8

20.4

LOS

95th Queue (m)

Intersection Delay

1.5

Intersection LOS:

Scenario 2 – AM Peak Hour – NB Stop Geometry Volume (vph)

T/R 344

L/T 22

LR 722

v/c

0.01

0.37

Delay (s)

8.2

27.3

LOS

95th Queue (m)

Intersection Delay:

2.2

Intersection LOS:

Scenario 2 – PM Peak Hour – NB Stop Geometry Volume (vph)

T/R 779

L/T 80

LR 496

v/c

0.03

0.33

Delay (s)

9.9

34.4

LOS

95” Queue (m)

Intersection Delay

1.6

Intersection LOS:

5.3

Illumination The potential for intersection lighting was reviewed based on the Transportation Association of Canada’s (TAC) Illumination of Isolated Rural Intersections 10 and the 2006 lighting warrant spreadsheet. Based on the review, delineation lighting is warranted at the Sturgeon Road/River’s Gate/Road H and the Sturgeon Road/Road I intersections in the 2036 horizon under both scenarios. Delineation lighting illuminates pedestrians or cross-street traffic at the intersections. The completed lighting warrant spreadsheets are included in Appendix G.

5.4

Sturgeon Road Pedestrian Crossings Pedestrian crossing opportunities across Sturgeon Road are anticipated to be provided at the Sturgeon Road/River’s Gate/Road H roundabout as well as at the Sturgeon Road/Road I T-intersection. Crossings are not anticipated to be required at the Sturgeon Road/127 Street intersection in the 2036 horizon based on the location of active modes infrastructure along the south side of Sturgeon Road and the east side of 127 Street. Crossing can be implemented at the Sturgeon Road/127 Street intersection if/when additional active modes facilities are provided west to St. Albert or when 127 Street is extended north of Sturgeon Road. 5.4.1

Sturgeon Road/River’s Gate/Road H

Although pedestrian infrastructure is not currently provided along River’s Gate north of Sturgeon Road, it is anticipated that the development of the commercial site on the southwest corner of the Sturgeon Road/River’s Gate/Road H intersection may attract pedestrians from River’s Gate; therefore, it is recommended that pedestrian crossings be integrated into the roundabout design for the intersection. Two-stage pedestrian crossings are recommended, with zebra markings across the inbound and outbound lanes on all approaches. 5.4.2

Sturgeon Road/Road I

Sturgeon County recently implemented a pedestrian crossing of Sturgeon Road where River’s Gate Trail meets Sturgeon Road at the east end of River’s Gate. The new crossing facilitates the connection between River’s Gate and the new trail recently developed along the south side of Sturgeon Road.

Gibbs, M., Zein, S., and Shaflik, C. 2001. Illumination of Isolated Rural Intersections. Ottawa, ON: Transportation

Association of Canada.

With development of Road I, the crossing is proposed to be relocated to the Sturgeon Road/Road I intersection. Based on a review of the TAC Pedestrian Crossing Control Guide 11, the crossing should be upgraded to include a rectangular rapid flashing beacon when volumes on Sturgeon Valley exceed 9,000 vpd, which is anticipated to occur within the 10-year horizon.

5.5

Analysis Summary Based on the assessments completed, the collector roadway network proposed within the West Rail Outline Plan has been appropriately planned to accommodate the build out of the neighbourhood. As well, upgrades to Sturgeon Road can be staged, allowing for traffic volumes to be monitored as the broader roadway network is constructed and surrounding developments materialize. Based on the assessments completed, Sturgeon Road can continue to operate as a two-lane arterial adjacent to the site. The initial development of the Sturgeon Road/127 Steet intersection should include left and/or right turn bays on all approaches and is anticipated to be signalized with initial implementation. A single lane roundabout is anticipated to be appropriate at the Sturgeon Road/River’s Gate/Road H intersection over the next 10 years; however, traffic volumes should be monitored upon completion of the 127 Street connection between Anthony Henday Drive and Sturgeon Road to confirm changes in traffic patterns, and the resulting impact on the intersection. The roundabout design should include pedestrian crossings on all approaches and include delineation lighting. The Sturgeon Road/Road I intersection can be developed as an un-signalized T-intersection with an eastbound right turn bay and a westbound left turn bay. The existing Sturgeon Road pedestrian crossing should be relocated to the intersection when the intersection is constructed and rectangular rapid flashing beacons are recommended when daily volumes along Sturgeon Road exceed 9,000 vpd. Delineation lighting is also recommended with construction of the intersection.

Montufar, J., Patmore, K., and Bahar, G. 2018. Pedestrian Crossing Control Guide, Third Edition. Ottawa, ON:

Trannsportation Association of Canada.

CONCLUSIONS AND RECOMMENDATIONS The transportation assessment was completed based on the build out of the West Rail Outline Plan area under two potential network options. The new 127 Street arterial connection is not anticipated to be in place with the initial phases of development within the West Rail Outline Plan but is anticipated to be constructed during the development timelines for the neighbourhood. Based on the assessments completed, the access points to Sturgeon Road are anticipated to be able to operate at acceptable levels of service under either network configuration, assuming interim intersection configurations. The review of the internal roadway network also confirmed that the proposed standard cross-sections are anticipated to appropriately accommodate the projected build out traffic volumes generated by the neighbourhood. Based on the assessments completed, the following recommendations are advanced as illustrated in Figure 6.1: The Sturgeon Road/127 Street intersection should initially be constructed as a signalized intersection with an eastbound through lane, an eastbound right turn bay, a westbound left turn bay, a westbound through lane, a northbound left turn lane, and a northbound right turn bay. This geometry and traffic control is consistent with the interim geometry identified within the TMP. Pedestrian crossings are not anticipated to be required in the 2036 horizon but may be incorporated into the ultimate design with extension of 127 Street north of Sturgeon Road and/or the provision of active modes facilities west to St. Albert. A single lane roundabout should be constructed at the Sturgeon Road/River’s Gate/Road H intersection with the initial stages of development. This is consistent with the interim geometry identified within the TMP. The intersection design should include pedestrian crossings on all four approaches and the intersection should be illuminated (delineation lighting). The Sturgeon Road/Road I intersection should be constructed to include an eastbound right turn bay and a westbound left turn bay. The south approach should be stop controlled. This is consistent with the Area 1 TIA. The intersection should be illuminated (delineation lighting) and the existing Sturgeon Road pedestrian crossing should be relocated to the intersection when the intersection is constructed. Pavement markings and signage are anticipated to be appropriate in the short term; however, the addition of a rectangular rapid flashing beacon is anticipated to be required within the 10-year horizon.

Figure 6.1: Recommended Interim Roadway Geometry and Traffic Control

APPENDIX A Sturgeon County TMP Figure 14. Sturgeon Valley Proposed Ultimate Roadway Network

Sturgeon County Transportation Master Plan

Figure 14. Sturgeon Valley Proposed Ultimate Road Network

Page 72

APPENDIX B Traffic Data and Growth Rates

47 47

7:30

75 65

8:00

8:15

8:30

8:45

Hourly Total

*** BREAK ***

15:30

15:45

Hourly Total

16:00

16:15

16:30

16:45

1.0 12

157

13.7

6.2

151

96.2

0.0

3.8

17:15

17:30

17:45

Hourly Total

Grand Total

Approach %

Total %

Lights

% Lights

Buses

% Buses

Trucks

% Trucks

1.2

97.8

969

39.2

86.3

991

245

17:00

253

Hourly Total

140

170

183

7:45

Hourly Total

7:15

Thru

Left

7:00

Start Time

0.0

1.6

0.9

97.6

1120

45.4

1148

294

298

171

191

194

App. Total

0.7

98.7

1055

42.3

93.7

1069

189

276

114

226

264

100

Thru

4.3

1.4

94.3

2.8

6.1

Right

0.0

100.0

0.1

0.2

U-Turn

Westbound

Eastbound U-Turn

Sturgeon Rd

Turning Movement Data

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

Bunt & Associates - Edmonton 10339 124 St NW #500

0.9

0.7

98.4

1123

45.1

1141

216

298

120

236

271

105

App. Total

1.4

2.8

95.8

2.8

29.6

Left

1.8

0.0

98.2

166

6.7

70.4

169

Right

Southbound

0.0

U-Turn

River's Gate

1.7

0.8

97.5

234

9.5

240

App. Total

1.3

0.8

97.9

2477

2529

554

118

133

150

153

641

166

168

158

149

316

170

146

481

114

119

158

537

176

148

119

Int. Total

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 1

2386

2341 17

Total

0 6

0 0 10

151 969

1148 1238

18 10

10 7

1120 1221

In Out

Sturgeon Rd [EB]

4 240 68 2 1 71 L

1 9 227 166 0 3 169 R

467

451

Total

2162

12 8 20

13 10 23

1064 1141 2205

66 1055 2

1 7 0

3 7 0

70 1069 2

R T U

Lights Buses Trucks

217

Total

1123

2026/09/01 7:00 Ending At 2026/09/01 18:00

In 234

Out

River's Gate [SB]

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

1039

Turning Movement Data Plot

0 157

U L T

991

Bunt & Associates - Edmonton 10339 124 St NW #500

Out

Sturgeon Rd [WB]

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 2

0.906 189 98.4 1 0.5 2

10.3

3.7

0.786

100.0

0.0

8:00

8:15

Total

Approach %

Total %

PHF

Lights

% Lights

Buses

% Buses

Trucks

% Trucks

1.0

31.9

89.7

192

7:45

Thru

Left

7:30

Start Time

0.000

0.0

0.9

0.5

98.6

211

0.907

35.6

214

App. Total

1.0

1.3

97.7

291

0.745

49.6

95.8

298

100

Thru

0.0

7.7

92.3

0.650

2.2

4.2

Right

0.000

0.0

U-Turn

Westbound

Eastbound U-Turn

Sturgeon Rd

1.0

1.6

97.4

303

0.740

51.7

311

105

App. Total

Turning Movement Peak Hour Data (7:30)

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

Bunt & Associates - Edmonton 10339 124 St NW #500

0.0

4.5

95.5

0.500

3.7

28.9

Left

1.9

0.0

98.1

0.675

9.0

71.1

Right

Southbound

0.000

0.0

U-Turn

River's Gate

1.3

97.4

0.760

12.6

App. Total

1.0

1.2

97.8

588

0.854

601

119

158

176

148

Int. Total

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 3

566

555 5

Total

0 0

0 0 1

22 189

214 352

2 4

1 4

211 344

In Out

Sturgeon Rd [EB]

111

Total

303 513

2 5 7

2 3 5

214 311 525

12 291 0

1 4 0

0 3 0

13 298 0

R T U

2026/09/01 7:30 Ending At 2026/09/01 8:30 Lights Buses Trucks

Peak Hour Data

0 0

108

Total

In 74

Out

River's Gate [SB]

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

210

Turning Movement Peak Hour Data Plot (7:30)

0 22

U L T

192

Bunt & Associates - Edmonton 10339 124 St NW #500

Out

Sturgeon Rd [WB]

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 4

0.884 234 98.7 1 0.4 2

20.2

9.3

0.789

95.0

0.0

5.0

16:15

16:30

Total

Approach %

Total %

PHF

Lights

% Lights

Buses

% Buses

Trucks

% Trucks

0.8

36.7

79.8

237

16:00

Thru

Left

15:45

Start Time

0.000

0.0

1.7

0.3

98.0

291

0.884

46.0

297

App. Total

0.4

99.3

272

0.926

42.5

91.9

274

Thru

4.3

0.0

95.7

0.719

3.6

7.7

Right

0.0

100.0

0.250

0.2

0.3

U-Turn

Westbound

Eastbound U-Turn

Sturgeon Rd

0.7

0.3

99.0

295

0.931

46.2

298

App. Total

Turning Movement Peak Hour Data (15:45)

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

Bunt & Associates - Edmonton 10339 124 St NW #500

7.7

0.0

92.3

0.464

2.0

26.0

Left

0.0

100.0

0.771

5.7

74.0

Right

Southbound

0.000

0.0

U-Turn

River's Gate

2.0

0.0

98.0

0.893

7.8

App. Total

1.2

0.3

98.4

635

0.949

645

168

158

149

170

Int. Total

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 5

608

600 2

Total

0 3

0 0 1

57 234

297 311

5 1

1 1

291 309

In Out

Sturgeon Rd [EB]

133

Total

295 542

1 1 2

3 2 5

251 298 549

22 272 1

0 1 0

1 1 0

23 274 1

R T U

2026/09/01 15:45 Ending At 2026/09/01 16:45 Lights Buses Trucks

Peak Hour Data

0 1

128

Total

In 49

Out

River's Gate [SB]

Edmonton, Alberta, Canada T5N 3W1 (780) 732-5373 coberg@bunteng.com

247

Turning Movement Peak Hour Data Plot (15:45)

0 60

U L T

237

Bunt & Associates - Edmonton 10339 124 St NW #500

Out

Sturgeon Rd [WB]

Count Name: TMC-Sturgeon Rd & River's Gate Site Code: 03-26-0050 Start Date: 2026/09/01 Page No: 6

Study Name Sturgeon Rd west of River's Gate - LC Start Date 1-Sep-2026 Start Time 0:00 Site Code 03-26-0050 Channel Direction 0:00 0:15 0:30 0:45 1:00 1:15 1:30 1:45 2:00 2:15 2:30 2:45 3:00 3:15 3:30 3:45 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 6:00 6:15 6:30 6:45 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15

Direction Westbound

Direction Eastbound 3 1 2 0 0 2 1 0 0 0 0 1 1 0 2 0 0 1 2 1 7 9 5 6 14 16 34 40 55 54 86 113 99 53 62 53 54 32 42 40 36 26 48 40 41 36

4 2 1 1 1 0 0 0 0 1 0 3 4 1 0 0 1 1 1 3 2 3 9 8 9 11 9 28 52 37 47 56 53 59 45 35 34 27 29 27 39 30 31 34 31 30

11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45 16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45 20:00 20:15 20:30 20:45 21:00 21:15 21:30 21:45 22:00 22:15 22:30 22:45 23:00 23:15 23:30 23:45 Total

48 36 33 28 46 49 33 25 28 37 41 51 50 69 42 57 60 78 78 76 80 77 67 68 46 44 38 39 42 31 31 27 21 27 23 26 33 28 27 16 8 9 10 2 9 5 3 4 2 2 2928 5745

34 37 42 33 32 33 42 28 26 39 38 40 48 61 64 106 87 84 62 80 69 80 76 71 79 64 42 48 47 42 41 36 32 21 36 34 37 38 18 17 20 15 7 8 7 8 5 1 2 1 2817

03-26-0050 West Rail Outline Plan Growth Rate Calculations HWY: 2 CS: 34 Year TCS: 8 AADT Description 4 KM S OF 2 & 37 ST ALBERT

20-Yr 2006 17560

10-Yr 2016 19410

20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

Current Yr 2025 17590

0.0% -1.1%

HWY: 28 20-Yr 10-Yr CS: 2 Year 2006 2016 TCS: 12 AADT 8010 12760 Description S OF STURGEON VALLEY RD 20-54-24-408050000

Current Yr 2025 12360

20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

1.9% -0.4%

10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

HWY: 37 CS: 4 Year TCS: 4 AADT Description 1.2 KM E OF 2 & 37 NAMAO

20-Yr 2006 6460

10-Yr 2016 6660

20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

Current Yr 2025 8370

1.2% 2.3%

HWY: 37 20-Yr 10-Yr Current Yr CS: 4 Year 2006 2016 2025 TCS: 4 AADT 6400 6580 8380 Description W OF STARKEY RD & RGE RD 250 35-54-25-403200070 20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

1.2% 2.4%

HWY: 37 20-Yr 10-Yr Current Yr CS: 4 Year 2006 2016 2025 TCS: 4 AADT 6040 5990 7740 Description E OF STARKEY RD & RGE RD 250 35-54-25-403200070 20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

1.2% 2.5%

HWY: 37 CS: 4 Year TCS: 4 AADT Description W OF 28 W OF NAMAO

20-Yr 2006 6140

10-Yr 2016 6080

20-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

Current Yr 2025 7930

1.2% 2.6%

HWY: 216 10-Yr Current Yr CS: 8 Year 2016 2025 TCS: 16 AADT 55640 72840 Description W OF 127 ST NW, EDMONTON 1-54-25-402600480 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

2.6%

HWY: 216 10-Yr Current Yr CS: 8 Year 2016 2025 TCS: 20 AADT 45560 62640 Description E OF 127 ST NW, EDMONTON 1-54-25-402600480 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT =

3.0%

Description 127 Street north of 167 Avenue Historical 10-Yr Current Yr Year 2014 2016 2025 AADT 19500 18900 21952 Long Term Linear Traffic Growth Rate as a percentage of 2025 AADT 10-Year Linear Traffic Growth Rate as a percentage of 2025 AADT = Bunt Counts - 24-hour weekday Daily Link V 2018 2026 4663 5745

2.4%

1.0% 1.5%

APPENDIX C Sturgeon Valley Planning Area 1 TIA Background Volumes

APPENDIX D West Rail Land Use Concept and Statistics

BLOCK 3 822 1262

BLOCK 1 152 2864

RIVER LOT

Proposed Roundabout BLOCK 1 192 0700

RIVER LOT

BLOCK 1 222 0538 BLOCK 1 232 0382

Future East Rail Outline Plan (TBD)

RIVER LOT

LEGEND Outline Plan Boundary

Transitional Low Density I

Storm Pond

Collector Road

Transitional Low Density II

Public Utility Lot

Low Density Residential

Arterial Road Dedication

Commercial

Parks

MAP 3 NOTE: are subject to minor revisions during subdivision and may not be exactly as illustrated.

Land Use Concept & Policies

Development Concept WEST RAIL OUTLINE PLAN

5.3

Land Use Statistics

TABLE 2 — Land Use Statistics Land Use

Area (ha)

GROSS AREA Environmental Reserve Arterial Road

47.93 0.00 0.89 2.08 0.22

Existing Utility Rights–of–Way Sub–Total

3.19

GROSS DEVELOPABLE AREA

44.74

100%

Non–Residential Land Uses Parks/Municipal Reserve Stormwater Management Facilities Public Utility/Walkways Circulation (Roadways) Commercial

4.07 4.22 0.31 10.24 1.26

9.1% 9.4% 0.7% 22.9% 2.8%

Sub–Total Non–Residential

20.10

44.9%

Residential Area

24.64

55.1%

Residential Land Use

Area (ha)

Low Density Transitional I Low Density Transitional II Low Density

Units

Pop.

1.60 1.18 21.86

3.6% 2.6% 48.8%

16 17 655

2.3% 2.5% 95.2%

50 53 2069

2.3% 2.4% 95.3%

Total Residential

24.64

55.1%

688

100%

2172

100%

Overall Density

27.9 du/nrha

Residential Type

Residential Density

Population Density

Low Density Transitional I Low Density Transitional II Low Density

10 units/hectare 15 units/hectare 30 units/hectare

3.16 persons/unit 3.16 persons/unit 3.16 persons/unit

COMMERCIAL

RESIDENTIAL

2.8%

PARK/OPEN SPACE*

9.8% 9.4%

55.1% GROSS DEVELOPABLE AREA

44.74 hectares

STORM POND

22.9%

*Includes Public Utility Lots

ROADWAYS

Land Use Concept & Policies

WEST RAIL OUTLINE PLAN

APPENDIX E Trip Generation Summary

APPENDIX F Analysis Printouts

34: Sturgeon Road & 127 Street 2 2 Total Traffic Volumes

Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Confl. Peds. (#/hr) Peak Hour Factor Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio

AM Peak Hour 09/03/2026

NWL

NWR

NET

NER

SWL

SWT

30 30 1900 0.0 1 7.5 1845

174 174 1900 100.0 1

216 216 1900

100 100 1900 50.0 1

449 449 1900

1568

1845

1568

1722

1434 No

1845

1434 Yes 100

574 574 1900 100.0 1 7.5 1845 0.532 940

60 1101.8 66.1 20 1.00

60 535.8 32.1 20 1.00

1.00

30 174 Perm pm+ov 3 2 2 24.0 13.0 26.0 56.0 21.7% 46.7% 4.0 4.0 2.0 0.0 0.5 0.5 6.5 4.5 Lag

24.0 38.0 31.7% 4.0 2.0 0.5 6.5 Lead

19.5 0.16 0.11 44.1 0.0 44.1 D 14.3 B 6.4 15.6 1077.8

31.5 0.26 0.45 40.5 0.0 40.5 D 30.2 C 44.9 69.1 511.8

279 0 0 0 0.11

73.0 0.61 0.19 9.2 0.0 9.2 A 15.9 25.8 100.0 929 0 0 0 0.19

03-26-0050 West Rail Outline Plan Staging TIA C. Oberg

216 NA 4

484 0 0 0 0.45

1845 1845 60 508.8 30.5

20 1.00

100 Perm 4 24.0 38.0 31.7% 4.0 2.0 0.5 6.5 Lead

574 pm+pt 3 8 13.0 56.0 46.7% 4.0 0.0 1.0 5.0 Lag

31.5 0.26 0.22 7.9 0.0 7.9 A

89.0 0.74 0.53 12.4 0.0 12.4 B

0.0 13.7

46.4 64.4

50.0 450 0 0 0 0.22

100.0 1081 0 0 0 0.53

1.00 449 NA 8 24.0 94.0 78.3% 4.0 2.0 0.5 6.5 87.5 0.73 0.33 6.6 0.0 6.6 A 9.9 A 35.0 49.3 484.8 1345 0 0 0 0.33 Synchro 11 Report Page 1

34: Sturgeon Road & 127 Street 20 Total Traffic Volumes

AM Peak Hour 09/03/2026

Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 40 (33%), Referenced to phase 4:NET and 8:SWTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 0.53 Intersection Signal Delay: 14.6 Intersection LOS: B Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15 Splits and Phases:

34: Sturgeon Road & 127 Street

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34: Sturgeon Road & 127 Street 20 2 Total Traffic Volumes

PM Peak Hour 09/03/2026

NWL

NWR

NET

NER

SWL

SWT

180 180 1900 0.0 1 7.5 1845

669 669 1900 100.0 1

426 426 1900

10 10 1900 50.0 1

307 307 1900

1568

1845

1568

1722

1434 No

1845

1434 Yes 7

326 326 1900 100.0 1 7.5 1845 0.273 504

60 1101.8 66.1 20 1.00

60 535.8 32.1 20 1.00

180 669 Perm pm+ov 3 6 6 24.0 13.0 28.0 50.0 23.3% 41.7% 4.0 4.0 2.0 0.0 0.5 0.5 6.5 4.5 Lag 21.5 0.18 0.58 53.8 0.0 53.8 D 29.6 C 41.3 66.1 1077.8 308 0 0 0 0.58

69.0 0.58 0.76 23.1 0.0 23.1 C

1.00 426 NA 4 24.0 42.0 35.0% 4.0 2.0 0.5 6.5 Lead

35.5 0.30 0.78 50.1 0.0 50.1 D 49.4 D 105.2 96.6 151.7 #139.0 511.8 100.0 875 545 0 0 0 0 0 0 0.76 0.78

03-26-0050 West Rail Outline Plan Staging TIA C. Oberg

1845 1845 60 508.8 30.5

20 1.00

10 Perm 4 24.0 42.0 35.0% 4.0 2.0 0.5 6.5 Lead

326 pm+pt 3 8 13.0 50.0 41.7% 4.0 0.0 1.0 5.0 Lag

35.5 0.30 0.02 19.6 0.0 19.6 B

87.0 0.72 0.38 14.1 0.0 14.1 B

0.5 4.8

23.7 34.7

50.0 429 0 0 0 0.02

100.0 868 0 0 0 0.38

1.00 307 NA 8 24.0 92.0 76.7% 4.0 2.0 0.5 6.5 85.5 0.71 0.23 6.5 0.0 6.5 A 10.4 B 23.3 34.4 484.8 1314 0 0 0 0.23 Synchro 11 Report Page 1

34: Sturgeon Road & 127 Street 20 2 Total Traffic Volumes

PM Peak Hour 09/03/2026

Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 93 (78%), Referenced to phase 4:NET and 8:SWTL, Start of Green Natural Cycle: 70 Control Type: Pretimed Maximum v/c Ratio: 0.78 Intersection Signal Delay: 27.8 Intersection LOS: C Intersection Capacity Utilization 74.9% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

34: Sturgeon Road & 127 Street

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29: Sturgeon Road & Road I 2036 Scenario 1 Total Traffic Volumes

Intersection Int Delay, s/veh

AM Peak Hour 10/04/2026

1.7

Movement WBL WBR NET NER SWL SWT Lane Configurations Traffic Vol, veh/h 41 51 428 13 17 470 Future Vol, veh/h 41 51 428 13 17 470 Conflicting Peds, #/hr 20 20 0 20 20 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 50 50 Veh in Median Storage, # 0 0 0 Grade, % 0 0 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 3 3 3 3 Mvmt Flow 41 51 428 13 17 470 Major/Minor Minor1 Major1 Conflicting Flow All 972 468 0 Stage 1 448 Stage 2 524 Critical Hdwy 6.43 6.23 Critical Hdwy Stg 1 5.43 Critical Hdwy Stg 2 5.43 Follow-up Hdwy 3.527 3.327 Pot Cap-1 Maneuver 279 593 Stage 1 642 Stage 2 592 Platoon blocked, % Mov Cap-1 Maneuver 265 573 Mov Cap-2 Maneuver 265 Stage 1 631 Stage 2 572 Approach HCM Control Delay, s HCM LOS Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)

WB 17.6 C

NE 0

Major2 0 461 - 4.13 - 2.227 - 1095 - 1076 -

0 -

SW 0.3

NET NERWBLn1 SWL SWT - 377 1076 - 0.244 0.016 - 17.6 8.4 C A 0.9 0 -

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29: Sturgeon Road & Road I 2036 Scenario 1 Total Traffic Volumes

Intersection Int Delay, s/veh

PM Peak Hour 10/04/2026

1.5

Movement WBL WBR NET NER SWL SWT Lane Configurations Traffic Vol, veh/h 28 33 461 47 56 570 Future Vol, veh/h 28 33 461 47 56 570 Conflicting Peds, #/hr 20 20 0 20 20 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 50 50 Veh in Median Storage, # 0 0 0 Grade, % 0 0 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 3 3 3 3 Mvmt Flow 28 33 461 47 56 570 Major/Minor Minor1 Major1 Conflicting Flow All 1183 501 0 Stage 1 481 Stage 2 702 Critical Hdwy 6.43 6.23 Critical Hdwy Stg 1 5.43 Critical Hdwy Stg 2 5.43 Follow-up Hdwy 3.527 3.327 Pot Cap-1 Maneuver 208 568 Stage 1 620 Stage 2 490 Platoon blocked, % Mov Cap-1 Maneuver 190 549 Mov Cap-2 Maneuver 190 Stage 1 609 Stage 2 455 Approach HCM Control Delay, s HCM LOS Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)

WB 20.4 C

NE 0

Major2 0 528 - 4.13 - 2.227 - 1034 - 1016 -

0 -

SW 0.8

NET NERWBLn1 SWL SWT - 294 1016 - 0.207 0.055 - 20.4 8.8 C A 0.8 0.2 -

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29: Sturgeon Road & Road I 20 2 Total Traffic Volumes

Intersection Int Delay, s/veh

AM Peak Hour 09/03/2026

2.2

Movement WBL WBR NET NER SWL SWT Lane Configurations Traffic Vol, veh/h 73 19 344 22 8 722 Future Vol, veh/h 73 19 344 22 8 722 Conflicting Peds, #/hr 20 20 0 20 20 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 50 50 Veh in Median Storage, # 0 0 0 Grade, % 0 0 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 3 3 3 3 Mvmt Flow 73 19 344 22 8 722 Major/Minor Minor1 Major1 Conflicting Flow All 1122 384 0 Stage 1 364 Stage 2 758 Critical Hdwy 6.43 6.23 Critical Hdwy Stg 1 5.43 Critical Hdwy Stg 2 5.43 Follow-up Hdwy 3.527 3.327 Pot Cap-1 Maneuver 227 661 Stage 1 701 Stage 2 461 Platoon blocked, % Mov Cap-1 Maneuver 218 639 Mov Cap-2 Maneuver 218 Stage 1 689 Stage 2 450 Approach HCM Control Delay, s HCM LOS Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)

WB 27.3 D

NE 0

Major2 0 386 - 4.13 - 2.227 - 1167 - 1147 -

0 -

SW 0.1

NET NERWBLn1 SWL SWT - 252 1147 - 0.365 0.007 - 27.3 8.2 D A 1.6 0 -

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Synchro 11 Report Page 1

29: Sturgeon Road & Road I 2 Total Traffic Volumes

Intersection Int Delay, s/veh

PM Peak Hour 09/03/2026

1.6

Movement WBL WBR NET NER SWL SWT Lane Configurations Traffic Vol, veh/h 44 16 779 80 23 496 Future Vol, veh/h 44 16 779 80 23 496 Conflicting Peds, #/hr 20 20 0 20 20 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 50 50 Veh in Median Storage, # 0 0 0 Grade, % 0 0 0 Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 3 3 3 3 3 3 Mvmt Flow 44 16 779 80 23 496 Major/Minor Minor1 Major1 Conflicting Flow All 1361 819 0 Stage 1 799 Stage 2 562 Critical Hdwy 6.43 6.23 Critical Hdwy Stg 1 5.43 Critical Hdwy Stg 2 5.43 Follow-up Hdwy 3.527 3.327 Pot Cap-1 Maneuver 163 374 Stage 1 441 Stage 2 569 Platoon blocked, % Mov Cap-1 Maneuver 153 361 Mov Cap-2 Maneuver 153 Stage 1 434 Stage 2 542 Approach HCM Control Delay, s HCM LOS Minor Lane/Major Mvmt Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS HCM 95th %tile Q(veh)

WB 34.4 D

NE 0

Major2 0 879 - 4.13 - 2.227 - 764 - 751 -

0 -

SW 0.4

NET NERWBLn1 SWL SWT - 181 751 - 0.331 0.031 - 34.4 9.9 D A 1.4 0.1 -

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Synchro 11 Report Page 1

APPENDIX G Lighting Warrant Spreadsheets

This spreadsheet is to be used in conjunction with Guide for the Design of Roadway Lighting , Transportation Association of Canada, 2006 Edition. Please enter information in the cells with yellow background

INTERSECTION CHARACTERISTICS Sturgeon Road River's Gate/Road H Sturgeon County

Main Road Minor Road City/Town

Date Other

October 5, 2026 2036 Scenario 1

Weight

Comments Roundabout proposed for the intersection. Assumptions reflect potential similar geometry under stop/signal control. Roundabout features will be raised. Recommended speed limit on Sturgeon Road is 60km/hr as per TMP

GEOMETRIC FACTORS Value Descriptive Y 60

Rating 3

Approach Sight Distance on most constrained approach (%)

100

Posted Speed limit (in 10's of km/h) Radius of Horizontal Curve (m)

60 T

Channelization Rating Presence of raised channelization? ( Y / N ) Highest operating speed on raised, channelized approach (km/h) Channelization Factor

Posted Speed Category = Posted Speed Category = Posted Speed Category = Posted Speed Category =

Horizontal Curvature Factor

Check OK OK OK OK

Score

Relative to the recommended minimum sight distance

Enter "T" for tangent (no horizontal curve at the intersection)

OK OK

0 0 0 0 0

0 0

Angle of Intersection (10's of Degrees)

Downhill Approach Grade (x.x%)

0.0

Rounded to nearest tenth of a percent

Number of Intersection Legs

Number of legs = 3 or more

Geometric Factors Subtotal

OPERATIONAL FACTORS Is the intersection signalized ? ( Y/ N ) AADT on Major Road (2-way) AADT on Minor Road (2-way) Signalization Warrant

Calculate the Signalization Warrant Factor

10990 6415 Descriptive

4 4 0

10 20 30

Night-Time Hourly Pedestrian Volume

Potential for pedestrians crossing to commercial during night condi

Intersecting Roadway Classification

Descriptive

Refer to Table 1(B) for ratings.

Operating Speed or Posted Speed on Major Road (km/h)

Refer to Table 1(B), note #3

Operating Speed on Minor Road (km/h)

Refer to Table 1(B), note #3

Either Use the two AADT inputs OR the Descriptive Signalization Warrant (Unused values should be set to Zero) Refer to Table 1(B) for description and rating values for signalization warrant.

OK OK OK

40 80 0 OK

Operational Factors Subtotal

145

ENVIRONMENTAL FACTOR Lighted Developments within 150 m radius of intersection

Assumes commercial site in SW corner will be lit

Environmental Factor Subtotal

COLLISION HISTORY Average Annual night-time collision frequency due to inadequate lighting (collisions/yr, rounded to nearest whole # ) OR Collision Rate over last 3 years, due to inadequate lighting (/MEV) Is the average ratio of all night to day collisions >= 1.5 (Y/N)

0.0

0 N

0 0

Enter either the annual frequency (See Table 1(C), note #4) OR the number of collisions / MEV (Unused values should be set to Zero)

OK OK

0 OK

Collision History Subtotal

Check Intersection Signalization: Intersection is not Signalized

ILLUMINATION WARRANTED DELINEATION LIGHTING TO ILLUMINATE PEDESTRIANS OR CROSS STREET TRAFFIC

SUMMARY Geometric Factors Subtotal Operational Factor Subtotal Environmental Factor Subtotal Collision History Subtotal

51 145 5 0

TOTAL POINTS

201 template copyright Transportation Association of Canada 2001

INTERSECTION CHARACTERISTICS Sturgeon Road River's Gate/Road H Sturgeon County

Main Road Minor Road City/Town

Date Other

October 5, 2026 2036 Scenario 2

Weight

GEOMETRIC FACTORS Value Descriptive Y 60

Rating 3

Approach Sight Distance on most constrained approach (%)

100

Posted Speed limit (in 10's of km/h) Radius of Horizontal Curve (m)

60 T

Channelization Rating Presence of raised channelization? ( Y / N ) Highest operating speed on raised, channelized approach (km/h) Channelization Factor

Posted Speed Category = Posted Speed Category = Posted Speed Category = Posted Speed Category =

Horizontal Curvature Factor

Check OK OK OK OK

Score

Relative to the recommended minimum sight distance

Enter "T" for tangent (no horizontal curve at the intersection)

OK OK

0 0 0 0 0

0 0

Angle of Intersection (10's of Degrees)

Downhill Approach Grade (x.x%)

0.0

Rounded to nearest tenth of a percent

Number of Intersection Legs

Number of legs = 3 or more

Geometric Factors Subtotal

OPERATIONAL FACTORS Is the intersection signalized ? ( Y/ N ) AADT on Major Road (2-way) AADT on Minor Road (2-way) Signalization Warrant

Calculate the Signalization Warrant Factor

15570 6415 Descriptive

4 4 0

10 20 30

Night-Time Hourly Pedestrian Volume

Potential for pedestrians crossing to commercial during night condi

Intersecting Roadway Classification

Descriptive

Refer to Table 1(B) for ratings.

Operating Speed or Posted Speed on Major Road (km/h)

Refer to Table 1(B), note #3

Operating Speed on Minor Road (km/h)

Refer to Table 1(B), note #3

Either Use the two AADT inputs OR the Descriptive Signalization Warrant (Unused values should be set to Zero) Refer to Table 1(B) for description and rating values for signalization warrant.

OK OK OK

40 80 0 OK

Operational Factors Subtotal

145

ENVIRONMENTAL FACTOR Lighted Developments within 150 m radius of intersection

Assumes commercial site in SW corner will be lit

Environmental Factor Subtotal

0.0

0 N

0 0

Enter either the annual frequency (See Table 1(C), note #4) OR the number of collisions / MEV (Unused values should be set to Zero)

OK OK

0 OK

Collision History Subtotal

Check Intersection Signalization: Intersection is not Signalized

ILLUMINATION WARRANTED DELINEATION LIGHTING TO ILLUMINATE PEDESTRIANS OR CROSS STREET TRAFFIC

SUMMARY Geometric Factors Subtotal Operational Factor Subtotal Environmental Factor Subtotal Collision History Subtotal

51 145 5 0

TOTAL POINTS

201 template copyright Transportation Association of Canada 2001

INTERSECTION CHARACTERISTICS Sturgeon Road Road I Sturgeon County

Date Other

Main Road Minor Road City/Town

October 5, 2026 2036 Scenario 1

GEOMETRIC FACTORS Value Descriptive N 60

Rating 3

Approach Sight Distance on most constrained approach (%)

100

Posted Speed limit (in 10's of km/h) Radius of Horizontal Curve (m)

60 T

Channelization Rating Presence of raised channelization? ( Y / N ) Highest operating speed on raised, channelized approach (km/h) Channelization Factor

Posted Speed Category = Posted Speed Category = Posted Speed Category = Posted Speed Category =

Horizontal Curvature Factor

Weight

Comments

Check OK OK OK OK

Score

Relative to the recommended minimum sight distance

Enter "T" for tangent (no horizontal curve at the intersection)

OK OK

0 0 0 0 0

0 0

Angle of Intersection (10's of Degrees)

Downhill Approach Grade (x.x%)

0.0

Rounded to nearest tenth of a percent

Number of Intersection Legs

Number of legs = 3 or more

Geometric Factors Subtotal

OPERATIONAL FACTORS Is the intersection signalized ? ( Y/ N ) AADT on Major Road (2-way) AADT on Minor Road (2-way) Signalization Warrant

Calculate the Signalization Warrant Factor

11100 1665 Descriptive

4 3 0

10 20 30

Night-Time Hourly Pedestrian Volume

Trail connection - potential for pedestrians during night conditions

Intersecting Roadway Classification

Descriptive

Refer to Table 1(B) for ratings.

Operating Speed or Posted Speed on Major Road (km/h)

Refer to Table 1(B), note #3

Operating Speed on Minor Road (km/h)

Refer to Table 1(B), note #3

Either Use the two AADT inputs OR the Descriptive Signalization Warrant (Unused values should be set to Zero) Refer to Table 1(B) for description and rating values for signalization warrant.

OK OK OK

40 60 0 OK

Operational Factors Subtotal

120

ENVIRONMENTAL FACTOR Lighted Developments within 150 m radius of intersection

Environmental Factor Subtotal

0.0

0 N

0 0

Enter either the annual frequency (See Table 1(C), note #4) OR the number of collisions / MEV (Unused values should be set to Zero)

OK OK

0 OK

Collision History Subtotal

Check Intersection Signalization: Intersection is not Signalized

ILLUMINATION WARRANTED DELINEATION LIGHTING TO ILLUMINATE PEDESTRIANS OR CROSS STREET TRAFFIC

SUMMARY Geometric Factors Subtotal Operational Factor Subtotal Environmental Factor Subtotal Collision History Subtotal

18 120 0 0

TOTAL POINTS

138 template copyright Transportation Association of Canada 2001

INTERSECTION CHARACTERISTICS Sturgeon Road Road I Sturgeon County

Date Other

Main Road Minor Road City/Town

October 5, 2026 2036 Scenario 2

GEOMETRIC FACTORS Value Descriptive N 60

Rating 3

Approach Sight Distance on most constrained approach (%)

100

Posted Speed limit (in 10's of km/h) Radius of Horizontal Curve (m)

60 T

Channelization Rating Presence of raised channelization? ( Y / N ) Highest operating speed on raised, channelized approach (km/h) Channelization Factor

Posted Speed Category = Posted Speed Category = Posted Speed Category = Posted Speed Category =

Horizontal Curvature Factor

Weight

Comments

Check OK OK OK OK

Score

Relative to the recommended minimum sight distance

Enter "T" for tangent (no horizontal curve at the intersection)

OK OK

0 0 0 0 0

0 0

Angle of Intersection (10's of Degrees)

Downhill Approach Grade (x.x%)

0.0

Rounded to nearest tenth of a percent

Number of Intersection Legs

Number of legs = 3 or more

Geometric Factors Subtotal

OPERATIONAL FACTORS Is the intersection signalized ? ( Y/ N ) AADT on Major Road (2-way) AADT on Minor Road (2-way) Signalization Warrant

Calculate the Signalization Warrant Factor

13145 1665 Descriptive

4 3 0

10 20 30

Night-Time Hourly Pedestrian Volume

Trail connection - potential for pedestrians during night conditions

Intersecting Roadway Classification

Descriptive

Refer to Table 1(B) for ratings.

Operating Speed or Posted Speed on Major Road (km/h)

Refer to Table 1(B), note #3

Operating Speed on Minor Road (km/h)

Refer to Table 1(B), note #3

Either Use the two AADT inputs OR the Descriptive Signalization Warrant (Unused values should be set to Zero) Refer to Table 1(B) for description and rating values for signalization warrant.

OK OK OK

40 60 0 OK

Operational Factors Subtotal

120

ENVIRONMENTAL FACTOR Lighted Developments within 150 m radius of intersection

Environmental Factor Subtotal

0.0

0 N

0 0

Enter either the annual frequency (See Table 1(C), note #4) OR the number of collisions / MEV (Unused values should be set to Zero)

OK OK

0 OK

Collision History Subtotal

Check Intersection Signalization: Intersection is not Signalized

ILLUMINATION WARRANTED DELINEATION LIGHTING TO ILLUMINATE PEDESTRIANS OR CROSS STREET TRAFFIC

SUMMARY Geometric Factors Subtotal Operational Factor Subtotal Environmental Factor Subtotal Collision History Subtotal

18 120 0 0

TOTAL POINTS

138 template copyright Transportation Association of Canada 2001