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Starkey Road Functional Planning Study Sturgeon County – Report FINAL

Executive Summary 1.0

Introduction

Following the identification for the need to improve Starkey Road, ISL Engineering and Land Services was retained by Sturgeon County to undertake a Functional Planning Study for Starkey Road, north of the Sturgeon River crossing to Highway 37. Starkey Road is a 2-lane rural major collector in the Sturgeon Valley linking Sturgeon Road to Highway 37 through country residential areas, providing the only Sturgeon River crossing in the valley. Although the Highway 37/Starkey Road intersection was recently realigned to the west to improve sight distances toward the railway underpass the intersection concerns persist and fatal collisions are still occurring. Alberta Transportation is currently developing a Functional Plan that includes an interchange at Range Road 252 and the closure of the existing Starkey Road intersection; however, the timing of the closure is unknown. The County requested that alternate alignments be considered for Starkey Road that included a long-term access to Highway 37 that considered the province’s plans. This report outlines the study process and findings.

2.0

Development of a Recommended Plan

Realignment options were developed for Starkey Road north of Estate Way/Township Road 544A that connected to the future interchange at Range Road 252. Option 3 was selected as the preferred alignment due to its lower geotechnical risk and limited impacts to Windsor Estates. Functional plans were developed for Starkey Road using a design speed of 70 km/h (posted at 60 km/h), with a 10.8m road surface. The attached exhibit shows the recommended realignment of Starkey Road and related network improvements. Features include: • An arterial road realignment that connects to the future interchange on Highway 37, developing a longterm connection from the Sturgeon Valley to the provincial highway network. • Future intersection improvements at: • Bellerose Drive / Pinnacle Way - turn-bays in the short-term and signals in the long-term; • Estate Way / Township Road 544A - turn-bays; • Old Starkey Road – turn-bays; • Coal Mine Road – turn-bays; • Range Road 252 - turn-bays; and • Highway 37 – standard Alberta Transportation Type IVc intersection treatment (to be confirmed by Alberta Transportation). • Multi-use trail for pedestrian and cyclist accommodation, including widening of the existing Sturgeon River Bridge is optional or may be carried out as a separate project. • Local access roads provided to existing residences in the vicinity of the old Starkey Road and Coal Mine Road intersection to improve access management along the corridor. • Service Road provided on the north side of Highway 37 to allow for local access once the existing Starkey Road intersection is closed. • Local improvements to Starkey Road, north of Coal Mine Road. • Modification of the Sturgeon River Bridge headslopes to allow for wildlife passage.

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Starkey Road Functional Planning Study Sturgeon County – Report FINAL

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Starkey Road Functional Planning Study Sturgeon County – Report FINAL

3.0

Staging

Construction for this project has been outlined below. Though the timing of construction is not known at this time, the procurement of right-of-way is flexible and can be based on development, funding availability and County priorities. Stage 1 includes: • Road improvements from the Sturgeon River to the existing curve on Starkey Road (Station 2+400); • Modifications to the Sturgeon River Bridge (optional or may be carried out as a separate project); and • Construction of a 3m wide asphalt multi-use trail (optional or may be carried out as a separate project). Stage 2 includes: • Road improvements from the existing curve on Starkey Road to Highway 37; • Realigning Coal Mine Road and removing existing road base; • Rehabbing existing Starkey Road, north of Coal Mine Road; • Closing the intersection of Starkey Road and Highway 37; • Constructing a new service road connection north of Highway 37; and • Construction of a 3m wide asphalt multi-use trail (optional or may be carried out as a separate project).

4.0

Opinion of Probable Costs

A 2013 planning level estimate was prepared for the each of the proposed stages and is shown in Table 1 below. Table 1: Opinion of Probable Costs Costs (2013$) Item Roadway Reconstruction and Earthworks Roadway Rehabilitation Multiuse Trail and Bridge Modifications(optional) Utilities, Drainage & Landscaping Illumination Right-of-way Subtotal: 15% Engineering 30% Contingency Total:

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Stage 1 $2.6M $0M $1.5M $1.2M $0.6M $0.2M $6.8M $0.9M $1.8M $8.8M

Stage 2 $5.4M $3.9M $0.5M $1.3M $1.2M $2.1M $14.4M $2.2M $3.7M $20.2M

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Starkey Road Functional Planning Study Sturgeon County – Report FINAL

5.0

Conclusions and Recommendations

This functional planning study has defined the necessary improvements for Starkey Road, based on input from stakeholders, landowners, and interested residents. The County can now move forward with future development planning, confident that the necessary right-of-way and long-term access locations will be protected. All future land use plans should stay outside of the road right-of-way, and respect the recommended access locations. Considerations for the future design stage include: • Complete geophysical and geotechnical investigations to confirm the subsurface soil and groundwater conditions along the road alignment. This is particularly important where the road alignment crosses over the old coal mines. • The use of geogrid may be required under the slough/swampy areas of the road. Drainage and ground stability in these areas should be investigated and assessed at the design stage. • Confirm location and elevation of utilities to determine mitigation requirements. • Work with Alberta Transportation to confirm the interchange design for Starkey Road so that County improvements tie into provincial initiatives. • Try to preserve the shelterbelt along the east-west section of Coal Mine Road. • Additional wildlife and plant investigations should be undertaken around the natural wetlands and woodlands that are encroached into. • Closer to construction, the following regulatory requirements should be reviewed: • Migratory Birds Convention Act • Alberta Public Lands Act • Alberta Wildlife Act • Alberta Weed Control Act • Care should be taken to avoiding Woodlot 6 (near the Sturgeon River), since it may serve as cover for wildlife attempting to cross Starkey Road. • Natural vegetation should be planted adjacent to the multi-use trail on either side of the existing road bridge to guide wildlife to the crossing beneath. If possible, Woodlot 6 should be extended south towards the bridge and a naturally vegetated riparian zone established at the approaches to the wildlife path beneath the bridge. • Overhead clearance at the underpass should be a minimum height of 4m (to accommodate moose and deer, and account for snow depth). • A level wildlife path should be installed to provide a nearly level surface with a minimum width of 4m. The path should have a substrate composed of softer earth or organic material. These two measures will encourage deer and other species to use the underpass. Hard surfaces will deter deer. • Preferably, any wildlife paths should be separated from the existing multi-use trail. This can be achieved with vegetated screening. • If a pedestrian bridge is constructed, riprap should be avoided along the embankment or filled in to facilitate ungulate movement. • Construction staging should be considered to minimize traffic disruptions to local residents.

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Starkey Road Functional Planning Study Sturgeon County – Report

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Table of Contents Executive Summary

Introduction

1.1 1.2 1.3 1.4

Background and Content Study Area Key Objectives Study Methodology

1 1 1 1

Background Information

2.1 2.2 2.3 2.4 2.5 2.6

3 4 5 8 8 8

1.0

2.0

3.0

4.0

5.0

Surrounding Roadway Network Collision Data Constraints Environmental Geotechnical Historical Resources

Traffic Forecasting and Analysis

3.1 3.2 3.3

9 9 9

Background Traffic Development Traffic Design Horizon Traffic

Development of a Preferred Alternative

4.1 4.2 4.3 4.4 4.5

10 10 10 11 11

Design Criteria Typical Cross-section Development of Alternatives Evaluation of Alternative Selection of a Preferred Alignment

Traffic

5.1 5.2 5.3

13 13 15

Design Criteria Traffic Analysis: Ultimate Scenario Recommendations

Recommended Plan

6.1 6.2 6.3 6.4 6.5 6.6 6.7

Pedestrian and Cyclist Accommodation Drainage Utility Impacts Environmental Issues Geotechnical Issues Staging Opinion of Probable Costs

16 17 17 19 20 20 20

7.0

Public and Landowner Consultation

8.0

Conclusions and Recommendations

8.1 8.2

23 23

6.0

Conclusions Recommendations

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Starkey Road Functional Planning Study Sturgeon County – Report

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APPENDICES Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H

Plans and Profiles Environmental Overview Geotechnical Assessment Historical Overview Public Involvement Report Stormwater Calculations Opinion of Probable Cost Traffic Analysis

TABLES Table 1.0: Table 2.0: Table 3.0: Table 4.0: Table 5.0: Table 6.0: Table 7.0: Table 8.0: Table 9.0: Table 10.0: Table 11.0:

Collision History 4 Proximity of Existing Development to the Road Right-of-way 5 Evaluation of Realignment Alternatives following page 12 LOS Criteria for Signalized and Unsignalized Intersections (sec/vehicle) 13 Starkey Road, Traffic Control Conditions 14 Starkey Road, 2032 Lane Configuration 14 Starkey Road and HWY 37, 2 Lane Undivided, Operational Analysis Summary 14 Starkey Road and HWY 37, 4 Lane Divided, Operational Analysis Summary 15 2032 Starkey Road and Bellerose Drive, Unsignalized 15 2032 Starkey Road and Bellerose Drive, Signalized 15 Opinion of Probable Costs 21

EXHIBITS Exhibit 1.0: Exhibit 2.0: Exhibit 3.0 Exhibit 4.0 Exhibit 5.0 Exhibit 6.0 Exhibit 7.0

Recommended Plan Collision Locations Constraints Typical Cross Section Road Realignment Options Drainage Catchment Areas Typical Check Dam

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Starkey Road Functional Planning Study Sturgeon County – Report

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1.0 Introduction Following the identification for the need to improve Starkey Road, ISL Engineering and Land Services was retained by Sturgeon County to undertake a Functional Planning Study for Starkey Road, north of the Sturgeon River crossing to Highway 37. Starkey Road is a 2-lane rural major collector in the Sturgeon Valley linking Sturgeon Road to Highway 37 through country residential areas, providing the only Sturgeon River crossing in the valley. Although the Highway 37/Starkey Road intersection was recently realigned to the west to improve sight distances toward the railway underpass the intersection concerns persist and fatal collisions are still occurring. Alberta Transportation is currently developing a Functional Plan that includes an interchange at Range Road 252 and the closure of the existing Starkey Road intersection; however, the timing of the closure is unknown. The County requested that alternate alignments be considered for Starkey Road that included a long-term access to Highway 37 that considered the province’s plans. This report outlines the study process and findings.

1.1

Background and Content

Starkey Road is a 2-lane rural major collector in the Sturgeon Valley linking Sturgeon Road to Highway 37 through country residential areas, providing the only Sturgeon River crossing in the valley. North of the river, upgrades are necessary to improve the curvilinear alignment and the intersection at Highway 37, while avoiding the historical coal mines in the area. Starkey Road is not only well-used by residents; it also sees heavy truck traffic that amplifies the need for these improvements.

1.2

Study Area

The study area for Starkey Road is north of the existing Sturgeon River crossing (Bridge File 7513) to Highway 37, from Highway 2 to the existing alignment of Starkey Road. This study area has been selected to allow for possible realignment options to be developed.

1.3

Key Objectives

The key objectives of the study are: • Define an optimal horizontal and vertical alignment for Starkey Road from Bridge File 7513 at the Sturgeon River to Highway 37 that meets the objectives of the Sturgeon Valley Vision and the Sturgeon Valley ASP; • Identify how Starkey Road will fit into the future transportation network within the Sturgeon Valley; • Ascertain modifications to the road network connections necessary for the future route, including intersection improvement requirements; • Identify the right-of-way requirements for the roadway; and • Provide a proposed staging plan and associated cost estimates to assist in County planning and budgeting purposes.

1.4

Study Methodology

The general study methodology for the study was: • Gather and review background documents and information; • Access major constraints to develop preliminary plan/profiles for each of the alternatives; • Identify cross-section alternatives;

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Starkey Road Functional Planning Study Sturgeon County – Report

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• Begin preliminary geometry, drainage, environmental, geotechnical, and historical resources reviews; • Landowner Meeting for River Lot 63 held October 2, 2012 • Comparative analysis of alternatives; • Selection of preferred alternatives; • Develop functional planning drawings, identifying intersection improvement requirements and right-of-way; • Held Public Open House #1 on November 21, 2012l; • Presented to County Council on January 8, 2013; and • Prepare cost estimates and final report. Sturgeon County staff were kept up to date on the study progress and findings, and provided direction at key points in the study. A Technical Review Committee (TRC) was also formed for the purpose of this study and included representatives for Sturgeon County, Alberta Transportation, and ISL Engineering and Land Services. The TRC was consulted several times throughout the study to review the study findings and provide direction as necessary. The plan was approved by County Council on March 26, 2013.

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Starkey Road Functional Planning Study Sturgeon County – Report

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2.0 Background Information 2.1

Surrounding Roadway Network

2.1.1 Highway 37 Highway 37 is a rural 2-lane provincial highway, providing access from Highway 43 near Onoway to Highway 16 by Fort Saskatchewan. The existing intersection at Starkey Road is located on a curvilinear alignment that is at the crest of a steep vertical grade, which causes sight line issues. Alberta Transportation recently moved the intersection to the west to improve sight lines; however, a recent fatality has suggests that these issues still persist. Alberta Transportation’s is currently conducting the Highway 2 Network Review Study, which has identified Highway 37 will be twinned to the north in the long term with a diamond interchange at Range Road 252, and the existing intersection of Starkey Road will be closed. The timing of the Highway 37 twinning and the closure of Starkey Road is unknown. 2.1.2 Range Road 252 Range Road 252 is a 2-lane gravel road within Sturgeon County that provides local access between Coal Mine Road and Highway 37. It is anticipated that the existing road right-of-way will be used for the Starkey Road realignment, and that Range Road 252 will discontinue at the new intersection with Starkey Road. 2.1.3 Coal Mine Road Coal Mine Road is a 2-lane gravel road within Sturgeon County that provides local access from the City of St Albert to Starkey Road. It is anticipated that this road will need to be modified to accommodate connections to the realigned Starkey Road. 2.1.4 Richfield Drive Richfield Drive provides local access to the Richfield Estates subdivision. The subdivision access serves as the fourth leg of the existing intersection with Starkey Road and Coal Mine Road. Modifications to this intersection are anticipated with the proposed road improvements. 2.1.5 Estate Way Estate Way provides local access to the subdivisions of Upper Manor Pointe, the Banks, Upper Manor Estates, and Summerbrooke. The subdivision access serves as the fourth leg of the existing intersection with Starkey Road and Township Road 544A. Modifications to this intersection are anticipated with the proposed road improvements. 2.1.6 Township Road 544A Township Road 544A provides local access to the subdivisions of Pinnacle Ridge, Riverstone Pointe, and Trestle Ridge. The subdivision access serves as the fourth leg of the existing intersection with Starkey Road and Estate Way. Modifications to this intersection are anticipated with the proposed road improvements.

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Starkey Road Functional Planning Study Sturgeon County – Report

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2.1.7 Bellerose Drive Bellerose Drive is a 2-lane paved road within Sturgeon County that provides local access from the City of St Albert to Starkey Road. Bellerose Drive was recently realigned outside of the road right-of-way to create a four-legged intersection with the subdivision access to Pinnacle Ridge. Modifications to this intersection are anticipated with the proposed road improvements.

2.2

Collision Data

Between 2006 and 2010, 8 reported collisions occurred along Starkey Road, summarized in Table 1.0. Table 1.0:

Collision History

2006 4 0 1

2007 1 1 0

2008 3 0 0

2009 0 0 0

2010 0 0 0

Percentage of Total 100.0% 12.5% 12.5%

75.0%

Type of Collision

Struck Object Off Road Right Sideswipe Off Road Left Rear-end Other Right Angle

1 1 1 0 0 1 0

0 0 0 0 0 0 1

2 0 0 0 0 1 0

0 0 0 0 0 0 0

37.5% 12.5% 12.5% 0.0% 0.0% 25.0% 12.5%

Month of Collision

January February March April May June July August September October November December

1 0 0 0 0 0 0 0 1 0 1 1

0 0 0 0 0 1 0 0 0 0 0 0

1 0 0 0 0 0 0 0 1 1 0 0

0 0 0 0 0 0 0 0 0 0 0 0

25.0% 0.0% 0.0% 0.0% 0.0% 12.5% 0.0% 0.0% 25.0% 12.5% 12.5% 12.5%

Midnight to 6AM 1 0 1 0 0 6AM to Noon 1 0 0 0 0 Time of Noon to 6PM 1 0 1 0 0 Day 6PM to Midnight 1 1 1 0 0 Unknown 0 0 0 0 0 Note: Collisions involving animals are typically under reported.

25.0% 12.5% 25.0% 37.5% 0.0%

Total Reported Collisions Fatal Severity Injury of Collision Property Damage

The location of each collision is shown on Exhibit 2 on the next page. The majority of the collisions have occurred at either the Highway 37 or Bellerose Drive intersections. These locations may have sight line issues, and intersection improvement treatments should be implemented. The collision rate for Starkey Road is 96 collisions per hundred million vehicle kilometers travelled. As a comparator, the provincial average for a similar type roadway, a two-lane undivided rural highway, is 107 collisions per hundred million vehicle kilometers travelled.

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4 25NE27 54-

NE LA

UTILITY R/W

8PUL

VAL LEYV I EW

1PUL

R / W

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R / W P I P E L I N E R / W P I P E L I N E

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WA Y ES TA TE

75PUL

AREA B

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41PUL

UTILITY R/W

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REST RI CT I VECOVENANTPURPOSES

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Project 10

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2.3

Constraints

General overall constraints are depicted in the Exhibit 3, on the following page, and discussed in greater detail in this section. 2.3.1 Coal Mines Three former underground coal mines are located below and adjacent to the existing alignment of Starkey Road. Operations at the mine cessed in the early 1980’s. Available information indicates that the room and pillar method was used. When the pillars are removed after mining is complete, subsidence of the ground is generally complete within ten years. When the pillars are not pulled, subsidence rates are less uniform, creating voids where the roof has not fully collapsed. Historical mine records are of poor quality, so the status of the pillars for the mines is not known. Test holes completed at Highway 37 by Alberta Transportation resulted in a 2m square sink hole in 1991, and earlier sink holes have been reported in the area. The potential for additional sink holes above the mines is largely unknown and creates a risk factor for the project that should be avoided where possible. 2.3.2 Existing Residences The Starkey Road corridor is lined rural subdivisions in the south and sporadic rural development to the north, with many buildings in close proximity to the road right-of-way. Table 2.0 identifies the proximity of the residence that could be impacted by roadway improvements along the existing alignment. Table 2.0:

Proximity of Existing Development to the Road Right-of-way

Distance from ROW to Significant Structure

Number of Properties Impacted West Side

East Side

Less than 10m

11m to 20m

21m to 30m

31m to 40m

Note: Buildings beyond 40m were not considered to be a constraint. Improvement options will be developed with the goal of minimizing impacts on existing residents. 2.3.3 Proposed Windsor Estates Subdivision River Lot 63, located to the southeast of Coal Mine Road and west of Starkey Road, is currently zoned for agricultural. The land owner has a concept plan for “Windsor Estates”, a country residential subdivision that has yet to be approved by the County. As this is one of the few undeveloped properties adjacent to Starkey Road, many of the alignment options impact this parcel of land.

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Page 6

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15 0

LOT 2

W TY R/ LI UTI

ESCENT

W NE R/ PELI PI

W R/

EA SE M EN

R/ W

T R/ W

UT I LI TY

W TY R/ LI UTI

35PUL

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R/ W

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20 03

2003

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84 19

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PROPOSED TRAILS L U P 34

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - Apr i l15,2013 - Exhi bi t 3_Const r ai nt s_Pl an

W TY R/ LI UTI

4 25NW 35 54-

ESTATE WAY

CRESCENT

VI LLA DRI VE

April, 2013

Date Exhibit No. 3

W ON R/ A STO RAGE STATI ANHYDROUS AM M ONI

4 25SW 35 54-

PI PEL I NE R/ W

15 0

POSSIBLE WETLANDS

G AS

CRES

St ur geon Ri ver

EXISTING STRUCTURES

CONSTRAINTS COAL MINES

55 P U

W OOD

TE NTAKE SI W ATER I

HORIZONTAL

Title

TREE STANDS

Legend

4 25NE34 54-

FERN

UTILITY R/W

R/ W UT I LI TY

4 25SE34 54-

19 80

21PUL

19 1

EA SE ME NT R/ W

Starkey Road E

4 25SE34 54-

EA SE ME NT R/ W

4 25NE34 54-

W NAG E R/ TY AND DRAI LI UTI

LOT 4

15B

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LO T 3

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R /W

4 25SE34 54-

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15 15A

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05 20

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NE LA

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8PUL

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1PUL

R / W

UTI LI TY R/ W

R / W P I P E L I N E R / W P I P E L I N E

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R / W

R / W P I P E L I N E

P I P E L I N E

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UTI LI TY R/ W

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UT I L I TY R/ W

A ARE A

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LA N

R / W P I P E L I N E

7 7 PU L PI NN AC L EP L AC E

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75PUL

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41PUL

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Starkey Road Functional Planning Study Sturgeon County – Report

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2.3.4 Utilities There are numerous utilities within the area that will need to be considered during the study. The locations of the utilities summarized below. Water Lines • A line travels along the Bellerose Drive road allowance, then turns north and travels along the west side of Starkey Road up to Pinnacle Way where it crosses the road. • A line crosses Starkey Road on the south side of the Estate Way / Township Road 544A. • A line travels along the south quarter line of SW35-54-25-W4 from Coal Mine Road to Range Road 252. • A line travels on the east side of Range Road 252 from Coal Mine Road to the residence in SW35-54-25W4. Sanitary Lines There is a sanitary line that crosses Starkey Road just north of the Bellerose Drive road allowance. Storm Water There is a storm water outfall on the northeast bank of the Sturgeon River. Powerlines There are overhead power lines that run along: • the east side of Starkey Road from the Sturgeon River to Highway 37; • the east side of Range Road 252 from Coal Mine Road to Highway 37; • the north side of Coal Mine Road along NW26 54-25-W4; and • the south side of Coal Mine Road west of Starkey Road for 300m. Pipelines There are numerous pipelines within the study area. The depth of cover at the following crossing locations will need to be confirmed at the design stage. Across Starkey Road: • 6.63” Pembina Pipeline, located 450m south of Coal Mine Road; • 10.75” Pembina Pipeline, located 450m south of Coal Mine Road; • 2 – 2.37” REGCO lines, located 500m south of Coal Mine Road; • ATCO Gas, located 1000m south of Coal Mine Road; • 3.50” REGCO line, located 200m north of Pinnacle Way; • 2.37” Canadian Northwest line, located on the north side of Pinnacle Way; • 2.37” REGCO line, located on the north side of Pinnacle Way; and • 2.37” REGCO line, located 200m south of Pinnacle Way. Across Range Road 252: • 6.63” ATCO line, located 670m south of Highway 37; • 10.75” ATCO line, located 670m south of Highway 37; and • 3.50” Penn West line, located 1000m south of Highway 37. Across Coal Mine Road: • 6.63” Pembina Pipeline, located 290m northeast of Range Road 252; • 10.75” Pembina Pipeline, located 290m northeast of Range Road 252;

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Starkey Road Functional Planning Study Sturgeon County – Report

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• 4.50” AltaGas line, located 800m northeast of Range Road 252; • 6.63” ATCO line, located 850m northeast of Range Road 252; • 10.75” ATCO line , located 850m northeast of Range Road 252; • 4.50” NewALTA line, located 850m northeast of Range Road 252; and There is also 3.50” Gibson Energy line that is in close proximity to Coal Mine Road, located 900m east of Starkey Road. Well sites There are several abandoned oil and gas well sites within the study area, including: • 2 well sites on the west side of Starkey Road, north of Bellerose Drive; • 1 well site on the east side of Starkey Road, north of Pinnacle Way; • 6 well sites on the west side of Starkey Road, within the Windsor Estates subdivision; • 1 well site on the north side of Coal Mine Road, 300m west of Starkey Road; • 1 well site west of Range Road 252, 1.6km south of Highway 37; and • 1 well site within Lot 3 of SW35 54-25-W4. If any of these well sites are impacted by the realignment of Starkey Road they will need to be properly decommissioned.

2.4

Environmental

Spencer Environmental completed an Environmental Overview for Starkey Road to identify environmental impacts and potential permitting requirements. The area has been largely disturbed by human development, but the few natural features still in existence have been identified on the constraints exhibit. The study area does not appear to be inhabited by any special species. Refer to Appendix B for the full report.

2.5

Geotechnical

Thurber Engineering completed a Geotechnical Desktop Study for Starkey Road to identify preliminary information on terrain types and identify major geotechnical constraints that may affect the project. Other than the Coal Mines discussed above in Section 2.3.1 of this report, no other constrains were identified. Refer to Appendix C for the full report.

2.6

Historical Resources

The Archeology Group completed a Statement of Justification (SOJ) and found that there are that there are no known historical resources that will be affected by the Starkey Road improvements. The SJO was approved by Alberta Culture on November 28, 2012. Refer to Appendix D for the SOJ and the clearance letter from Alberta Culture.

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3.0 Traffic Forecasting and Analysis 3.1

Background Traffic

The current AADT on Starkey Road is 1,020 south of Highway 37, and 3392 south of Bellerose Drive. Peak hour volumes range from 130vph to 383 vph. Based on the Alberta Transportation traffic count at Highway 37 and Starkey Road, traffic has increased 3.28%/year (linearly) over the last 5 years.

3.2

Development Traffic

At the time of this report, Sturgeon County was preparing the Sturgeon Valley Area Structure Plan and the Sturgeon Valley Transportation Master Plan Update. The ASP assumes the development of 328 existing vacant lots and 575 additional lots being developed within the following subdivisions: • Green Hennessy • Quail Ridge • Sturgeon Heights • Highland Ridge • Tuscany Hills 2B • Pinnacle Ridge, Stages 4 to 6 • Windsor Estates. The Transportation Master Plan Update assigned this additional traffic to the network.

3.3

Design Horizon Traffic

The 2032 design volumes were taken from the Sturgeon Valley Transportation Master Plan Update. The anticipated AADT’s on Starkey Road Drive are: • 3,000 south of Highway 37, and • 6,000 north of Sturgeon Road. Peak hour volumes are anticipated to range from 217 vph to 644 vph.

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4.0 Development of a Preferred Alternative 4.1

Design Criteria

Based on the traffic volumes noted above, and the Geometric Design Requirements from the Sturgeon County General Municipal Servicing Standards, ISL is proposing that Starkey Road be improved to a RLU210.8 designation. Design requirements are: Design Speed Posted Speed Minimum Horizontal Radius Crest k Sag k Stopping Sight Distance Preferred ROW Minimum Intersection Spacing

70km/h 60km/h 190m 25 25 110m 40m 190m

Consideration was given to using a RCU-211.8; however the additional road surface was deemed unnecessary since the design horizon volumes are at the threshold for this standard. Since the right-of-way is the same for both options, the County does have the flexibility to widen the road in the future if traffic volumes are higher than anticipated without impacting existing development.

4.2

Typical Cross-section

Based on a RCU-210.8 road classification with a 10.8m surface, the following cross-section is proposed: • Two 3.7m driving lanes; • 1.7m shoulders; • 5:1 sideslope (4:1 in constrained areas); • 2.6m rounded ditch; and a • 3:1 backslope. The proposed typical cross-section is shown on Exhibit 4.

4.3

Development of Alternatives

Realignment options were developed for Starkey Road north of Estate Way/Township Road 544A that connected to the future interchange at Range Road 252 proposed by Alberta Transportation. The realignment options are shown on Exhibit 5. Option 1 – diverges from the existing alignment north of the pipeline crossing, bisecting the proposed Windsor Estates subdivision and farmland before connecting to Range Road 252. This option was strongly rejected by the developers of Windsor Estates. Option 2 – diverges from the existing alignment south of Coal Mine Road, travelling across the abandoned coal mine, bisecting farmland, and connecting to Range Road 252 near the proposed interchange. Option 3 – follows the existing alignment of Coal Mine Road and Range Road 252, with curve and intersection improvements to accommodate the new geometry.

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20.0 10.8 1.7

3.7

1.7

MIN. 3.0m ROUNDED

3m TRAIL

E P LO S

1 5:

0.02m/m

EXISTING GROUND

0 . 0 2 m/ m

S LO P E

1. 0m

EXISTING GROUND

5: 1

BACKSLOPE: NORMAL SLOPE 3:1

2.6m

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 202_CAD\ 13520_xsect i on. dgn - M ar ch 15,2013 3: 24 PM

PROPERTY LI NE

40.0

20.0

2.6m

ROUNDED

DITCH SECTION

Project STARKEY ROAD Title

40m TYPICAL CROSS-SECTION

Exhibit No. 4 DATEMarch, 2013

LOT 3

15 0

LOT 2

ESCENT

W TY R/ LI UTI

ESTATE W AY CR

W NE R/ PELI PI

VE I DR 2004 2004 AY W

W R/

EA SE M EN

R/ W

T R/ W

UT I LI TY

W TY R/ LI UTI

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W YR/ T I L I UT

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W R/

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2 0 2 0 0 4 0 4

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W NE R/ PELI GAS PI

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W TY R/ LI UTI

TY LI I UT

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4 25NW 35 54-

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PROPOSED TRAILS L U P 34

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4 25SW 35 54-

PI PEL I NE R/ W

15 0

March, 2013

Date Exhibit No. 5

W ON R/ A STO RAGE STATI ANHYDROUS AM M ONI

G AS

CRES

POSSIBLE WETLANDS

55 P U

W OOD

St ur geon Ri ver

EXISTING STRUCTURES

ALIGNMENT OPTIONS COAL MINES

4 25NE34 54-

FERN

42PUL

Pr oj ectLi mi t s TE NTAKE SI W ATER I

HORIZONTAL

Title

TREE STANDS

Legend

OPTION 2 R1

UTILITY R/W

R/ W UT I LI TY

4 25SE34 54-

19 80

21PUL

19 1

EA SE ME NT R/ W

Starkey Road E

4 25SE34 54-

EA SE ME NT R/ W

4 25NE34 54-

W NAG E R/ TY AND DRAI LI UTI

LOT 4

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R / W

W NE R/ PELI PI

LO T 3

W AY

R /W

4 25SE34 54-

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15 15A

U TI LI TY

05 20

4 25NE27 54-

NE LA

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8PUL

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R / W

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WA Y ES TA TE

U T ILI T Y

PI PEL I NER/ W R/ W UT I LI TY

75PUL

AREA B

PIPELINE R/W

41PUL

UTILITY R/W

AREA C

UTILITY R/W

REST RI CT I VECOVENANTPURPOSES

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4.4

Evaluation of Alternative

Table 3.0 on the next page compares the alignment alternatives. Additional information regarding geotechnical and environment impacts for each alignment can be found in Appendices B & C.

4.5

Selection of a Preferred Alignment

Option 3 was selected as the preferred alignment due to its lower geotechnical risk and limited impacts to adjacent landowners.

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None $28.5M

None $26.4M

Approximate Construction Costs

3.3km

$29.0M

None

3.2km Existing roadextended to create a Connects to the existing intersection of New intersection created on the tangent, perpendicular intersection with Starkey Coal Mine Road. noth of exsting residences. Road. Existing road curved to the north to Existing road curved to create a Existing road curved to create a create a perpendicular intersection with perpendicular intersection with Starkey perpendicular intersection with Starkey Starkey Road, west of the pipeline Road. Road, north of existing residences. corridors. Existing road curved to the east to create Existing road curved to the east to create Local road extended to the northwest to a new intersection perpendicular to a new perpendicular intersection with create a new intersection on the tangent. Starkey Road. Starkey Road. 1 new pipeline crossing and 9 existing 5 new pipeline crossings and 4 existing 3 new pipeline crossings and 3 existing pipeline crossings (3 are common to all pipeline crossings (3 are common to all pipeline crossings that are common to all options), and potential impacts to an options). options. abandoned well site. Crosses over 1.2km of an old Crosses over 520m of an old No constraints underground mine which will have a high underground mine which will have a high risk for geotechnical instability. risk for geotechnical instability 1 wetland, 2 woodlands, and 13 3 wetland, 2 woodlands, and 7 2 wetland, 3 woodlands, and 18 shelterbelts impacted shelterbelts impacted shelterbelts impacted No constraints No constraints No constraints Significant right-of-way required, and Significant right-of-way required, and Minimal new right-of-way required. Minor Windor Estates and agicultural lands agricultural lands would be bisected. impacts to Widsor Estates. would be bisected. Minor impacts to Windsor Estates.

80 km/h minimum 2.9km

Alignment Options

Number of Existing Residences Impacted

Right-of-way Impacts

Historical Impacts

Environmental Impacts

Geotechnical Impacts

Number of Utilities Impacted

Connection to Range Road 252

Connection to Coalmine Road

Connection to north section of Starkey Road

Design Speed Length of Realignment

Evaluation Criteria

Table 3.0: Evaluation Of Realignment Alternatives

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

5.0 Traffic 5.1

Design Criteria

The operational analysis was performed in Synchro 7. This software is used to evaluate the performance of intersections on the roadway network using the Highway Capacity Manual (HCM) techniques. Using the HCM methodology, intersection performance is categorized by its “Level of Service”, or LOS. There are six levels of service as follows: • LOS A represents the highest level of service, or generally “free flowing conditions” • Levels of service B, C, D and E are intermediate levels of performance between each extreme • LOS D reflects “normal” peak hour congestion, generally accepted criterion for design analysis. • LOS E reflects an intersection or movement experiencing congestion and high delays. It may be accepted for certain movements only (such as low volume or low v/c ratio movements). Typically, LOS D or better is the accepted standard for peak hour operations of all movements at an intersection. • LOS F generally represents a “breakdown” or “gridlock” condition in vehicular flow. At signalised intersections drivers will experience waits of two or more cycles. Table 4.0 shows average delay per vehicle values that correspond with the six service levels. Table 4.0:

LOS Criteria for Signalized and Unsignalized Intersections (sec/vehicle) LOS A B C D E F

Signalized Delay < 10 10 – 20 20 – 35 35 – 55 55 – 80 > 80

Unsignalized Delay < 10 10 – 15 15 – 25 25 – 35 35 – 50 > 50

Synchro also calculates each movement’s volume to capacity ratio (v/c). A v/c ratio of 1.0 represents an intersection or movement at full capacity with no ability to accommodate additional traffic. Typically, a v/c ratio of 0.85 or lower for all intersection movements is the accepted standard for peak hour operations. Finally, Synchro also calculates the 95th percentile vehicle queue length for each intersection movement. This allows the determination of left and right turn storage requirements. Use of the 95th percentile vehicle queue length criterion is accepted practice for normal peak hour operation; it means that the queue length is exceeded 5% of the time.

5.2

Traffic Analysis: Ultimate Scenario

Ultimate traffic volumes were based on the work completed as part of the Sturgeon Valley Transportation Plan with a horizon year of 2032. The analysis was done assuming a variety of traffic control conditions and number of lanes, based on the minimum standard which would sufficiently accommodate anticipated traffic volumes. Certain intersections required either channelized right turn lanes or left turn lanes. The resulting traffic control and lane configurations required at each intersection to accommodate future ultimate traffic flows are shown below. Refer to Appendix H for detailed Traffic Analysis.

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Table 5.0:

Starkey Road, Traffic Control Conditions

Starkey Road

Traffic Control Short Term

Highway 37

2-Way Stop

Range Road 252 Coal Mine Road Old Starkey Road Estate Way Bellerose Drive

EB Stop NB Stop WB Stop 2-Way Stop 2-Way Stop

Table 6.0: Intersection

Direction

Starkey Road Highway 37 Starkey Road Range Road 252 Starkey Road Coal Mine Road Starkey Road Old Starkey Road Starkey Road Estate Way Starkey Road Bellerose Drive

N/S E/W NW/SE

Major Road

E/W

Minor Road X

Lane Configuration 2 Lane Undivided 4 Lane Divided 2 Lane Undivided

Direction

N Y N

N Y Y

EB & WB WB

2 Lane Undivided

2 Lane Undivided 2 Lane Undivided 2 Lane Undivided

N N N

Y N Y

NB & SB NB & SB

2 Lane Undivided

NW/SE

NE N/S E/W N/S

X X

E/W

Interchange/Divided Highway EB Stop NB Stop WB Stop 2-Way Stop Traffic Signals

Starkey Road, 2032 Lane Configuration

X X

Traffic Control Long Term

As shown in the above table, a 2 lane undivided cross section will be sufficient in the long term for Starkey Road. Where left turn bays are required, these should be constructed to accommodate a minimum of 15 m of storage. Also shown in the above table, Starkey Road operates as free flow except at one major intersection, Bellerose Drive, which is traffic controlled. All other intersection will function adequately with a stop sign on the minor road. The above traffic control devices were used in the operational analysis as these represent the minimum required. The following tables provide a summary of analysis at each of the study intersections in the AM and PM peak hours, assuming the intersection configurations previously described. Table 7.0:

Starkey Road and HWY 37, 2 Lane Undivided, Operational Analysis Summary

Starkey Road/HWY 37 AM

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April 2013

v/c 95%ile Queue LOS v/c Queue LOS

NBL/T/R

SBL/T/R

EBL

EBT/R

WBL

WBT/R

0.65 29.9 F 0.64 29.4 F

0.31 9.4 F 0.09 2.3 E

0.00 0.1 A 0.02 0.5 A

0.49 0 A 0.38 0 A

0.06 1.5 A 0.07 1.9 A

0.36 0 A 0.47 0 A

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Table 8.0:

Starkey Road and HWY 37, 4 Lane Divided, Operational Analysis Summary

Starkey Road/HWY 37 AM

NBL/T/R

SBL/T/R

EBL

EBT

EBR

WBL

WBT

WBR

0.23 29.9 C 0.21 6.3 C

0.08 7.8 C 0.04 1.0 C

0.00 1.8 A 0.02 2.1 A

0.23 15.4 A 0.18 24.3 A

0.02

0.18 9.0 A 0.07 1.9 A

0.18 9.0 A 0.23 0 A

0.4 23.3 A 0.00 0 A

v/c 95%ile Queue LOS v/c 95%ile Queue LOS Table 9.0:

2032 Starkey Road and Bellerose Drive, Unsignalized

Starkey Road/Bellerose Drive AM

v/c 95%ile Queue LOS v/c 95%ile Queue LOS Table 10.0:

Starkey Road/Bellerose Drive v/c AM 95%ile Queue LOS v/c PM 95%ile Queue LOS

A 0.0 6.3 A

NBL/T/R

SBL/T/R

EBL/T/R

WBL/T/R

0.06 1.6 A 0.14 3.9 A

0.00 0.1 A 0.00 0.0 A

0.47 17.5 D 0.54 24.7 D

0.25 26.6 C 0.18 5.2 D

2032 Starkey Road and Bellerose Drive, Signalized NBT/R

NBL

SBT/R

SBL

EBT/L

EBR

WBL/T/R

0.17 16.8 A 0.23 20.8 A

0.16 10.2 A 0.28 18.1 A

0.42 42.2 A 0.25 21.0 A

0.00 1.2 B 0.00 0.7 A

0.13 12.5 B 0.25 19.9 B

0.28 11.1 A 0.20 9.5 A

0.10 10.4 B 0.08 8.3 B

According to the latest data from Alberta Transportation, the AADT for Highway 37 in 2011 was 8,300 at the existing Starkey Road intersection. Based on the historical growth rate of 3.28% at this location, the AADT in 2032 is estimated to be 11,920. As shown in Table 8.0, operations at the intersection of Highway 37 and Starkey Road begin to deteriorate if left as a 2 lane undivided highway. It is anticipated that an interchange will be constructed at some point in the future at this location, however, as shown in Table 9.0, if Highway 37 is twinned and turn bays provided, the intersection operates sufficiently using the estimated 2032 traffic volumes. The timing for construction of an interchange at this location is unknown.

5.3

Recommendations

Based on the traffic analysis carried out as part of the functional planning study, it was determined that the majority of the intersections along Starkey Road in the long term would functional adequately without signalization. The Bellerose Drive and Starkey Road intersection will be a candidate for signalization as traffic volumes increase in the future, but is not required in the short term. While the recommendations in this functional planning study do not recommend signalization specifically at most of the intersections in the short or long term, as areas continue to develop adjacent to Starkey Road, traffic impact assessments should be undertaken to re-assess intersection operations. As part of this functional planning study, turn bays have been protected for at each intersection as well as sufficient space for signalization, if found to be required, in the long term.

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6.0 Recommended Plan Exhibit 1 shows the overall plan and the drawings in Appendix A shows the recommended plan and profile for the realignment of Starkey Road and related network improvements. Features include: • An arterial road realignment that connects to the future interchange on Highway 37, developing a longterm connection from the Sturgeon Valley to the provincial highway network. • Future intersection improvements at: • Bellerose Drive / Pinnacle Way - turn-bays in the short-term and signals in the long-term; • Estate Way / Township Road 544A - turn-bays; • Old Starkey Road – turn-bays; • Coal Mine Road – turn-bays; • Range Road 252 - turn-bays; and • Highway 37 – standard Alberta Transportation Type IVc (to be confirmed by Alberta Transportation). • Multi-use trail for pedestrian and cyclist accommodation, including widening of the existing Sturgeon River Bridge. • Local access roads provided to existing residences in the vicinity of the old Starkey Road and Coal Mine Road intersection to improve access management along the corridor. • Service Road provided on the north side of Highway 37 to allow for local access once the existing Starkey Road intersection is closed. • Local improvements to Starkey Road, north of Coal Mine Road.

6.1

Pedestrian and Cyclist Accommodation

A 3m multi-use trail was included in the functional plan as an option item (may be carried out as a separate project) to accommodate pedestrians and cyclists. The trail follows the west/south side of Starkey Road from Highway 37 to south of Estates Way, where the trail curves to the west and connects to Bellerose Drive (as per the Sturgeon Valley Trails Implementation Strategy plan). The trail resumes on the south side of Bellerose Drive, following the Sturgeon River Banks to a new pedestrian bridge. Three bridge options were considered for the project: • A prefab 64m ARMTEC structure on square with the Sturgeon River. Option is estimated at $0.7M. This includes construction of 4m wildlife passages on both sides of the river. • A prefab 69m ARMTEC structure on a 20 degree skew with the Sturgeon River (parallel to the existing bridge). Option is estimated at $0.8M. This includes construction of 4m wildlife passages on both sides of the river. • A 4m widening of the existing bridge with a 59.2m out to out length. This option is estimated at $1.0M. It is recommended that wildlife passages be added under the existing road bridge to allow for wildlife passage for all options. Retaining walls will be required into the headslopes at a cost of $0.3M. Widening of the existing Sturgeon River Bridge is recommended as it preferred from an environmental perspective.

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April 2013

LO T A

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Pr oj ectLi mi t s

POSSIBLE WETLANDS

0 00 4+

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EXISTING STRUCTURES

RECOMMENDED PLAN COAL MINES

April, 2013

Date Exhibit No. 1 PROPOSED CONSTRUCTION LIMITS ROAD CLOSURE

4 25NE34 54-

TE NTAKE SI W ATER I

HORIZONTAL

Title

TREE STANDS

Legend

4+500

21PUL

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4 25NE34 54-

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Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

6.2

Drainage

6.2.1 Existing Roadway Drainage Currently, the existing roadway drainage is directed to an existing ditch system that conveys storm runoff to the Sturgeon River. There are no existing culverts under the road. As understood at the time of the study, there were no existing drainage concerns or issues identified on Starkey Road. 6.2.2 Proposed Roadway Drainage Quantity Control, Quality Assurance, Spill Containment Runoff from Starkey Road is to be directed to a typical roadway drainage system comprised of a ditch conveyance system. Water quality treatment will be provided within the vegetated ditch system through the actions of settlement, filtering and plant uptake. In addition, vegetated swales provide effective water quantity control as they infiltrate the storm runoff, thus reducing the discharge volumes. The ditch system will also provide an initial barrier to the containment of spills as there will be some opportunity to contain and remove spilled flows before possible conveyance to the downstream system. Site Drainage Based on LIDAR information, the proposed drainage catchments are shown in Exhibit 6 on the next page. The proposed drainage catchments include both the roadway drainage and any additional areas that may contribute to the roadway drainage. It is proposed that there will be a drainage ditch on both the east and west side of Starkey Road to convey the storm runoff as shown in Exhibit 4 (refer to Section 4.2). This new ditch conveyance system is designed to convey the 1:100 year design event. The ditches are to be vegetated with natural grasses to prevent erosion and to provide water quality treatment benefits. The new ditch conveyance system will also convey the storm runoff to the Sturgeon River. The road grade steepens as it enters into the Sturgeon Valley, as such additional erosion control devices such as check dams will be used in the ditch to slow the flows down prior to entering into the Sturgeon River. A typical grass swale with a check dam is shown in Exhibit 7 on the next page. No new culverts across Starkey Road are proposed for the re-alignment as there is a ditch on either side of the road. Appendix F provides the ditch drainage calculations.

6.3

Utility Impacts

The various utility impacts for the project are discussed below. Refer to appendix G for sketches of existing utilities. Water Lines At the detailed design stage, the exact location and elevation of the waterlines needs to be confirmed. If sufficient cover cannot be provided over the water lines that cross Starkey Road at Pinnacle Way, Estate Way / Township Road 544A and Range Road 252, mitigation measures will be required. For cost estimating purposes this project assumed a mitigation cost of $25,000 per crossing. The water line that runs along the east side of Range Road 252 is anticipated to fall within the proposed backslope, at the design stage cover requirements should be confirmed, but are not anticipated to require mitigation. The waterline that travels along the south quarter line of SW35-54-25-W4 from Coal Mine Road to Range Road 252 will need to be relocated since it is located under the proposed road surface. Consideration was given to shifting Starkey Road either north or south to avoid this problem; however, necessary right-of-way required from Windsor Estates or the underground coal mine area made these options undesirable. For cost estimating purposes this project assumed 500m of relocation at $300/m.

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FINAL

Page 18

April 2013

W AY

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RIVER LOT 38

SERVICE ROAD

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1 2

Project

STARKEY ROAD

Title

DRAINAGE AREAS

HORIZONTAL

Exhibit No. 6

Date

March, 2013

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Project

STARKEY ROAD

Title

GRASS SWALE with CHECK DAM

Exhibit No. 7

Date

March, 2013

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Sanitary Lines If sufficient cover cannot be provided over the sanitary line that crosses Starkey Road, mitigation measures will be required. For cost estimating purposes this project assumed a mitigation cost of $25,000. Storm Water The stormwater outfall will not be affected by this project. Powerlines All of the powerlines discussed in Section 2.3.4 of this report will need to be assessed to determine what mitigation measures are required. For cost estimating purposes this project has assumed relocation of 2km of powerlines at a cost of $5,000/km. Pipelines The depth of cover for the pipelines identified in Section 2.3.4 will need to be confirmed at the design stage to determine what mitigation measures are required. For cost estimating purposed this project has assumed a cost of $120,000/crossing for pipeline mitigation. Well sites None of the abandon well sites identified in Section 2.3.4 of this report fall within the construction limits of the project. Mitigation is not required.

6.4

Environmental Issues

The Environmental Overview found that the recommended alignment impacts 2 wetlands, 3 woodlands and 18 shelterbelts. In general, most of these areas are small in size and are of poor quality, with the exception of Woodlot 4 (along the east-west section of Coal Mine Road). Woodlot 4 is the longest and most natural shelterbelt in the area providing a local wildlife movement corridor. Preservation of this location is encouraged. Additional recommendations from the Environmental Overview include: • Additional wildlife and plant investigations should be undertaken around the natural wetlands and woodlands that are encroached into. • Closer to construction, the following regulatory requirements should be reviewed: • Migratory Birds Convention Act • Alberta Public Lands Act • Alberta Wildlife Act • Alberta Weed Control Act • Care should be taken to avoiding Woodlot 6 (near the Sturgeon River), since it may serve as cover for wildlife attempting to cross Starkey Road. • Natural vegetation should be planted adjacent to the multi-use trail on either side of the existing road bridge to guide wildlife to the crossing beneath. If possible, Woodlot 6 should be extended south towards the bridge and a naturally vegetated riparian zone established at the approaches to the wildlife path beneath the bridge. • Overhead clearance at the underpass should be a minimum height of 4m (to accommodate moose and deer, and account for snow depth). • A level wildlife path should be installed to provide a nearly level surface with a minimum width of 4m. The path should have a substrate composed of softer earth or organic material. These two measures will encourage deer and other species to use the underpass. Hard surfaces will deter deer. • Preferably, any wildlife paths should be separated from the existing multi-use trail. This can be achieved with vegetated screening.

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Starkey Road Functional Planning Study Sturgeon County – Report

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• If a pedestrian bridge is constructed, riprap should be avoided along the embankment or filled in to facilitate ungulate movement. Refer to Appendix B for the full report.

6.5

Geotechnical Issues

The majority of the road is expected to be underlain by glaciolacustrine deposits of bedded silt and clay with minor sand. The glaciolacustrine clay is generally high plastic and is prone to swelling/shrinkage movements associated with changes in the moisture content. Groundwater conditions are typically in such areas and frost associated movements can be expected. Good drainage of the road subgrade will be important in areas of high water table and frost susceptible soils to reduce the potential for frost heave and swelling. Additional recommendations from the Geotechnical Overview include: • Complete geophysical and geotechnical investigations to confirm the subsurface soil and groundwater conditions along the road alignment. This is particularly important where the road alignment crosses over the old coal mines. • The use of geogrid may be required under the slough/swampy areas of the road. Drainage and ground stability in these areas should be investigated and assessed at the design stage. Refer to Appendix C for the full report.

6.6

Staging

Construction for this project has been outlined below. Though the timing of construction is not known at this time, the procurement of right-of-way is flexible and can be based on development, funding availability and County priorities. Stage 1 includes: • Road improvements from the Sturgeon River to the existing curve on Starkey Road (Station 2+400); • Modifications to the Sturgeon River Bridge (optional or separate project); and • Construction of a 3m wide asphalt multi-use trail (optional or separate project). Stage 2 includes: • Road improvements from the existing curve on Starkey Road to Highway 37; • Realigning Coal Mine Road and removing existing road base; • Rehabbing existing Starkey Road, north of Coal Mine Road; • Closing the intersection of Starkey Road and Highway 37; • Constructing a new service road connection north of Highway 37; and • Construction of a 3m wide asphalt multi-use trail (optional or separate project).

6.7

Opinion of Probable Costs

A 2013 planning-level estimate was prepared for the proposed plan. Table 11.0 below summarizes the opinion of probable costs.

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Starkey Road Functional Planning Study Sturgeon County – Report

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Table 11.0:

Opinion of Probable Costs

Costs (2013$) Item Roadway Reconstruction and Earthworks Roadway Rehabilitation Multiuse Trail and Bridge Modifications (optional) Utilities, Drainage & Landscaping Illumination Right-of-way Subtotal: 15% Engineering 30% Contingency Total:

Stage 1 $2.6M $0M $1.5M $1.2M $0.6M $0.2M $6.8M $0.9M $1.8M $8.8M

Stage 2 $5.4M $3.9M $0.5M $1.3M $1.2M $2.1M $14.4M $2.2M $3.7M $20.2M

Total cost for the project is $29M. Refer to Appendix G for a breakdown of costs.

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Starkey Road Functional Planning Study Sturgeon County – Report

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7.0 Public and Landowner Consultation Feedback was solicited throughout the study in the form of a landowner meeting and a public Open House, held on the following dates: • Windsor Estates – October 2, 2012 • Public Open House #1 – November 21, 2012 At both events, study information and progress was presented and team members were available to answer questions and discuss the project. Public Open House #1 was successful with 81 attendees. General feedback themes included: • Current road conditions are poor. Annual repairs are not sufficient to fix the problem. • Traffic is increasing causing delays. Intersection improvements are needed. • Improvements would be appreciated, but many people were worried about impacts to existing residences and the potential that improvements would increase traffic volumes. • The plan does not accommodate pedestrians or cyclists. (The plan has since been revised to include a multi-use trail.) When asked if they supported the realignment, respondents were 56%in favor, 18% against, and 26% not sure. Overall, the public consultation process on the study was considered successful. Feedback and suggestions were considered and incorporated into the plans where possible throughout the study. The full Public Consultation Summary is included in Appendix E.

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8.0 Conclusions and Recommendations 8.1

Conclusions

8.2

Recommendations

This report identifies the tasks needed for the County to implement the necessary improvements identified in the functional plans, as depicted on the drawings in Appendix A. All future land use plans should stay outside of the road right-of-way, and respect the recommended access locations. Considerations for the future design stage include: • Complete geophysical and geotechnical investigations to confirm the subsurface soil and groundwater conditions along the road alignment. This is particularly important where the road alignment crosses over the old coal mines. • The use of geogrid may be required under the slough/swampy areas of the road. Drainage and ground stability in these areas should be investigated and assessed at the design stage. • Confirm location and elevation of utilities to determine mitigation requirements. • Work with Alberta Transportation to confirm the interchange design for Starkey Road so that County improvements tie into provincial initiatives. • Try to preserve the shelterbelt along the east-west section of Coal Mine Road. • Additional wildlife and plant investigations should be undertaken around the natural wetlands and woodlands that are encroached into. • Closer to construction, the following regulatory requirements should be reviewed: • Migratory Birds Convention Act • Alberta Public Lands Act • Alberta Wildlife Act • Alberta Weed Control Act • Care should be taken to avoiding Woodlot 6 (near the Sturgeon River), since it may serve as cover for wildlife attempting to cross Starkey Road. • Natural vegetation should be planted adjacent to the multi-use trail on either side of the existing road bridge to guide wildlife to the crossing beneath. If possible, Woodlot 6 should be extended south towards the bridge and a naturally vegetated riparian zone established at the approaches to the wildlife path beneath the bridge. • Overhead clearance at the underpass should be a minimum height of 4m (to accommodate moose and deer, and account for snow depth). • A level wildlife path should be installed to provide a nearly level surface with a minimum width of 4m. The path should have a substrate composed of softer earth or organic material. These two measures will encourage deer and other species to use the underpass. Hard surfaces will deter deer. • Preferably, any wildlife paths should be separated from the existing multi-use trail. This can be achieved with vegetated screening. • If a pedestrian bridge is constructed, riprap should be avoided along the embankment s or filled in to facilitate ungulate movement.

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Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

• Construction staging should be considered to minimize traffic disruptions to local residents. • As areas continue to develop adjacent to Starkey Road, traffic impact assessments should be undertaken to re-assess intersection operations

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Starkey Road Functional Planning Study Sturgeon County – Report

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Appendix A Plans and Profiles

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April 2013

APPENDIX

W TY R/ LI UTI

VER LOT 63 RI

W TY R/ LI UTI

W R/ TY I L I UT

TY LI I UT

W TY R/ LI UTI

LOT 1

LOT A

W / TY R LI UTI

0 50 2+

W YR/ T I L I UT

TY LI I UT

W R/ TY I L UTI

16PUL

LO T C

W R/ TY I L I UT

W R/

AREA A

H TC DI VI EW

PI NNACLE

UT I LI TY

R/ W

UTI LI TY

UT I LI TY R/ W

LOT 1

AS G NE LI PE PI

S ES

W TY R/ LI UTI

AREA A

NNACLE LANE PI

W TY R/ LI UTI

D EL FI

40M R

AREA B

AREA A

K 375

April, 2013

Date Exhibit No. 1

4 24SW 6 55-

1 AVE

LO T B

CH RI

4 25SW 36 54-

VER LOT 64 RI

W NE R/ PELI GAS PI

R/ W

UTI LI TY

R/ W

NN PI

R/ W

UTI LI TY

R/ W

UTI LI TY

UT I LI TY

UTI LI TY

POSSIBLE WETLANDS

ay 37

UTI LI TY R/ W

Twp Rd 544A

W TE R/ ON SI REGULATOR STATI RL 64

LOT 1

Hi ghw

2+000

LOT 21

13 PU

1 GE STA

eW at Est

W NE R/ PELI PI

W R/

L PU 44

W R/ TY LI I UT

TY LI UTI

PROPOSED TRAILS

2 GE STA

W R/

TY LI UTI

COAL MINES

W NE R/ PELI GAS PI

NTE COURT M ANO R POI

W R/

S CRE

TY LI I UT

EW VI

EXISTING STRUCTURES

PLAN PROFILE TREE STANDS

Title WELL SITES

RR 252

Y T LI TI

NNACLE PI KEY

COALM I NE ROAD

N LI E IP P

W TY R/ LI UTI

T R/ W

M AN

R 25 A 12 0 5

4 25SE35 54-

EA SE M EN

STARKEY ROAD

IN L E IP P

W TY R/ LI UTI

W R/

ESTATE W AY

W R/

AREA A

W ACCESS R/

ESTATE W AY TW P RD 544A

S A

TY LI I UT

TE SI

NE I PEL PI

L U P 34 14

4. 8%

GAS

TOR ULA

1+500

43PUL

W TY R/ LI UTI

1 5

e W ay cal nni Pi

AREA B W TY R/ LI UTI

W NE R/ PELI PI

W ACCESS R/

R/ W

W R/

W NE R/ W ATER LI

W TY R/ LI UTI

TE NTAKE SI W ATER I

HORIZONTAL

STARKEY ROAD Legend

4+500 4+000 3+500 3+000 2+500

Service Road Connection Intersections on Highway37will be Closed U1

W NE R/ PELI GAS PI

TE PLANT SI

PI PEL I NE

660

BELLEROSE DR PI NNI CALE W AY

8PUL

REG

W NE R/ PELI GAS PI

PARCEL A

W NE R/ PELI GAS PI

GA S

5. 0%

W TY R/ LI UTI

35PUL

/ W

R/ W

UT I LI TY

EA SE M EN

W NE R/ PELI GAS PI

1+000

Pr oj ectLi mi t s

K 77 STURGEON RI VER

VER LOT 61 RI

6% 1.

670

K 180

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - Apr i l15,2013 - Exhi bi t 1

VER RI

e os er l l Be

GEON

76PUL

% 3 . 0

K 500 0 . 3 %

% 5 . 0 K 658

0 . 2 %

690 K 280 K 118 0 . 6 %

% 4 . 0

D R I VE

Project 200 100 0 50

650 650 650

2+000 1+500 1+000

42PUL

LOT 9

K 65

670 670

UTILITY R/W

% 1 . 1

690 690

680

660

ROADWAY LO T 10

PI NN ACL EW

R / W P I P E L I N E R / W P I P E L I N E

UT I L I T YR/ W

AREA C UTILITY R/W

680 680

UTI L I TY R/ W

Tie to Existing Road A AR EA

R / W

R / W P I P E L I N E P I P E L I N E

UTILITY R/W

Starkey Road L E A C

UT I L I TY R/ W

A AR EA

/W R

N P IN

ANTENNA SITE

Local Access Only UT I L I TY R/ W

LA N

R / W P I P E L I N E

7 7 PU L PI NN AC L EP L AC E

AREA B PIPELINE R/W

15PUL

R / W P I P E L I N E

T ILI T Y U 33 PU L

75PUL

AREA B

PIPELINE R/W

41PUL

UTILITY R/W

AREA C

UTILITY R/W

REST RI CT I VECOVENANTPURPOSES

UTILITY R/W AREA C

0 0 R3 5 2 A1 0 0 0 R3

St a r k e yRo a d

R1 2 3 0 A2 2 5

UTILITY R/W

RR 250 R/ W

R/ W

UT I LI TY

Local Access Only O I L PI PE LI NE

3+000

Windsor Estates EA SE ME NT R/ W

Proposed STUR

New Pedestrian Crossing over Sturgeon River

EA SE ME NT R/ W

K 300

K 111

W R/

5+000

e n i

55 P UL

W TY R/ LI UTI

TY LI TI

W TY R/ LI UTI

LOT 3

W TY R/ LI UTI

W R/ TY I L I UT

2 11

W TY R/ LI UTI

W R/ NE I RL W WE R/ PO TY I L I UT

W R/ TY I L I UT

W /

W TY R/ LI UTI

NE R PELI PI

W TY R/ LI UTI

ESCENT

VE I R D

W TY R/ LI UTI

ESTATE W AY CR

Hi ghway 37

W TY R/ LI UTI

LOT 2

BLOCK 1

2 40

W R/

I VE

NE LI PE PI

UTI LI TY R/ W

ESTA TE W AY C R

UTI LI TY R/ W

VI LLA DR

TE TA ES

ESTATE W AY CRES

4 25NW 26 54-

d a o

PI PEL I NE R/ W

Proposed TY LI I UT

G AS

ES D CR

W TY R/ LI UTI

S A

8PUL

IN L E IP P

W TY R/ LI UTI

4 W R/

W TY R/ LI UTI

W R/

W TY R/ LI UTI

R/ W

EA SE ME NT

ESTATE W AY

NE I PEL PI

TE R SI

GAS

ULATO

REG

TY LI I UT

W NE R/ PELI GAS PI

IN L E IP P

T R/ W

R/ W

EA SE M EN

UT I LI TY

35PUL

February, 2013

Date Exhibit No. 2

W O N R/ A STORAG E STATI ANHYDROUS AM M O NI

lM a o

0 00 4+

NW OO

e os er l l Be

POSSIBLE WETLANDS

FER

PROPOSED TRAILS

COAL MINES

4+500

21PUL

RR 252 LOT 4

R 25 A 12 0 5

W AY

15B

VER I

COALM I NE ROAD

W R/ W NAG E R/ TY AND DRAI LI UTI

ESTA TE

4 4

R EO N

EXISTING STRUCTURES

PLAN PROFILE TREE STANDS

Title WELL SITES

% 0 . 1 STARKEY ROAD

W NE R/ PELI PI

LOT 3

15A

RG STU

HORIZONTAL

STARKEY ROAD Legend

680 680 680

690 690 K 375

5+500 5+000 4+500 4+000 3+500 3+000

K 1200

% 5 . 0

700 700 700

K 100 0 . 2 %

% 3 . 0

K 500 0 . 3 %

ESTATE W AY TW P RD 544A

8PUL

/ W

1PUL

K 300

K 111

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - Febr uar y 7,2013 - Exhi bi t 2

UTI LI TY R

A Y 26

9PUL

W R/

R/ W UT I LI TY

K 658

0 . 2 %

3+000 EA SE ME NT R/ W

Windsor Estates EA SE ME NT R/ W

NE LI PE PI

VAL LEY VI EW

NE LA

EST AT EWAY CRESCENT

AS G

M 4 9

R /W

UTI LI TY R/ W

CRES

EWAYAVE AT EST

4 25NE34 54-

R /W

0 0 R3 5 2 A1 4

R/ W

RR 252 ARCAND

3+500 UT I LI TY

4 25NE27 54-

40PUL

R/ W

UT I L I T YR/ W UT I LI TY N LI PE PI

AY W

U TI LI TY

4 25SE34 54-

4M R

19M R

12M R

UT I LI TY

K 118 0 . 6 %

D R AI N AG

PI PEL I NER/ W R/ W UT I LI TY

K 280 690

% 1 . 1

% 4 . 0

2+500 2+000

6M R

PI PELI NE R/ W

R/ W

AN D

Project 200 100 0 50

RI VER L ANE

ES TA TE PI PE LI NE GA S

F L Y N N R/ W U TI LI TY

UTILITY AND DRAINAGE R/W

96 PU L

UT I L I T YAN DDR AI NAG ER/ W U TI LI TY

W R/

M AN OR 12

EW VI 5

S CRE

AS G

NE LI PE PI

W R/

11 9

8 R6

W R/

AREA C

PI PEL I NER/ W

41PUL

UTILITY R/W

AREA C

UTILITY R/W

AREA B

76PUL

UT I L I T YR/ W

L A N

7 7 PU L

UT I LI TY

L PU 44

UT I LI TY R / W

UT I LI TY R

/ W

UT I LI TY R

62 72

/ W

R / W

UT I L I TY R/ W

W /

R / W

L U P 4 3

R /W

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

P I P E L I N E

R / W

P I P E L I N E

S S E

AREA A

W TY R/ LI UTI

C A

NNACLE LANE PI

AREA B

W /

UT I L I T YR/ W

W TY R/ LI UTI

R TY LI I UT

R / W

/ W

P I P E L I N E

/ W

UT I LI TY R

R/ W

AREA C

P I P E L I N E

LE AC

/ W

NN PI

UT I LI TY R

W NE R/ PELI PI

KEY

NNACLE PI

UTILITY R/W

AR EA

L E

Y IT IL T

R/ W

W ACCESS R/

UT I L I TY R/ W

A C

R / W

AREA A

VI EW

P IN

PI NNACLE

AREA A

PI PE LI N

P I P E L I N E

UT I L I T YR/ W

T IL IT Y R

R / W

UTI LI TY R/ W

U P I P E L I N E

75PUL

REST RI CT I VECOVENANTPURPOSES

43PUL

e W ay nnacl Pi

W TY R/ LI UTI

AREA B W TY R/ LI UTI

W ACCESS R/

GA S

St ur geon Ri ver

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 5,2013 - Exhi bi t 1_FULL

UTILITY R/W

Legend 40

LOT 21

W NE R/ PELI PI

TE PLANT SI

UTILITY R/W

W NER/ I PEL PI

St a r k e yRo a d

42PUL

PI NN AC L EP L AC E

E T ENNASI ANT

1+500

R1 2 3 0 A2 2 5

Wildlife passages added

H TC DI

W NE R/ PELI GAS PI

TE PLANT SI

PARCEL A

W NE R/ PELI GAS PI

1+000

Pr oj ectLi mi t s

Signals required in the long term

33 PU L

Additional tree planting recommended

r ve i R

e os er l l Be

n o e rg u t S

W NE R/ PELI GAS PI

VER LOT 61 RI

New Pedestrian Crossing on Sturgeon River Bridge

W YR/ T I L I UT

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 1

Date

March, 2013

W NE R/ PELI AS PI

NTE COURT ANO R POI

W TY R/ LI UTI

R TY LI UTI W /

Proposed Windsor Estates

W R/ TY I L UTI

10 8

TY LI I UT

W R/

W / TY R LI UTI

eW at Est

W YR/ T I L I UT 18

16PUL

13 PU L

0 50 2+

ay 1

Driveway Modification Required 1

2+000

0 0 R3 5 2 A1

0 0 0 R3

d a yRo e k r a St

ROADWAY

76PUL 75PUL

UT I L I T YR/ W

Twp Rd 544A

Local Access Only

d a yRo e k r a St

UT I LI TY R

/ W

UT I LI TY R

/ W

CH RI

W NE R/ PELI GAS PI

VER LOT 64 RI

D EL FI

LOT 1

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 5,2013 - Exhi bi t 2_FULL

Existing Road Retained For Local Access

LOT 1

W TE R/ ON SI REGULATOR STATI RL 64

UT I L I T YR/ W

Legend 10

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 2

Date

March, 2013

Driveway Modification Required

3+000

3+500 J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 14,2013 - Exhi bi t 3_FULL

ne Road gned CoalM i i Real

R 2 A 50 12 5

lM a o C

e n i

d a o R

o (t

e b

) d e s o l c

Proposed Windsor Estates RIVER LOT 63

Legend 10

SE35 54-25-4

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

0 50 2+

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 3

Date

March, 2013

PI PELI NE R/ W

BLOCK 1

00 R3 5 2 A1

SE34 54-25-4

0 00 4+

R 2 A 50 12 5

3+500

RR 252

LOT 2

SW35 54-25-4

gned i Real ne CoalM i Road

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 14,2013 - Exhi bi t 4_FULL

Legend 10

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 4

Date

March, 2013

W NE R/ PELI PI 4 25NE34 54-

4 25SE34 54-

5+000

4+500

RR 252

0 0 R3 5 2 1 A A

B 1

4 25NW 35 54-

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 5,2013 - Exhi bi t 5_FULL

4 25SW 35 54-

Legend 10

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 5

Date

March, 2013

SW1 55-25-4

Highway 37 Type IVc Intersection Treatment (to be confirned by Alberta Transportation)

ANHYDROUS AMMONIA STORAGE STATION R/W

RR 252

AS NE LI PE PI W R/

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - M ar ch 5,2013 - Exhi bi t 6_FULL

NW35 54-25-4

6 5

NE34 54-25-4

Legend 10

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 6

Date

March, 2013

LOT 1

Service Road Connection (Constructed by Alberta Transportation)

Highway 37

J: \ 13500\ 13520_St ar key_FPS\ 02_CADD\ 20_Dr af t i ng\ 13520_St ar keyRd. dgn - Apr i l15,2013 - Exhi bi t 7_FULL

Intersections on Highway 37 will be Closed by Alberta Transportation

W / NER I PEL PI

Legend 10

TREE STANDS

WELL SITES

COAL MINES

EXISTING STRUCTURES

POSSIBLE WETLANDS

PROPOSED TRAILS

PROPOSED RIGHT-of-WAY

Project

STARKEY ROAD

Title

ALIGNMENT

HORIZONTAL

ROAD CLOSURE

PROPOSED CONSTRUCTION LIMITS

Exhibit No. 7

Date

April, 2013

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix B Environmental Overview

islengineering.com

April 2013

APPENDIX

Starkey Road, Sturgeon County Functional Planning Study Environmental Overview Final Report

Prepared for: ISL Engineering and Land Services Edmonton, Alberta

Prepared by: Spencer Environmental Management Services Ltd. Edmonton, Alberta

Project Number (EP-546) February 2013

Spencer Environm ental

Table of Contents Chapter 1.0 1.1 1.2 1.3

Page

INTRODUCTION................................................................................................. 1 Background ......................................................................................................... 1 Environmental Overview Objectives .................................................................. 1 Report Organization ............................................................................................ 3

2.0

DESCRIPTION OF PROPOSED WORKS ....................................................... 4

3.0

ASSESSMENT METHODS ................................................................................. 6

3.1 Study Area .......................................................................................................... 6 3.2 General Approach ............................................................................................... 6 3.3 Detailed Methods ................................................................................................ 7 3.3.1 Identification of Natural Features ................................................................... 7 3.3.2 Natural Feature Mapping ................................................................................ 7 3.4 Study Limitations ................................................................................................ 8 4.0

EXISTING CONDITIONS .................................................................................. 9

4.1 Regional Context ................................................................................................ 9 4.2 Local Context ...................................................................................................... 9 4.3 Study Area .......................................................................................................... 9 4.3.1 Wetlands ....................................................................................................... 10 4.3.2 Woodlands .................................................................................................... 10 4.3.3 Shelterbelts .................................................................................................... 10 4.3.4 Wildlife Habitat and Movement ................................................................... 11 4.4 Summary of Natural Feature Inventory ............................................................ 12 5.0

POTENTIAL IMPACTS ................................................................................... 14

6.0

REGULATORY CONSIDERATIONS ............................................................ 16

6.1 Federal Legislation............................................................................................ 16 6.1.1 Migratory Birds Convention Act .................................................................. 16 6.2 Provincial Legislation ....................................................................................... 16 6.2.1 Alberta Water Act ......................................................................................... 16 6.2.2 Alberta Public Lands Act .............................................................................. 16 6.2.3 Alberta Wildlife Act ..................................................................................... 16 6.2.4 Alberta Weed Control Act ............................................................................ 17 6.2.5 Historical Resources Act............................................................................... 17 7.0 7.1 7.2 8.0 8.1 8.2

CONCLUSIONS AND RECOMMENDATIONS............................................ 18 Conclusions ....................................................................................................... 18 Recommendations ............................................................................................. 18 REFERENCES .................................................................................................... 20 Literature Cited ................................................................................................. 20 Personal Communications ................................................................................ 20

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List of Figures Figure 1. Local Context ..................................................................................................... 2 Figure 2. Wetlands, Woodlands and Shelterbelts in vicinity of Starkey Road. .................. 5 List of Tables Table 1. Summary of the impacted environmental features associated with each Starkey Road realignment option. .......................................................................................... 14

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1.0 1.1

INTRODUCTION Background

In response to recent and planned development in the vicinity of the Sturgeon Valley ASP, a subsequent increase in regional traffic volumes, and other regional planning initiatives, Sturgeon County (the County) is undertaking a Functional Planning Study for Starkey Road, which connects Sturgeon Road to Highway 37. Starkey Road crosses the Sturgeon River, is a primary north-south route in the parcel governed by the Sturgeon Valley Area Structure Plan, and is a major collector within Sturgeon County’s road network (Figure 1). In summer 2012, the County retained ISL Engineering and Land Services (ISL) as their prime engineering consultant. In response to the County’s determination that the functional plan considers all related factors, including environmental impact, ISL retained Spencer Environmental Management Services Ltd. (Spencer Environmental) to act as environmental consultant for the study. In the preliminary stages of planning, because of the limited number of natural features in the area, the County concluded an Environmental Overview to be the appropriate level of analysis. 1.2

Environmental Overview Objectives

The primary objectives of this Environmental Overview were as follows: Identify the primary environmental considerations/issues associated with upgrading Starkey Road and with any suggested alternative alignments. Assemble all available environmental information for the routes, especially that information needed to compare the routes. Providing the existing information sources, land access, and site reconnaissance allow, make a determination from the environmental perspective as to which route is preferred. Identify any route modifications that would result in reduced environmental impacts. Make a preliminary determination of potential impacts and mitigation. Prepare an Environmental Overview document.

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St. Albert

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1.3

Report Organization

This Environmental Overview comprises eight chapters. Chapter 1 (Introduction) provides background information related to the proposed project. Chapter 2 (Proposed Project Overview) briefly describes the proposed roadway project based on information available as of 10 January 2013. Chapter 3 (Assessment Methods) outlines the Environmental Overview methodology. Chapter 4 (Existing Conditions) describes existing environmental resources within the overview study area. Chapter 5 (Potential Impacts) discusses potential impacts associated with the proposed works. Chapter 6 (Regulatory Considerations) introduces environmental approvals that may be required for the proposed works. Chapter 7 (Conclusions/Recommendations) summarizes the Environmental Overview results. Chapter 8 (References) provides a complete listing of all references cited in this report.

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2.0

DESCRIPTION OF PROPOSED WORKS

The Functional Plan study limits were given as Bridge File 7513 (at the Sturgeon River) to Highway 37. The functional planning exercise has determined that Starkey Road should be upgraded to two lanes along the length of road. The section between Township Road 544A (Estates Way) and Highway 37, approximately 2.50 km in length, must be realigned slightly to the west of its current position to allow for an intersection with Highway 37, in a location that can accommodate a future upgrade to interchange. Functional planning determined the preferred new location to be the existing intersection with Range Road 252. As of December 2012, three new alignments were under consideration (Figure 2), all within 700 m of each other and all running in a northwesterly direction to connect with Range Road 252 south of the existing intersection with Highway 37, through quarter section 35-54-25-W4. Realigned sections of Starkey Road will have a 55 m wide right-of-way (ROW). South of Estates Way, where Starkey Road will remain in its existing alignment, the roadway will occupy a narrower ROW (40 m), to accommodate existing residential development. In both sections, the road right-of-way will include a Shared Used Path (SUP) and two roadside ditches. The timing of the road upgrade is currently undetermined. Realignment Option 1 diverges west from Starkey Road just north of the current Township Road 544B intersection and heads northwest to converge with existing Range Road 252 roughly 0.94 km south of Highway 37. The length of the new roadway is expected to be approximately 2.93 km and would involve roughly 2.0 km of new road ROW. Option 2 diverges west from Starkey Road just south of the Coal Mine Road/Township Rd 544D intersection and continues northwest to converge with Range Road 252 roughly 0.5 km south of Highway 37. The length of the new roadway would be approximately 2.91 km and would require approximately 2.3 km of new road ROW. Option 3 also diverges west from Starkey Road just south of Township Rd 544D but follows the current alignment of that road until it turns southwest. At this point, Option 3 continues west and arcs northwest to converge with Range Road 252, roughly 1.3 km south of Highway 37. The entire length of this realignment is approximately 3.41 km; however, this option maximizes the use of existing road ROW and so would result in the construction of only 1.2 km of new ROW. The County has identified a need for a pedestrian crossing over the Sturgeon River to connect the proposed SUPs north and south of the river. Functional planning has determined that the crossing will be situated to the west of Bridge File 7513. Three crossing options have been proposed. Crossing Option 1 is a ~56 m free spanning prefabricated bridge that is square to the river, Option 2 is a ~60 m free spanning prefabricated bridge that is square to the existing road bridge (which is on a 20 degree skew to the river), and Option 3 is the widening of the existing road bridge to include a SUP.

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Figure 2. Wetlands, Woodlands and Shelterbelts in vicinity of Starkey Road

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3.0

ASSESSMENT METHODS

3.1

Study Area

The Environmental Overview study area was the same as functional planning study limits: Starkey Road from Bridge File 7513 (at the Sturgeon River) to Highway 37 and included lands affected by the realignment options and road upgrading (Figure 2). Beginning at the Sturgeon River, we examined conditions along the existing ROW within a 40 m wide corridor centered on the centerline of the current alignment. Just north of Estates Way, we identified a study area that encompassed all three closely situated proposed alignments and then specifically focused on lands within a 60 m wide corridor centered on the centerline of each of the three proposed alignments. This study area was thought to adequately cover the potential construction limits associated with Starkey Road upgrading. At the Sturgeon River, because free spanning structures are under consideration, our efforts focused solely on the terrestrial conditions adjacent to the existing river crossing. Conditions along the northern portion of the existing Starkey Road were not considered, as this section will not be upgraded. Wildlife movement corridors were analyzed at a more regional scale, but focused primarily on the area bordered by Highway 37 to the north, Sturgeon River to the south and east and St. Albert Trail to the west. 3.2

General Approach

Commensurate with the level of design information available during functional planning, this environmental overview focused on identifying biophysical features in the study area that should be considered during functional planning and the potential for construction and operation to directly impact these features. With respect to impacts, we considered only direct effects associated with the presence of the new roadway. Indirect impacts associated with a new roadway vary with design detail, vertical roadway profile, precise roadway location, traffic volumes etc., whereas direct effects such as encroachment on a woodland or removal of a wetland can be more accurately identified during functional planning. Direct effects were, therefore, the focus of this exercise. The following key tasks were undertaken to identify environmental considerations associated with the upgrade of Starkey Road: Review of relevant plans and existing information etc. Review of aerial photography covering the existing and proposed alignment, noting physical features, such as wetlands and woodland patches, situated within the study area. A search of the Alberta Conservation Information Management System (ACIMS) for any known occurrences of special status plant species or plant communities in the immediately vicinity of the proposed alignments, conducted 08 January 2013.

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A search of the Alberta Environment Sustainable Resource Development (AESRD) Fish and Wildlife Information Management System (FWMIS) for records of any special status wildlife species in the immediate vicinity of the proposed alignments, conducted 08 January 2013. A site reconnaissance survey on 14 January 2013.

3.3

Detailed Methods

3.3.1 Identification of Natural Features We could find no documents that identified a natural area inventory for this area. A Natural Areas inventory for Sturgeon County, undertaken in 1989, was not available to us. Nevertheless, past reviews of that document for other projects indicated that, other than the Sturgeon River, features treated in that report were larger than those occurring in this study area. Natural features in the study area were first identified through a desktop analysis of aerial photography (2010 and May 2012), GoogleEarth satellite imagery (October 2012) and a hydrology database (GeoBase 2011). Earlier remote images were referenced as necessary to confirm the nature of certain features, particularly the permanence of certain wetlands. This desktop analysis allowed us to identify wetlands, woodlands and shelterbelts recently present within the study area. For the purposes of this exercise, we defined potential wetlands as any areas that appeared to retain water and/or to be dominated by herbaceous species suggestive of wetland vegetation. Many of these, but not all, were identified in the hydrology database. Woodlands were defined as concentrations of native trees spanning an area wider than 30 m. Shelterbelts were defined as linear strips (<30 m in width) of natural or naturalized woody communities or linear strips of planted woody vegetation with little natural understory. We then undertook a site reconnaissance survey, on 14 January 2013, which involved driving along the existing roads in the area, to verify that the features mapped from remote images remained present on the landscape. Features directly adjacent to the road were broadly characterized qualitatively with respect to condition and species composition. 3.3.2 Natural Feature Mapping Identified features were mapped on a 2010 aerial photograph at a scale of 1:11,000. Where mappable woodlands and wetlands occurred within the study area, they were assigned a woodland or wetland identifier number and the boundaries were digitized. All shelterbelts lining the roadways were labeled on the maps; however, no shelterbelt limits were digitized, owing to their small size relative to the map scale.

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3.4

Study Limitations

This study relied heavily on analysis of several remote images. Fieldwork was limited to a winter roadside reconnaissance survey, owing to contract scheduling and inability to access private property. This method was particularly limiting for wetland assessment, as much of those features were covered in deep snow that precluded an accurate assessment of condition. For this reason, and for regulatory reasons (see section 6.0), wetlands identified in this study will require additional investigation during future planning.

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4.0 4.1

EXISTING CONDITIONS Regional Context

The Starkey Road project area is located within the Central Parkland Natural Subregion of the Parkland Natural Region of Alberta (Natural Subregions Committee 2006). This subregion is characterized by undulating plains and hummocky uplands which are primarily made up of black chernozems soils. As a whole, this area is extensively cultivated but interspersed with variably sized stands of trembling aspen. Balsam poplar and white spruce are also often present in woodlands and are occasionally dominant, particularly in ravines. Shrubs such as snowberry, saskatoon berry, beaked hazel, chokecherry, red-osier dogwood and willow are frequently present. Some remnant grasslands of rough fescue are also scattered through the region as are graminoiddominated wetlands (Natural Subregions Committee 2006). 4.2

Local Context

Very few notable environmental features are present in the surrounding areas. The one prominent natural feature in the area surrounding our study area is the Sturgeon River and its riparian corridor (Figure 1). The river forms the south margin of our study area and downstream runs to the east and then north, roughly paralleling the existing Starkey Road, but approximately 1-3 km to the east. In this reach, the riparian corridor is primarily wooded. Upstream, the river runs from the south west and the riparian corridor is more heavily cleared and farmed. The Sturgeon River is a highly sinuous prairie river that begins at Hoople Lake, and flows through Lake Isle, Lac Ste. Anne and Big Lake, before entering the North Saskatchewan River north of Fort Saskatchewan. The second most prominent local feature is a vegetated ravine that begins at Starkey Road and TWP Road 544D and runs northeast to the Sturgeon River. This ravine is surrounded by an acreage housing development. Near the ravine and river confluence, lies a relatively large wide and large patch of Sturgeon River riparian habitat, through which a rail line runs. The dominant local land use is agriculture and acreage developments. 4.3

Study Area

In the northern part of the study area, agriculture is the dominant land use. A tree nursery (tree farm) occupies the SE ¼ 35-54-25-4 and the middle of that quarter supports a relatively large (~7.6 ha natural woodland). Between existing Starkey Road and Range Road 252, there are roughly seven rural residences, all of which have access roads located within the proposed alignments. The southern portion of the study area, between Bridge File 7513 and Township Road 554B, is existing and developing rural residential, with some small businesses evident. Two roadways intersect with the southern Starkey Road alignment and a SUP runs roughly parallel to the Sturgeon River. The following sections describe the natural features identified in the study area, organized according to feature type.

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4.3.1 Wetlands Four wetlands are situated within the study area; all have been disturbed as a result of surrounding land uses. Wetland 1 (Wt1) is by far the largest in the area, occupying roughly 6.28 ha. The other three wetlands are between 0.24 and 0.89 ha in total area. Wetland 1 is a graminoid dominated wetland, possibly a Class IV wetland, located ~250 m south of Highway 37; it is already bisected by Range Road 252. Wetland 2 (Wt2) is located on the edge of the tree farm north of 544D. It is surrounded by a stand of retained mixed woodlands. Wetland 3 (Wt3) is slightly further south, located within the tree farm. This wetland appears to be a graminoid-dominated wetland but has been heavily affected by tree farm activities. Wetland 4 (WT4), also graminoid dominated and possibly a Class IV wetland, lies adjacent to Range Road 252 and is surrounded by cultivated lands and a rural residence. The outer margins of this wetland have been cultivated. 4.3.2 Woodlands A total of six woodlands are present within the study area, all are small, each measuring between 0.08 and 1.39 ha. The woodlands are composed of trembling aspen and balsam poplar, as well as dense shrubs, except for Woodland 6 (Wo6), which is composed of aspen and willow. All of the woodlands, except Wo6, are of lower quality because of encroaching farming activities, and may have only been retained, in some cases, to act as shelterbelts. Woodland 1 (Wo1) lies adjacent to and west of Range Road 252 and is bordered by a rural residence, a farm road, and cultivated lands. Woodland 2 (Wo2) functions as part of a long shelterbelt but forms a wider section and was thus mapped as a woodland. Woodland 3 (Wo3) is the largest woodland in the project area measuring 1.39 ha. Located on the tree nursery lands, this natural woodland partially surrounds Wt2. Aerial photographs suggest that at least the canopy is in good condition and supports mature deciduous trees, possibly several species. Woodland 5 (Wo5) is surrounded by cropland, lies adjacent to Starkey Road, and appears to have a relatively dense understory. Wo6 is located adjacent to Starkey Road and is considered to be within the Sturgeon River riparian corridor. The northern edge of the woodland is bordered by an agricultural field and the southern edge is bordered by a SUP and the Sturgeon River. 4.3.3 Shelterbelts The study area supports twenty-two shelterbelts comprising spruce, aspen and/or poplar trees. Of these shelterbelts, 12 appear to be naturalized and 10 appear to comprise planted trees. The majority are situated parallel to roadsides or between croplands, and thus may function as windbreaks to prevent snow drifts from forming on roadways or protect crops and soils from erosion. It is possible that some of these shelterbelts are retained woodland remnants, although many appear to be strategically planted. The shelterbelts located on either side of Township Road 544D are the longest and widest in the area, and appear in some locations to consist of two to three rows of trees. This shelterbelt in particular consists of a combination of dense understory shrubs and tall poplar and aspen trees. The shelterbelt along the east side of the southern section of

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Starkey Road appears to be relatively new, with well-spaced planted trees intended to serve as a visual screen and perhaps a noise attenuator for the homes to the east. 4.3.4 Wildlife Habitat and Movement A search of the FWMIS database on 08 January 2013, targeting lands within a 1 km radius centered on the proposed realignment options, revealed no records of any listed species within the project area. Likewise, a search of the ACIMS conducted 08 January 2013 yielded no sensitive element occurrences in the study area. All of the natural features described above comprise wildlife habitat; however, they are not all of equal value and all are degraded to some degree as a result of farming activity. The largest and most significant wildlife habitat patch in the study area is Wt1. Although Wt1 appears to be degraded, and of a type common to central Alberta, it may support small numbers of waterbirds such as dabbling ducks and soras. Additionally, a number of landbird species such as red-winged blackbirds, savannah sparrows, swamp sparrows and song sparrows may use the wetland for breeding and feeding. The other smaller wetlands in the area likely support fewer numbers, but may support similar species. The second most valuable habitat patch is the combined area of Wo3 and Wt2, which create a relatively diverse and sheltered habitat where some less urban-tolerant wetland species may reside. The combination of woodland and wetland habitat may also lead to a richer wildlife community. Wo6, located within the Sturgeon River riparian corridor, may provide slightly higher habitat quality and could serve as habitat for a number of riparian songbird and small mammal species. The other woodlands and shelterbelts in the study area may be able to support small numbers of small furbearing mammals such as mice and voles, and although not suitable for permanent habitation, may act as cover for medium-sized mammals such as coyote and fox, and even larger ungulates such as white-tailed deer. Songbirds and larger raptorial species such as the red-tailed and Swainson’s hawk may find suitable nest sites along woodland edges or in the canopy of some shelterbelts (MULTISAR No date). Shelterbelts along agricultural lands are also often used as perches by hunting raptors such as Swainson’s hawks and great horned owls. In association with the wetlands and woodlands in the area, the cultivated croplands may be used for foraging and hunting by deer and coyotes, as well as small to medium-sized furbearers. Migratory birds such as Canada geese may also forage in these croplands before their fall migrations. The combination of agricultural matrix and small habitat patches forms a relatively permeable landscape through which agriculturally-adapted wildlife may move. Existing roads in the area likely do not significantly decrease habitat connectivity for commonlyoccurring, generalist species. The shelterbelts, particularly the one along Township Rd 544D are the main corridors through the study area. For more secretive, less agriculturally-adapted mammals and avifauna, the landscape is less attractive and while the Sturgeon River corridor likely brings many species close to the study area, there are no larger destination habitat patches to the west of the study area that would regularly

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attract animals to move through the study area. The one exception is the woodland at the centre of the tree farm. Further afield, the ravine east of the current Starkey Road and the riparian patch to the north, each connecting to the Sturgeon River, may be important local habitat patches and components of the regional wildlife movement corridor centered on the Sturgeon River. The majority of wildlife movement is expected to occur in and along the Sturgeon River Valley as a result of its linear nature, high degree of connectivity and variety of habitats. Small furbearers such as weasels and skunks, medium-sized wildlife such as foxes and coyotes, and larger wildlife such as white-tailed deer and moose are known to utilize this reach of the Sturgeon River Valley as habitat and as a movement corridor. Within the local area, this corridor is only interrupted by Bridge File 7513 and a rail line. The current Starkey Road is roughly 15 m wide and is likely seen as a semi-permeable barrier to medium and large sized wildlife, except at times of high traffic, when animals may be more discouraged. Where Starkey Road crosses the Sturgeon River, Wo6, as the largest habitat/cover patch in the vicinity of the bridge, may be important to connectivity. At the bridge, topography, vegetation and the relatively narrow space between the bridge abutments and the river banks, suggest that larger animals are more likely to move across Starkey Road rather than under the bridge, particularly at night when traffic is relatively light. Smaller animals may more often choose to move beneath the bridge. Currently, lands under the bridge (the area available for terrestrial passage during open water) are ~12 m wide (from river bank to abutment) and ~11 m long (i.e., bridge width). At the north river edge, some of this space is occupied by an SUP. The structure allows ~7.5 m of clearance at the river bank and 2.5 m at the toe of the abutment slope. Under the south end of the bridge, the terrain is more sloped, which may further deter movement for larger species. As the Sturgeon River is relatively narrow and shallow except in flood conditions, larger wildlife species that can cross the Sturgeon River may choose to move through the area on the south side of the river, to avoid Bellerose Drive and the SUP on the north side. In summary, since many of the ecological features in the project area are disturbed and relatively small, they do not represent critical or significant wildlife habitat. They may however, act as stepping stones, providing temporary cover for animals moving across the agricultural landscape or through the floodplain. The Starkey Road bridge does not appear to have been constructed to facilitate movement of larger animals under the bridge, along the river edge. 4.4

Summary of Natural Feature Inventory

Overall, the lands surrounding the local study area are primarily agricultural. As such, the wetland and woodland features present are disturbed. In general, each of the wetlands present are semi-permanent water bodies surrounded by agricultural lands. Woodlands present in the area are composed of aspen, poplar and dense shrubs. Each of the woodlands are small retained sections of trees, close to roadways or rural developments, and in many cases may act as shelterbelts. The shelterbelts present, many of which are naturalized, are comprised of aspen, poplar and spruce trees. The small sections of February 2013

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wetlands and retained woodlands may provide some habitat for a small number of waterbirds and some landbirds, as well as small furbearers. Although these features may not provide primary habitat for medium and large sized mammals, they may provide temporary cover for transient wildlife. The agricultural lands interspersed with small environmental features provide a permeable matrix through which rural tolerant wildlife can travel. Since Wo6 is within the Sturgeon River riparian strip, its value is high relative to the other woodlands and it may provide cover for wildlife moving across Starkey Road and through the regional corridor.

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5.0

POTENTIAL IMPACTS

The primary impacts associated with all realignment options are expected to be the full or partial loss of existing wetlands, woodlands and shelterbelts, as well as the loss of, and fragmentation of agricultural lands. Each of the three Starkey Road realignment options would impact a different number of environmental features. Table 1 summarizes the environmental features expected to be impacted. Table 1. Summary of the impacted environmental features associated with each Starkey Road realignment option. Realignment Option 1 Option 2 Option 3 Environmental Feature(s)/Issue Wetland(s) impacted 1 3 2 Woodland(s) impacted 2 2 3 Shelterbelt(s) impacted 13 7 18 Approximate length of new road required (km) 2.0 2.3 1.2 Overall, all of the proposed alignment options will result in the partial removal of the largest environmental feature in the project area, Wt1. Each of the alignments currently overlaps with the existing roadway which bisects Wt1 and would encroach slightly more into existing wetland habitat. Although Wt1 is the largest feature, it is degraded and does not represent prime wetland habitat. South of Estates Way, in the common alignment, the upgrade will result in the full removal of Wo5 and partial removal of Wo6. Wo5, which is small and degraded and located adjacent to the roadway, is likely low quality habitat. Wo6 is of higher quality and is identified by this study as locally important as cover for wildlife moving through the Sturgeon River corridor. Road widening in this area may also affect a planted shelterbelt along the east edge of the existing road. Option 1 is expected to result in partial removal of Wo1 and 2, and 13 shelterbelts. Both woodlands are small and function more like shelterbelts. Option 2 would remove areas of Wo4 and Wt3, as well as about one third of the Wo3/Wt2 complex, and 7 shelterbelts. Wo4 and Wt3 are both very small and degraded and are not significant ecological features in the area. The Wo3/Wt2 complex is a more valued habitat patch and may be worth retaining during future development of the area. Option 3 would partially remove Wo1, 2 and 4, all small woodlands, and a portion of Wt4. Option 3 would also result in the removal of the largest number of shelterbelts (18), but more importantly, would remove the longest and most natural shelterbelt. The removal of the shelterbelt along Township Road 544D would remove a probable local wildlife movement corridor. Because most of the features affected are not highly significant, there is little difference in impact among the three options. Option 2 removes the most significant habitat patch (W03/Wt2 complex) in the local area and is, therefore, not the preferred route. As the area develops to rural residential, there may be some potential for retention of that complex as a natural area and this should be considered during future planning, especially given its proximity to the largest local woodland that is situated in the centre of the tree

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farm. The major differences between Options 1 and 3 are the impact on Wt4 and the impact on the longest shelterbelt, both affected by Option 3; however, these differences are only material if future plans called for the retention and integration of these features into development. Option 3 on the other hand, maximizes use of existing road ROW. Depending on future development plans, this may be important. If Option 3 were selected, consideration could be given to retaining the shelterbelt along the north road edge to retain a local wildlife movement corridor. Pedestrian crossing over Sturgeon River With a wider ROW near the Sturgeon River and increased traffic into the future, wildlife species may be less willing or able to cross Starkey Road. In that case, the presence for a suitably designed wildlife movement corridor beneath the existing road bridge will become more important in the future. In our opinion, a continuous, unimpeded wildlife movement corridor along the Sturgeon River should be protected. As part of this, selection of a new pedestrian bridge must consider wildlife passage. The new pedestrian crossing options over the Sturgeon River will all occur to the west of the existing bridge. Each structure will alter the character of the existing crossing in a different way. Crossing Options 1 and 2 will each introduce a new structure to the crossing area and these may be perceived by wildlife as additional visual and physical barriers, making the area harder to navigate. In addition, both options may require riprap installation beneath the bridge and alteration of the river banks. Ungulates in particular avoid moving across riprap (City of Edmonton 2010), so, riprapped slopes may further reduce the available land base for movement. This can, however, be mitigated by filling interstices with fine gavel or sand. Option 3 will create the least amount of new infrastructure and is therefore preferred, but will increase the width of the existing structure by ~4-5m (Moulds, pers., comm.). An increase in the existing bridge width would effectively increase the length of the wildlife passage and may also alter lighting under the bridge. Many wildlife species avoid dark passages and crossings with obstructed sightlines (City of Edmonton 2010). At present, available passage is less than ideal, especially at the north end, and any decrease in quality may be significant. For that reason, we recommend that any bridge widening also involve cutting a bench into the slope to provide a more attractive crossing surface. The bench should be at least 4 m wide. If the County opts to install a new bridge we recommend Option 1, as it is square to the river and therefore would represent the shorter structure. That bridge should provide for a similar wildlife movement bench under the bridge, with at least 4.0 m clearance overhead. If possible, this should be present on both river banks and the SUP situated on the north side should be located on the upslope side of the bridge rather than under the bridge.

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6.0

REGULATORY CONSIDERATIONS

The following pieces of environmental legislation may be relevant to this project, depending on final design and construction footprint. They should, therefore, be considered as design progresses and during selection of final alignment and construction scheduling and methods. 6.1

Federal Legislation

6.1.1 Migratory Birds Convention Act The proposed project will require clearing of native vegetation during realignment and road upgrading. At least some of the vegetation would likely comprise nesting habitat for migratory birds. Environment Canada administers the Migratory Birds Convention Act (MBCA), which prohibits the disturbance of nests of bird species covered under the Act (primarily migratory birds). With respect to construction, the Act provides guidelines for enforcement only; it is not linked to formal approvals. Violation of the Act may, however, result in penalties. An amendment to the MBCA further protects disturbance to individual migratory birds and prohibits release of deleterious substances into waters or areas frequented by migratory birds. This environmental overview provides information that enables the proponent to comply with the Act, specifically by ensuring that direct mortality to birds and active nests does not occur as a result of the proposed project. Direct disturbance and mortality can be avoided by scheduling clearing activities outside of the bird breeding season. To avoid nest disturbance, vegetation clearing should be avoided from 01 May to 31 July, as recommended by Environment Canada. 6.2

Provincial Legislation

6.2.1 Alberta Water Act Currently, each of the alignment options for Starkey Road will affect at least one wetland per option. The removal or modification of wetlands may require approval, in accordance with the Alberta Water Act and the Province’s Interim Policy for Wetland Management in the Settled Area of Alberta; therefore, later planning stages should ensure that wetlands will not be affected or that proposed changes comply with regulations and policy. 6.2.2 Alberta Public Lands Act The bed and shore of permanent and naturally-occurring bodies of water are owned by the province under the Public Lands Act. Any proposed outfalls may require locating infrastructure on Crown owned bed and shores, necessitating an approval (License of Occupation) under that Act or an amendment of a current disposition. 6.2.3 Alberta Wildlife Act The Alberta Wildlife Act prohibits disturbance to a nest or den of prescribed wildlife species. Although permitting is not required under that Act, violations may result in fines. To avoid nest disturbance, AESRD recommends avoiding vegetation clearing

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between 01 May and 31 July in northern Alberta. In addition, AESRD recommends that after 15 February a sweep for owl nests be conducted prior to clearing/construction activities. The great-horned owl is the earliest nesting bird in Alberta and usually lays eggs by the end of February/beginning of March. This practice also allows for compliance with AESRD’s best management practice of restricting clearing after March 01 to avoid nesting barred owls, a provincially Sensitive species. If it becomes apparent that AESRD’s restricted clearing dates cannot be complied with, removal of vegetation should only occur after a qualified biologist has inspected each site to be cleared and determined that no active nests or dens are present. A research permit is required to conduct nest searches. If an active nest is found, AESRD and Environment Canada should be contacted to determine if a buffer around the nest can be established to allow partial clearing of the area. Recognizing these guidelines minimizes the potential for contravening the Wildlife Act. 6.2.4 Alberta Weed Control Act The Alberta Weed Control Act regulates designated weed species and weed seeds in the province through various control and enforcement measures, while creating provisions for the recovery of expenses in the case of non-compliance. The Act specifies two categories of designated weeds: Noxious and Prohibited Noxious. Noxious weeds are required to be controlled, while Prohibited Noxious weed are required to be destroyed. The responsibility for the control/destruction of designated weed species lies with the owner or occupier of the land in question. The Act also gives power to municipalities to designate additional weed species as Noxious or Prohibited Noxious, but does not allow for the delisting of species or reduction in status from Prohibited Noxious to Noxious. The Alberta Weed Control Act Regulation provides a complete listing of all designated Noxious and Prohibited Noxious weed species in the province. 6.2.5 Historical Resources Act Any development with potential to disturb historical resources requires clearance by the Historic Resources Management Branch (HRMB) of Alberta Culture, pursuant to the Historic Resources Act and typically requires a Historical Resources Overview at a minimum. To our knowledge, such an assessment has not yet been made for the project lands.

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7.0

CONCLUSIONS AND RECOMMENDATIONS

7.1

Conclusions

All of the environmental features in the project area have been encroached upon by agricultural practices and may be also internally disturbed. Although Wt1, the largest environmental feature in the local project area, will be impacted by all of the alignment options, similar features occur in the region. While each of the alignment options impacts a different number of environmental features, one alignment option may have a smaller overall ecological footprint. Option 3 could have the least potential to impact the environment in the area since it maximizes use of existing road ROW, which may be important for future residential development. Pedestrian Bridge Option 3 has the least potential to impact wildlife movement through the Sturgeon River Valley since it only requires increasing the length of the current crossing. Adjustments to the existing abutment slope should, however, be made. 7.2

Recommendations

The following additional recommendations apply to future planning stages: If during later planning it becomes evident that the proposed works will encroach on natural wetlands or woodlands, additional wildlife and plant investigations should be undertaken. Closer to construction, the above regulatory considerations should be reviewed to ensure compliance and that all reporting/submission obligations are met. Care should be taken to avoid disturbing Wo6, since it may serve as cover for wildlife attempting to cross Starkey Road. Natural vegetation should be planted adjacent to the SUP on either side of the existing bridge to guide wildlife to the crossing beneath. If possible, Wo6 should be extended south towards the bridge and a naturally vegetated riparian zone established at the approaches to the wildlife path beneath the bridge. Overhead clearance at the underpass should be a minimum height of 4 m (to accommodate moose and deer, and account for snow depth). A level wildlife path should be installed to provide a nearly level surface with a minimum width of 4 m. The path should have a substrate composed of softer earth or organic material. These two measures will encourage deer and other species to use the underpass. Hard surfaces will deter deer.

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Preferably, any wildlife paths should be separated from the existing SUP. This can be done by establishing vegetation screening between trails. In the event that pedestrian bridge Option 1 or 2 is chosen, riprap should be avoided along the embankments or filled in to facilitate ungulate movement.

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8.0 8.1

REFERENCES Literature Cited

City of Edmonton 2010. Wildlife Passage Engineering Design Guidelines. [Online] Accessed 5 February 2013. http://www.edmonton.ca/environmental/documents/WPEDG_FINAL_Aug_2010. pdf City of St. Albert 2012. Sturgeon River: State of the Watershed Report. [Online]. Accessed 10 January 2013. http://www.stalbert.ca/uploads/files/community/living/Environment/state_of_the_ sturgeon_FINAL_for_web.pdf GeoBase 2011. National Hydro Network. [Online] Accessed 2 January 2013. http://www.geobase.ca/geobase/en/data/nhn/index.html MULTISAR No date. Shelterbelts. [Online] Accessed 11 February 2013. http://msar.split5.com/wp-content/uploads/2012/02/shelterbelts.pdf Natural Subregions Committee 2006. Natural Regions and Subregions of Alberta. Compiled by D.J. Downing and W.W. Pettapiece. Government of Alberta. Pub. No. T/852. 8.2

Personal Communications

Moulds, Shelley. Transportation Engineer, P.Eng. ISL Engineering and Land Services Ltd., Edmonton, AB.

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Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix C Geotechnical Assessment

islengineering.com

April 2013

APPENDIX

200, 9636 - 51 Avenue, Edmonton, AB T6E 6A5 T: 780 438 1460 F: 780 437 7125 thurber.ca

TABLE OF CONTENTS 1.

INTRODUCTION............................................................................................................ 1

PROJECT DESCRIPTION ............................................................................................. 1

METHODOLOGY ........................................................................................................... 2 3.1 General............................................................................................................... 2

SITE DESCRIPTION...................................................................................................... 3 4.1 Surface Conditions ............................................................................................. 3 4.1.1 Existing Development .......................................................................... 3 4.1.2 Abandoned Coal Mines ....................................................................... 3 4.1.3 Topography and Relief ........................................................................ 3 4.1.4 Drainage .............................................................................................. 4 4.2 Site Geology ....................................................................................................... 4

HISTORICAL COAL MINE WORKINGS ........................................................................ 5 5.1 General............................................................................................................... 5 5.2 Mining Methods .................................................................................................. 6 5.3 Sinkhole Development ....................................................................................... 7

SUBSURFACE CONDITIONS ....................................................................................... 8 6.1 Available Borehole Information .......................................................................... 8 6.2 Generalized Stratigraphy .................................................................................... 8 6.2.1 Road Realignment Options from Highway 37 to Coal Mine Road ....... 8 6.2.2 Coal Mine Road to Sturgeon River Bridge (B.F. 7513)........................ 9

PRELIMINARY GEOTECHNICAL ASSESSMENT ...................................................... 10 7.1 Starkey Road Alignment ................................................................................... 10 7.1.1 Realignment Options Evaluation ....................................................... 10 7.1.2 Road Subgrade Considerations......................................................... 11 7.2 Interchange at Highway 37 ............................................................................... 11 7.3 Sturgeon River Crossing (BF 7513) ................................................................. 12 7.4 Further Study.................................................................................................... 12

LIMITATION AND USE OF THIS REPORT ................................................................. 13

REFERENCES............................................................................................................. 13

9.1 9.2 9.3

Geology References ......................................................................................... 13 Alberta Transportation Bridge File Data and Highway File Plan/Profile Data... 14 Previous Coal Mines ........................................................................................ 14

STATEMENT OF LIMITATIONS AND CONDITIONS APPENDIX A:  Drawing No. 19-598-402-1 Key Map of Starkey Road Functional Plan Study  Drawing No. 19-598-402-2 Surficial Geology Features and Results of Aerial Photograph Interpretation of the Study Area  Drawing No. 19-598-402-3 Estimated Total Drift Thickness of the Study Area  Drawing No. 19-598-402-4 Estimated Bedrock Surface Topography of the Study Area  Drawing No. 19-598-402-5 Site Plan Showing the Available Borehole Information  Drawing No. 19-598-402-6 Selected Site Photos APPENDIX B:  Available Mine Plans (Mine 1266, 1316, 1496, 1626) from ERCB APPENDIX C:  Available Borehole Logs from Previous Projects by Thurber and Alberta Transportation  Available Water Well Records from Alberta Environment  Alberta Transportation Highway File – Plans and Profiles with Sticklogs  Alberta Transportation Bridge File Design Drawings – Plans and Profiles with Sticklogs

INTRODUCTION

This report presents the results of a geotechnical desk top study carried out by Thurber Engineering Ltd. for the proposed Starkey Road Functional Planning Study. The study area is situated northeast of the City of St. Albert, within Sturgeon County as shown on Drawing No. 19-598-402-1, in Appendix A. The purpose of the desk top study is to present a preliminary evaluation of the expected subsurface conditions along the proposed road alignments and identify geotechnical conditions that may affect the potential alignments. The geotechnical desk top study was carried in accordance with our proposal letter to Ms. Jenny Burgess, P.Eng. of ISL dated April 3, 2012. The study presented herein is based on a desk top review of currently available geological and geotechnical information in the study area. The scope of work did not include any geotechnical investigation carried out specifically for any potential alignments and interchange sites. Use of this report is subject to the Statement of Limitations and Conditions which is included at the end of the text of this report. The reader’s attention is specifically drawn to these conditions as it is considered essential that they be followed for the proper use and interpretation of this report. 2.

PROJECT DESCRIPTION

The proposed Starkey Road Functional Planning Study encompasses approximately 3.5 km of road alignment between Highway 37 and the existing Starkey Road over Sturgeon River (B.F. 7513), as shown on Drawing No. 19-598-402-1, in Appendix A. The existing road is a two lane oil surfaced road and is contained within a right of way between 30 m and 40 m wide. It is understood that the existing Highway 37 and Starkey Road presents numerous challenges for a future intersection location. As a result, ISL proposes to realign approximately 1.6 km section of the roadway to the west from its current location to provide a better intersection location at Highway 37 for a future interchange site. Three realignment options (designated as Option 1 to Option 3) have been identified by ISL as shown on Drawing No. 19-598-402-1. All realignment options will begin at a new intersection with Highway 37 approximately 1.3 km west of the current intersection location. From Highway 37 the realignment options will generally follow Range Road 252 south for a distance of about Client: File: e-file:

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500 m to 1300 m prior to turning in a southeast direction and crossing farmland in three different routes to Coal Mine Road (Township Road 544D). South of Coal Mine Road, all three options will traverse undeveloped land before merging back with Starkey Road just north of Township Road 544A. From this point southward, all three options will continue along the existing Starkey Road corridor in a southerly direction and cross the existing Sturgeon River Bridge to the south project limit. It is understood that a new Sturgeon River crossing alignment is not considered as part of this functional planning study. The purpose of the functional planning study undertaken by ISL is to evaluate the alternative alignments and recommend an ultimate four lane road alignment so that the necessary right of way can be protected for future construction of interchange and improvements that will be necessary for widening Starkey Road. 3.

METHODOLOGY

3.1

General

The desk top study comprised of the following tasks: 

Review of published bedrock geology maps and surficial geology maps within the study area;



Review of available borehole information from Alberta Transportation for highway bridges, Thurber’s in-house files, and available drill hole information from Alberta Environment for water wells where applicable;



Review of aerial photography (scales 1:10,000 from 2009 and 1:20,000 from 2002) of the study area to provide information on the expected geotechnical conditions and surface features and 15 m grid LIDAR digital elevation modeling over the Greater Edmonton Region for topographic features;



Review of ERCB’s Coal Mine Atlas of Operating and Abandoned Coal Mines in Alberta and obtain available plan of coal mines relevant to the study area to provide information on the former coal mining activities, and;



An engineering site reconnaissance of the proposed road alignment was carried out by Mrs. Linda Bobey, P.Eng., of Thurber on October 19, 2012.

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A list of the reference material used in preparing this report is listed in Section 9. The published geology maps, available historical mine plans and available bore hole data relevant to the study area have been reproduced and are included in this report. It should be noted that the above field inspection was limited to river banks and open area that were accessible from public roads. No inspection was made where the road alignments are proposed within private/fenced properties. Selected photos from the site visit are included in Appendix A. 4.

SITE DESCRIPTION

4.1

Surface Conditions

4.1.1

Existing Development

Existing land use is mostly agricultural with occasional rural subdivisions between Highway 37 and Coal Mine Road and urban subdivisions from south of Coal Mine Road to the south end of the project limit as shown on Drawing No. 19-598-402-2, in Appendix A. Several pipelines also pass through the study area and cross under the existing Starkey Road. 4.1.2

Abandoned Coal Mines

Three former underground coal mines (New Black Gem Coal Co., Samis and Starkey) are located below the existing Starkey Road allowance between Highway 37 and Coal Mine Road in Sections 35 and 36 of 54-24-W4M. Development of sink holes was reported in some of the areas above these abandoned coal mine workings although distress at the ground surface was not visible in the recent aerial photographs of the study area. Some of the areas above the previous coal mines have been converted to rural subdivisions. The previous coal mines are discussed further in Section 5. 4.1.3

Topography and Relief

The surface topography of the study area is relatively flat and slopes down gently from the uplands to the Sturgeon River Valley with an overall elevation difference of approximately 40 m between the uplands and the banks of the Sturgeon River. Along the study alignment Starkey Road crosses the Sturgeon River floodplain at a relatively straight section of the meandering river. No signs of major active slumping are apparent on the slopes of the Sturgeon River Valley at the Sturgeon River bridge site; however, minor Client: File: e-file:

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erosion may be expected as a result of stream bank migration within a meander-belt at the base of the older Sturgeon River Valley. The river banks were observed to be about 2 to 3 m high at the Starkey Bridge location. Selected photographs of the river crossing taken during the site visit are shown on Drawing No. 19-598-402-6 in Appendix A. 4.1.4

Drainage

The Sturgeon River is a relatively small river that meanders within a river valley that ranges from about 0.5 to 1 km in width. A number of oxbow lakes are situated along the river at abandoned meander bends. Several slough-like or swampy areas are present in the largely undeveloped area as shown on Drawing No. 19-598-402-2, in Appendix A. A few drainage courses (natural or man-made) are also noted throughout the study area and some of the drainage ways appear to cross under Starkey Road and continue to the east and south where they join the Sturgeon River Valley. 4.2

Site Geology

Drawing No. 19-598-402-2, in Appendix A, presents the surficial geology features of the study area based on the geology map and interpretation of aerial photographs. The geological units are named as per the reference map published by L.A. Bayrock (1972). Drawing No. 19-598-402-3 shows the estimated total thickness of the surficial deposits based on a reference map prepared by S. R. Slattery et.al. (2011). According to this figure, the total thickness of surficial deposits in the study area is up to 40 m. There are three main surficial geological units in the study area, namely; glaciolacustrine, alluvial, and organic deposits. They are described as follows: 

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Glaciolacustrine deposits, formed in preglacial lake during the recession of the Laurentide Ice Sheet, cover most of the study area. According to Bayrock (1972) the glaciolacustrine deposits are between 20 m and 30 m thick along the proposed alignments and consist of mainly bedded silt and clay with minor sands, and varved in some places. The bedded silt and clay deposit grades to a primarily silty sand deposit with minor silt and clay towards the Sturgeon River Valley as shown on Drawing No. 19-598-402-2, in Appendix A. The glaciolacustrine deposits are typically underlain by glacial clay till and granular deposits.

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

Alluvial deposits are recent deposits formed by the Sturgeon River. Reworked silt and clay with minor sand beds are expected in the meander belt at the base of the Sturgeon River Valley. The alluvium is generally only a few meters thick and may be covered by a thin layer of surface organic material.



The preglacial buried Sturgeon Valley runs southwest to northeast in the study area. The central part of this buried valley extends up to 50 m below and up to 2 km laterally from the present course of the Sturgeon River. The buried valley is predominantly filled with sand.



Within the study area there are several organic deposit areas associated with sloughs on glaciolacustrine silt and clay. The sloughs typically have an infill layer of mixed fine-grained sediment and organic material.

The surficial deposits are underlain by the Upper Cretaceous bedrock of the Horseshoe Canyon Formation (Edmonton Group). The bedrock consists primarily of fine grained sandstone, mudstone, shale and siltstone and is frequently bentonitic. Coal seams and bentonite layers of variable thickness are minor constituents. As shown on Drawing No. 19-598-402-4, in Appendix A, the bedrock surface is generally present at elevations ranging from about 680 m at the north end of the proposed road realignment and drops to between 620 m and 630 m at the south end of the project limits near the thalweg of the preglacial buried Sturgeon Valley. 5.

HISTORICAL COAL MINE WORKINGS

5.1

General

A review of the available ERCB’s Coal Mine Atlas of Operating and Abandoned Coal Mines in Alberta indicate the presence of three large underground coal mines (Star Key, Samis and New Black Gem) beneath the existing Starkey Road from Highway 37 to Coal Mine Road. A fourth coal mine (Boomerang) is situated on the north side of Highway 37. The approximate locations of these former coal mines are shown on Drawing No. 19-598-402-2, in Appendix A. A copy of the available mine plans from ERCB is included in Appendix B. It should be noted that mine location maps are often approximate in nature; some variance in the actual location of specific features should be expected. R.S. Taylor, who carried out extensive study of the coal mine workings of the Edmonton area states that his mapping of coal mines is accurate to approximately about 30 m. Client: File: e-file:

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The operation histories of the three mines are summarized in ERCB data listing and are as follows:

Prod. (k tonnes)

Approx. Depth (m)

1953 1981 1937

94.1 1185 13

26.5 24.4 26.8

Average Coal Thickness (m) 1.8 2.4 2.4

1938

1956

192

33.2

2.4

1927

1955

504

37.2

2.1

Location S. -Tp. -R. M.

Mine No.

Operation From To

Mine Name

Mine Company

06-055-24W4 35-054-25W4 36-054-25W4

1496 1626 1316

Boomerang Star Key Samis

David J.M. Gwilliam Star-Key Mines Samis Collieries Ltd.

1936 1945 1929

36-054-25W4

1316/1

Samis Collieries Ltd.

36-054-25W4

1266

Samis New Black Gem

Edmonton Collieries Ltd.

Based on the available information, mining in this area occurred between 1927 and 1981 using primarily the room and pillar method. The underground coal mine workings ranged from a depth of 24.4 m in the Star Key Mines to 37.2 m in the New Black Gem Coal Mine. The target coal seam was reported to be on average 2.1 to 2.4 m thick. The available information indicates that the room and pillar method at the Star Key Mines was used until 1976 and a trial long wall mine was used in the early 1978 at the southeast corner of the mine site. 5.2

Mining Methods

The room and pillar method consisted generally of a set of main tunnels used for ventilation, access of personnel and material, and hauling of coal. From the main tunnel secondary tunnels consisting of room and pillars are mined up to the limits of the lease area. Typically once the limit of the lease was reached, the pillars left between the rooms were pulled and the mining operation then started to retreat back towards the main tunnels. This removal of pillars then caused the ground to subside during mining retreat. Generally, where the pillars were pulled, subsidence of the ground occurred relatively quickly and averaged about 60% of the mined seam thickness. Most of the subsidence occurred within about six months after pulling the pillars, with the remaining longer term subsidence occurring over about six to ten years. Where the pillars were not pulled subsidence rates and amount may be less uniform. In many past investigations over mined areas, voids have been encountered during drilling at about the level of former mining signifying the effects of former mining where the roof has not fully collapsed and is being held up by the surrounding ground.

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On the mine map of Samis Mine it appeared that the pillars in the “rooms and pillars” areas were noted “out” between 1944 and 1955. It is unclear whether the pillars were pulled in the New Black Gem Coal Mine as the quality of the mine plans is very poor and most of the notes are not readable. The available plans of Star Key Mines show the mined area but contain no information pertaining to the status of the pillars. 5.3

Sinkhole Development

These underground coal mines were closed some 30 to 50 years ago so it is expected that most of the ground subsidence has already occurred over the abandoned mine workings where the pillars have reportedly been pulled. Two studies were undertaken specifically to investigate the development of sinkholes under a section of Highway 37. The section of Highway 37 in NW ¼ 36-54-25-W4M is located directly above the abandoned New Black Gem Coal Mine. It was documented that a drilling investigation was undertaken by Alberta Transportation (AT) in 1991 as a result of a 2 m square sinkhole that occurred in the eastbound lane of the Highway 37 alignment in the vicinity of the proposed realignment. The sinkhole and several other related depressions in the ground surface were all located above the underground coal mine which was abandoned in 1955. Two of the distress features were in the ditch on the east side of Starkey Road (or local road Range Road 251). The results of AT’s test hole drilling through the highway indicated that open and/or collapsed mine cavities were present below the road. Inferred cavity thicknesses ranged from 3 to 4 m, located at a depth of 13.7 to 15 m below road surface. A desk top study by Thurber in 1995 revealed that the location of sinkhole observations in the vicinity of the highway were generally over the access tunnel/drift areas or on the perimeter of rooms (i.e. close to the drift areas) where support had been left in place or that ground openings may have still existed. The study concluded that the sinkholes at the highway location were likely associated with the collapse of the mine support timbers due to the decay of timbers and softening of bedrock adjacent to the openings. An earlier study completed by Thurber in 1984 for a proposed private development above the Star Key Mines also found similar occurrence of sinkholes at ground surface over the abandoned coal mine area.

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SUBSURFACE CONDITIONS

6.1

Available Borehole Information

There are very few existing geotechnical boreholes in the vicinity of the proposed Starkey Road Functional Plan Study alignments. The available boreholes are from the geotechnical investigations completed by Thurber in 1995 for upgrading Highway 37:04 at CNR underpass (B.F. 76895) and in 2003 for the Sturgeon River bridge replacement on Starkey Road (B.F. 7513). Sticklogs are also available from Alberta Transportation’s bridge files for Highway 37:04. The other borehole information includes four sticklogs from a sinkhole investigation carried by Alberta Transportation in 1991 in the NW ¼ 36-54-24-W4M and two drill holes for water wells in SW ½ 35-54-25-W4M. The above sources provide seven geotechnical boreholes and 13 sticklogs, ranging from 3 to about 20 m deep below ground surface and two 60 m deep water well holes. The approximate locations of the available boreholes in the study area are shown on Drawing Nos. 19-598-402-5, in Appendix A. Copies of the borehole logs and plan/profile drawings with sticklogs are presented in Appendix C. A summary of the expected subsurface conditions based on the surficial geology map, aerial interpretation and available boreholes is provided below. The reader should refer to the borehole logs for detailed description of the subsurface conditions observed at the borehole locations. 6.2

Generalized Stratigraphy

6.2.1

Road Realignment Options from Highway 37 to Coal Mine Road

The proposed Starkey Road realignment options begin by following the existing Range Road 252 allowance prior to crossing the private property in 35-54-25-W4M. The only borehole data along the 2 to 2.5 km realignment options consist of nine stick logs on the plan/profile drawing of the Highway 37:04 and two water well drilling reports in SW 35-54-25-W4M. The highway sticklogs showed 0.1 to 0.3 m of topsoil over silty to sandy clay extending to a depth of about 6 m. Based on the surficial geology map, the glaciolacustrine silty clay and silt deposits are expected to extend to a depth of about 20 m in this area followed by clay shale bedrock. The two published water well drilling reports show clay shale, sandstone and coal were at a depth of about 13 to 18 m below ground surface and the bedrock extended to the end of hole at 60 m. Client: File: e-file:

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Along the existing Range Road 252, a layer of gravel road fill is expected to overlie the glaciolacustrine deposits. Organics deposit are expected to be present in the locally low lying areas as shown on Drawing No. 19-598-402-2 in Appendix A. Although the sink hole investigation was carried out along Highway 37 about 50 m to 100 m east of Starkey Road, the four sticklogs indicated a subsurface profile of 6 to 8 m silty to sandy clay over silty clay or soft shale extending to the bottom of hole at 21 m. Inferred voids of 2 to 4 m thick were noted on three sticklogs at a depth of 13.7 to 15 m below the road surface. Wet timber and coal chunks were recorded at a depth of 17.5 m on one sticklog. Coal seams of varying thickness were also shown from a depth of 14 to 20 m on all sticklogs. Wet soil conditions were noted at a depth of 3.9 to 4.5 m on all sticklogs. Although there is no standpipe piezometer information, groundwater table in glaciolacustrine deposits are typically shallow and could be within a few metres of the ground surface. 6.2.2

Coal Mine Road to Sturgeon River Bridge (B.F. 7513)

The available borehole data along this 1.8 km alignment consisted of four boreholes drilled for the Sturgeon River Bridge replacement on Starkey Road at the south end of the study limits. The surficial geology map indicates that the alignment is expected to be underlain by glaciolacustrine deposits consisting of varying thickness of silty clay, silt and sand strata extending to depths of 20 to 30 m below ground surface. In the Sturgeon River valley, the river and its banks are expected to be overlain by a layer of recent alluvial deposits consisting of clay, silt and sand. At the Sturgeon River Bridge site, the subsurface conditions consisted of organic silt/clay to a depth of about 3 m over silt and sand deposits extending to depths in excess of 18 m below the ground surface. The silt was clayey to sandy and graded to silty sand with increasing depths. The silt and sand deposits were saturated and loose in relative density. Bedrock was not penetrated within the drilled depth of the 18 to 21 m in the boreholes. On the borehole logs groundwater seepage was recorded at a depth of 2.5 to 2.6 m below the top of river banks at the time of investigation.

Client: File: e-file:

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Date: November 16, 2012 Page: 9 of 14

PRELIMINARY GEOTECHNICAL ASSESSMENT

7.1

Starkey Road Alignment

7.1.1

Realignment Options Evaluation

The main geotechnical hazard affecting the Starkey Road alignment options is the presence of the above noted three large abandoned underground coal mines in Sections 35 and 36 of 54-25-W4M. The geotechnical concern for locating the roadway above former coal mine workings is the potential for developing sinkholes due to the decay and eventual collapse of the abandoned mine supports where these supports/cavities are left in place at mine closure. The occurrence of these sinkholes and associated behavior cannot be predicted. As discussed in Section 5 several sinkholes had developed under a section of Highway 37 where the highway is situated above the New Black Gem Coal Mine workings. Although the mine was closed in 1955, the collapse of the underground mine workings did not manifest itself at the ground surface until 40 years later. Similar observations of sinkhole development were also made in nearby properties over abandoned coal mines. The existing Starkey Road (Range Road 251) corridor from Highway 37 to Coal Mine Road either passes directly above the former coal mine workings or traverses adjacent to the previous coal mine areas. The presence of past underground coal mining activities would be a significant concern if an interchange with Highway 37 is located over the former coal mine. On this basis, the proposed road realignment to the west is considered more favourable than the existing alignment. As shown on the Drawing No. 19-598-402-2, the proposed route for Realignment Option 2 is situated directly above the Star Key Mines in the southeast ¼ of Section 35-54-25-W4M. Although the routes for Realignment Option 1 and Option 3 do not extend into the southeast ¼ of Section 35-54-25-W4M, a 400 m distance of Option 3 will follow Coal Mine Road corridor to Starkey Road and this 400 m is expected to border the southern perimeter of the Star Key Mines and may pass over the abandoned access tunnel area at the south end of the coal mine depending on the actual boundaries of the mine. From a geotechnical perspective, Option 1, the proposed road alignment situated furthest away from the past underground coal mining areas is the preferred route. If the road alignment is selected to traverse the reported mine areas, geophysical and geotechnical investigations should be carried out to investigate the subsurface conditions and assess the potential risk associated with locating the highway directly over the abandoned coal mine working area. Client: File: e-file:

ISL Engineering and Land Services 19-598-402 \\H\19\598-402 rpt - Edm

Date: November 16, 2012 Page: 10 of 14

7.1.2

Road Subgrade Considerations

The majority of the uplands area is expected to be underlain by glaciolacustrine deposits of bedded silt and clay with minor sand. The glaciolacustrine clay is generally high plastic and is prone to swelling/shrinkage movements associated with changes in the moisture content of high plastic clay. Groundwater conditions are typically high in the glaciolacustrine deposits. Frost associated movements can be expected where the soils have high percentage of silt and silty sand content such as in the glaciolacustrine sand deposit areas. Good drainage of the road subgrade will be important in areas of high water table and frost susceptible soils to reduce the potential for frost heave and swelling. A few slough/swampy areas are present along the study area as indicated on Drawing No. 19-598-402-2 in Appendix A. Organic deposits, low permeability fine grained soils and shallow groundwater typically underlie these areas. Depending on the actual ground conditions in these areas, sub-excavation to remove organics and soft soils and sub-drainage may be required in these areas for road grading. Use of geogrid may also be required under some sections of the road fills. If the road alignment through the slough-like areas is required, these areas should be investigated to assess the requirements for drainage and ground treatment for maintaining road fill stability. Several small drainage courses are also noted within the study area. No major active erosion is evident in these drainage courses based on the aerial photographs reviewed for this study. 7.2

Interchange at Highway 37

The proposed Starkey Road and Highway 37 interchange site, associated with all three realignment options is located at least 500 m west of the abandoned coal mines. Results of the aerial photographs review and site reconnaissance indicate that no major geotechnical hazards appear to be present at the proposed interchange location. On this basis, the proposed interchange site is considered to be feasible from a geotechnical point of view. The site is expected to be underlain by glaciolacustrine silty clay and silt deposits up to 20 m in thickness. Bridge foundation elements may consist of driven steel piles or cast-in-place concrete end bearing piles based in bedrock depending on the actual depth to bedrock. Abutment head slopes of 2H:1V may be feasible based on the performance of the existing head slopes of the nearby highway bridges for the Highway 37/CNR Underpass (BF 76895) and Highways 37/2 grade separation, where the existing abutment head slopes are 5 to 7 m in height and inclined at about 2H:1V to 2.2H:1V. However, it should be noted that flatter fill Client: File: e-file:

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Date: November 16, 2012 Page: 11 of 14

slopes, staged construction and ground treatment including installation of vertical wick drains may be required to maintain abutment fill slope stability depending on the actual foundation soil and groundwater conditions, fill height and construction schedule at the proposed interchange site. 7.3

Sturgeon River Crossing (BF 7513)

The existing Starkey Road crossing is located on a relatively straight section of the meandering Sturgeon River. The existing Sturgeon River bridge is a single span bridge structure with abutment fills in the order of 6 to 8 m in height above the river banks and the head slopes are noted as being inclined at 2.1H:1V to 2.6H:1V on the bridge drawings. The original river crossing was a three spans bridge structure and was built in 1959. The north approach fill comprised of silt material with apparently little to no compaction and had a history of lateral spreading and fill movement that caused distress to bridge structure requiring major rehabilitation. In 2003 the three span structure was replaced by a single span bridge structure with new abutments supported on new steel H section pile foundations. In addition, a row of pipe piles was installed on the north head slope area to improve the fill stability. It is understood that modification to the Sturgeon River Bridge may be required in the future when Starkey Road is widened from two lanes to four lanes. At the time of the desk top study, the extent of bridge modification is not known. If new embankment fills or modification to the existing head slope configuration are requirement due to the road/bridge widening, global stability and settlement of any new approach fills on the soft alluvial deposits will need to be assessed in view of the site development history and ground conditions. If new foundation element is required for the bridge widening, it is expected that the new pile foundations will likely be deep, due to the significant depth of soft deposits. 7.4

Further Study

There is very little available geotechnical borehole information along proposed road alignment options. A geotechnical investigation should be conducted along the selected alignment including field drilling to confirm the subsurface soil and groundwater conditions along the road alignment for design and construction. This should include site specific investigations for any deep cut areas to address slope stability, groundwater/drainage and frost heave issues. In addition, fill areas should be investigated to assess organic soil and soft sediment thickness, the potential for settlement of the roadway arising from fill placement, and the need for wick drains to reduce excess pore pressure development. Client: File: e-file:

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Date: November 16, 2012 Page: 12 of 14

Where the road alignment is expected to cross areas of known low lying ground or swamp, these areas should be investigated to assess the requirements for construction. Drilling should also be undertaken at the proposed Highway 37 interchange location to provide input to recommendations for the design of bridge foundations and approach fills. If the road alignment is expected to traverse areas of abandoned coal mines, field investigations should be carried out to investigate the subsurface conditions and assess the potential risk of future ground subsidence due to locating the highway over the abandoned coal mine working area. Investigation of potential supplemental borrow areas (test holes or test pits) may also be required, depending on the distribution of cut and fill along the alignment. 8.

LIMITATION AND USE OF THIS REPORT

There is a possibility that this report may form part of the design and construction documents for information purposes. This report was issued before any final design or construction details have been prepared or issued. Therefore, differences may exist between the report recommendations and the final design, in the contract documents, or during construction. In such instances, Thurber Engineering Ltd. should be contacted immediately to address these differences. 9.

REFERENCES

9.1

Geology References

The sources of general geological and geotechnical information listed below have been utilized in preparing this report. 1. Andriashek, L.D., 1987. Drift Thickness of the Edmonton Map Area (NTS83H), Map 215, Alberta Energy. 2. Andriashek, L.D., 1987. Bedrock Topography and Valley Thalwegs of the Edmonton Map Area (NTS83H), Map 216, Alberta Energy. 3. Bayrock, L.A., 1972. Surficial Geology of Edmonton (83H) Map 143, Alberta Research Council.

Client: File: e-file:

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Date: November 16, 2012 Page: 13 of 14

4. Slattery, S.R., Barker, A.A., Andriashek, L.D., Jean, G., Stewart, S.A., Moktan, H. and Lemay, T. G., February 2011. Bedrock Topography and Sediment Thickness Mapping in the Edmonton-Calgary Corridor, Centre Alberta: An Overview of Protocols and Methodologies. ERCB/AGS Open File Report 2010-12. 5. Thurber Engineering Ltd., 2003. “Proposed Sturgeon River Bridge Replacement on Starkey Road (B.F. 7513) Geotechnical Investigation, East of St. Albert, Alberta. Abutment Fill Slope Stability Geotechnical Investigation. “Report submitted to UMA Engineering Ltd. February 2003. 6. Thurber Engineering Ltd., 1996 “Sturgeon River Bridge on Starkey Road (BF 7513 INE23-54-25-W4) Geotechnical Field Investigation and Slope Inclinometers Monitoring.” Report submitted to ISL. November, 1996. 7. Thurber Engineering Ltd., 1995. “Geotechnical Investigation and Assessment. Proposed Upgrading of Highway 37:04 West of Namao, B.F. No. 76895 – INW36-54-25-W4M.” Report submitted to Alberta Transportation and Utilities. October 1995. 8. Thurber Engineering Ltd., 1995. “Highway 37:04 Realignment Coal Mine Risk Evaluation.” Report submitted to Alberta Transportation and Utilities. July 1995. 9. Alberta Transportation, 1991. Sticklogs for Highway 37:04 Sinkhole Investigation, Approx. 3 Miles West of Junction Highway 28. 9.2

Alberta Transportation Bridge File Data and Highway File Plan/Profile Data



Hwy 37:04

E. of JCT. Hwy 2 – W. of JCT. Hwy 28



BF 7513

Sturgeon River Bridge on Local Road, 4 km NE of St. Albert

9.3

Previous Coal Mines

The references listed below were used relative to previous coal mine information.



Energy Resources Conservation Board (ERCB) - The Coal Mine Map Viewer.



Energy Resources Conservation Board (ERCB) - Serial Publication: ST45 Coal Mine Atlas Operating and Abandoned Coal Mines in Alberta. Last update January 2010.

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APPENDIX A

Drawing No. 19-598-402-1 Key Map of Starkey Road Functional Plan Study Drawing No. 19-598-402-2 Surficial Geology Features and Results of Aerial Photograph Interpretation of the Study Area Drawing No. 19-598-402-3 Estimated Total Drift Thickness of the Study Area Drawing No. 19-598-402-4 Estimated Bedrock Surface Topography of the Study Area Drawing No. 19-598-402-5 Site Plan Showing the Available Borehole Information Drawing No. 19-598-402-6 Selected Site Photos

APPENDIX B

Available Mine Plans (Mine 1266, 1316, 1496, 1626) from ERCB

APPENDIX C

Available Borehole Logs from Previous Projects by Thurber and Alberta Transportation Available Water Well Records from Alberta Environment Alberta Transportation Highway File – Plans and Profiles with Sticklogs Alberta Transportation Bridge File Design Drawings – Plans and Profiles with Sticklogs

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix D Historical Overview

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APPENDIX

The Archaeology Group November 1, 2012 Shelly Moulds

ISL Engineering and Land Services Ltd. Suite 100, 7909 - 51 Avenue Edmonton, Alberta T6E 5L9 Tel. (780) 438-9000 Fax (780) 438-3700 E-mail: smoulds@islengineering.com RE: Historical Resources Overview (SOJ) Starkey Road Functional Planning Study – from Bridge File 7513 to Highway 37 Dear Shelly, I am sending you a copy of the report and an invoice for the above captioned project. I will forward a copy of the report to the Archaeological Survey, Historic Resources Management Branch, Alberta Culture on your behalf. We are recommending that no further archaeological assessment work (HRIA) be done for this project, and we anticipate that Alberta Culture will agree with the recommendation. Please contact me if you require additional information or clarification regarding this project. Yours sincerely,

Walt Kowal

2526 Bell Court S.W., Edmonton, A.B. T6W 1J8 Tel. (780) 438-4262 Cell (780) 242-4262 FAX (780) 439-4285 E-mail: w.kowal@shaw.ca

Statement of Justification for Historical Resources Act Requirements for projects other than small-scale oil and gas This document contains sensitive information about Historic Resources that are protected under provisions of the Alberta Historical Resources Act. This information is to be used to assist in planning the proposed project only. It is not to be disseminated, and no copies of this document are to be made without written permission of Historic Resources Management Branch, Alberta Culture.

Project Name or Project Identifier Starkey Road Functional Planning Study – from Bridge File 7513 to Highway 37

Disposition Type & Number Name: Walt Kowal Corporate name of consulting company: The Archaeology Group Address: 2526 Bell Court S.W. Edmonton, Alberta T6W 1J8 Phone number: (780) 438-4262 Fax number: (780) 439-4285 E-mail address: w.kowal@shaw.ca Name of proponent contact: John Dugas, Manager, Engineer Services Corporate name of proponent 1: Sturgeon County Address: 9613-100 Street Morinville, Alberta T8R 1L9 Phone number: (780) 939-8252 Fax number: (780) 939-8274 E-mail address: jdugas@sturgeoncounty.ab.ca Name of agent: Shelly Moulds Corporate name of agent: ISL Engineering and Land Services Ltd. Address: #100, 7909 – 51 Avenue NW Edmonton, AB T6E 5L9 Tel: 780.438.9000 Fax: 780.438.3700 E-mail : smoulds@islengineering.com

Lands Affected Legal Description LSD 16 Section 23-54-25-W4M LSD’s 1, 8, 9, & 13 to 16 Section 26-54-25-W4M LSD’s 1, 8, 9, 15 & 16, Section 34-54-25-W4M LSD’s 1 to 7, 12 to 14 Section 35-54-25-W4M LSD’s 2 to 5 Section 1-55-25-W4M LSD’s 1, 2 & 8 Section 2-55-25-W4M

Identifier

HRV

N/A N/A N/A N/A N/A N/A

Activity type and Anticipated Ground Disturbance The proposed project entails the reconstruction and re-alignment of Starkey Road (Figures 1 and 2), and construction will result in the complete removal of topsoil and significant amounts of the subsurface matrix to a depth well below any possible culture bearing layers will occur.

Existing Disturbance Existing disturbance is present in the form of historic agricultural activities, the presence of farmsteads and homesteads, subdivision development, infrastructure emplacements, coal mining activities, and road construction.

Landscape and Environmental Information The proposed project development area is located within the Central Parkland Ecoregion. Geology is coarse-grained Glacio-Lacustrine sediment, this ecoregion is characterized by sand, silt and gravel, deposited as deltas, sheet sands, and lag deposits, sloped and terraced areas in ravines. The terrain within the project area is flat and featureless, and most of the area has been cultivated, possibly for up to 12 decades. The only hydrologic features in the project lands are a large wetland area that is located in the northwest corner of Section 35-54-25-W4M in LSD’s 12 and 13 (see Figure 1), and an ephemeral stream in LSD’s 15 and 16 Section 26-54-25-W4M.

Archaeological Sites in Vicinity = Two sites are located within 2 kilometres of the study area: FkPj-1 (Glenbow Foundation Archaeological Survey) and 4 (Kowal 2002 – HRO study) (Figure 3). Archaeological Sites Impacted = None Historic Structures in Vicinity = None Historic Structures Impacted = None Registered Historic Structures in Vicinity = None Registered Historic Structures Impacted = None Previous Permits in Project Vicinity = 79-138, 87-013, 92-043, 02-094, 02-200, 09-217 Previous Permits in Impact Area = 87-013, 92-043, 02-200

Illustrative Materials Figure 1.

Map showing the project location (after 1:50,000 NTS Map 83 H/12 – St. Albert).

Figure 2.

Photomosaic map showing the three optional alignments for Starkey Road.

Figure 3.

Map showing the location of previously recorded Historical Resources sites in the project vicinity (after 1:50,000 NTS Map 83 H/12 – St. Albert).

Evaluation The proposed realignment and upgrading project runs from the bridge at the Sturgeon River in LSD 16 Section 23-54-25-W4M and follows the existing road up to the north for approximately 1100 to 1400 metres before going westward along 3 Optional routes (see Figures 1 and 2) to Range Road 252 and continuing north up to the intersection of Range Road 252 with Highway 37.

Road upgrading around the bridge at the Sturgeon River will be improvements and a new bridge is not considered as part of this project, so it is expected that all of the work at this location will be confined to the existing right-of-way and therefore no new lands will be disturbed at this location.

Option 2 crosses a cultivated field that sits on top of an old underground coal mine in SE 35-54-25-W4M, but it is not expected that any of the underground mine will be impacted by the road construction, and the cultivated fields this option crosses have possibly been cultivated for decades.

The Option 3 and Option 1 on Figures 1 and 2 largely cross agricultural land that has been cultivated for decades.

Two Historical Resources sites were previously recorded within 2 kilometres of the study area,

FkPj-1 is a buried bone bed recorded in 1962 for a Glenbow Foundation Archaeological Survey, FkPj-4 was recorded as a surface scatter, and both were found in cultivated fields in disturbed contexts.

A large wetland area is located in the northwest corner of Section 35-54-25-W4M in LSD’s 12 and 13, and an ephemeral stream runs through LSD’s 15 and 16 Section 26-54-25-W4M (see Figure 1) but the fields up to the margins of these features have been cultivated and are therefore disturbed, and these areas are considered to have low potential for the discovery of undisturbed Historical Resources sites.

The lands within the study area are flat and featureless and have been extensively disturbed by cultivation for up to 12 decades, and are therefore not considered to have potential for the presence of undisturbed Historical Resources sites, and no further archaeological assessment of any of the Optional route lands is considered warranted.

Recommendations (Recommendations regarding archaeological resources must be made by a professional archaeologist.) No further archaeological impact assessment work appears warranted for the Starkey Road Functional Planning Study area – from Bridge File 7513 to Highway 37.

Recommendations made by:

Walt Kowal

Date: October 26, 2012

Figure 1. Map showing the project location (after 1:50,000 NTS Map 83 H/12 – St. Albert).

Figure 2. Photomosaic map showing the three optional alignments for Starkey Road.

Figure 3. Map showing the location of previously recorded Historical Resources sites in the project vicinity (after 1:50,000 NTS Map 83 H/12 – St. Albert).

Application for Historical Resources Act Clearance Activity Administration Date Received: November 19, 2012

Purpose of Application:

All New Lands

;

–

HRM File: 4715-12-0054

Additional Lands

–

Project Category:

Transportation - Urban, Municipal and Local Roads and Other Transportation Projects (4715)

Project Type:

– ; – – – – – – – – – – –

Project Identifier: Additional Identifier(s):

Key Contact: Address: Postal Code: E-mail:

Urban Road Municipal Road Local Road Access Road Haul Road Bridge Borrow Pit Temporary Workspace Slope Stabilization Airstrip Airport Rail Project Other

ESRI Shapefiles are attached (yes/no) Approximate Project Area (ha) Other Reference Number

no 30

Starkey Road Functional Planning; From Study Bridge File 7513 to Highway 37

Mr. Walt A Kowal 2526 Bell Court SW T6W 1J8 w.kowal@shaw.ca

Is the Proponent the same as the Key Contact? Proponent: Sturgeon County Address: 9613-100 Street Postal Code: T8R 1L9 E-mail: jdugas@sturgeoncounty.ab.ca

Proposed Development Area MER RGE 4 25 4 25 4 25 4 25

HRM File: 4715-12-0054

No New Lands

TWP 55 54 54 55

Affiliation: City / Province: Phone: Fax: Your File Number:

–

SEC 1 35 34 2

Yes

;

Archaeology Group Inc. Edmonton, AB (780) 438-4262 (780) 439-4285

No If no, complete the following: Contact Name: John Dugas City / Province: Morinville, AB Phone: (780) 939-8252 Fax: (780) 939-8274

LSD List 2-5 1-7,12-14 1,8,9,15,16 1,2,8

FRH – – – –

Land Ownership SA CU – ; – ; – ; – ;

CT – – – –

Page 1 of 2

4 4

25 25

Listed Lands Affected MER

54 54

RGE

23 26

16 1,8,9,13-16

TWP

SEC

– –

LSD

– –

HRV

; ;

– –

Category

Comments: No further archaeological impact assessment work appears warranted for the Starkey Road Functional Planning Study area from Bridge File 7513 to Highway 37.

Historical Resources Impact Assessment: For archaeological resources: – Has a HRIA been conducted? For palaeontological resource: – Has a HRIA been conducted?

Yes

;

Yes

;

Permit Number (if applicable):

Historical Resources Act clearance is granted subject to Section 31 of the Resources Act, "a person who discovers an historic resource in the course of making an excavation for a purpose other than for the purpose of seeking historic resources shall forthwith notify the minister of the discovery". The chance discovery of historical resources is to be reported to the contacts identified within the listing.

November 28, 2012 Date

HRM File: 4715-12-0054

Page 2 of 2

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix E Public Involvement Report

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APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

Executive Summary Sturgeon County, with ISL Engineering and Land Services, conducted a functional planning study for the realignment of Starkey Road. During the consultation process the design team presented various roadway options, outlined the various stages of the study process, presented issues and constraints that impact the road, and provided an opportunity for stakeholders and interested residents to give feedback on the project. The level of public involvement for the Starkey Road Functional Planning Study was Information Sharing with the public and stakeholders. Involving the public in the matters that affect them and/or their community is vital to the project’s completion and success. Providing them with information, presenting concepts and gathering their feedback is a powerful tool to gain their acceptance and buy-in regarding the proposed changes in their community. Stakeholders affected by the Starkey Road Functional Planning Study were provided with a number of formal and informal public involvement opportunities to obtain information and to provide feedback throughout the project including a public open house The details regarding the public involvement activity conducted throughout the Starkey Road Functional Planning Study project are included in the following pages.

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

Table of Contents Executive Summary

1.0

Public Open House Summary

APPENDICES Appendix A

November 21, 2012 Public Open House

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

1.0 Public Open House Summary A public open house for the Starkey Road Functional Planning Study was held on November 21, 2012 from 5 to 7:30 p.m. at the Sturgeon Valley Golf Club. Representatives from Sturgeon County and ISL Engineering and Land Services staffed the event. The open house was a drop-in format and featured static displays and project representatives to provide information and answer questions about the project. A comment form was provided to attendees and was also posted on the County’s website along with the displays. 81 people attended the open house and 36 completed comment forms at or following the open house. Some respondents completed all the sections of the comment form, some only made comments about the proposed alignment for Starkey Road. All comments received via the comment forms and emails sent to the project team can be viewed in Appendix 1.

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

Appendix 1: November 21, 2012 Public Open House 1. 2. 3. 4. 5.

Public Open House Invitation Public Open House Newspaper Ad Public Open House Comment Form Public Open House Comment Form Responses Public Open House Materials

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APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

1. Public Open House Invitation You’re Invited! Public Open House Starkey Road Functional Plan Sturgeon County has retained ISL Engineering and Land Services to complete a functional planning study for Starkey Road. The study will define an optimal alignment for Starkey Road, identify how the road will fit into the future transportation network and right-of-way requirements, determine necessary modifications to the road network connections for the future route and provide a proposed staging plan to assist in future County planning processes. You are invited to learn more and provide feedback on the Starkey Road functional plan at a public open house on: November 21, 2012 5 - 7:30 p.m. Sturgeon Valley Golf Club The open house will be an informal drop-in event with static displays, comment forms to provide your feedback and project team members available to answer your questions. If you are unable to attend the open house visit sturgeoncounty.ab.ca to view the open house displays and provide your feedback. If you have any questions, please contact: Yao Kouadio Sturgeon County 780-939-8268 ykouadio@sturgeoncounty.ca

islengineering.com

Carmen Palamarchuk ISL Engineering and Land Services 780-438-9000 cpalamarchuk@islengineering.com

March 2013

APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

2. Public Open House Newspaper Ad

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APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

3. Public Open House Comment Form

Starkey Road Functional Planning Study November 21, 2012 Public Open House Comment Form This open house is an opportunity to learn more and provide feedback on the alternatives for the improvements to Starkey Road from the Sturgeon River to Highway 37. If you have comments about the project, please complete this comment form. 1. Please provide us with any comments or concerns you have about the existing road conditions on Starkey Road. What if any improvements would you like to see?

2. Starkey Road will be realigned in the future to address safety concerns at the existing Highway 37 intersection. Do you support the realignment? Yes

Not sure

3. Please share any comments you have about the realignment of Starkey Road.

4. Do you have any additional comments about the study you would like to share? Please specify below.

See Over>

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APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

5. Please tell us about yourself: I live in:

Sturgeon County

Other_

I work in:

Sturgeon County

Other_

Contact Information:

Name: Phone: Email: 6. About Today’s Meeting Please respond to the items below with a checkmark (√) to indicate your level of satisfaction with the information and feedback opportunities provided as part of this project. Very Satisfiedd

Generally Satisfied

Dissatisfied

a) The clarity of information provided about the study

□

b) The adequacy of information provided about the study

□

c) The project team’s response to my questions

□

If you cannot complete this form at tonight’s Open House, please return this form by December 5, 2012 to Carmen Palamarchuk, ISL Engineering and Land Services, 7909 – 51 Avenue, Edmonton, AB T6E 5L9, fax (780) 438-3700 or email info@islengineering.com. Your comments are being collected for a summary report to Sturgeon County regarding views expressed about the Starkey Road Functional Planning Study. Your personal information WILL NOT be released to third parties without your express consent. This information is being collected under the authority of Section 33(c) of the Freedom of Information and Protection of Privacy Act.

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APPENDIX

Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

4. Public Open House Comment Form Responses Results Summary 1. Please provide us with any comments or concerns you have about the existing road conditions on Starkey Road. What if any improvements would you like to see? • Poor quality of road surface – should be • Not standing up to the heavy and volume of paved. traffic. Constantly needs maintenance. • Access would be much safer and easy if • There should be street lights from Sturgeon Road to at least the intersection of Upper another alternative road was built. Manor and Riverstone. The guard rails should • Doesn’t impact me as I rarely use the road. be extended for the bridge on both ends. The • This road is not required for some time. There majority of the traffic is from Sturgeon to the are other roads and intersections that require intersection of Bellerose Drive not by its more attention than this one. The County residence. does not need this financial burden now. • Concern – how many times will it be “re• This summer’s attempt at fixing the potholes worked” before it is actually done properly? and ruts was terrible, did not fix anything. (Two weeks after it is closed and worked on it • Better pavement, shoulders and lighting. is back to the same as it was. Patch work • Controlled speed limit. does not solve this). • Paved properly, better lighting by bridge. • Present road conditions are very poor. • Pavement on this busy road is critical. Starkey Maintenance is lacking and at times the Road Bridge needs a sidewalk at least on one quality of workmanship lacks pride. Starkey side of the road. Starkey Road Bridge should needs to be surfaced so that this surface lasts be lit by street lights (frequent fog). for years. It cannot be a short time thing. • Narrow and bad corner just past Estate Way. Starkey road at times especially during the Bridge is too narrow and dangerous to walk or winter can be very treacherous. A big bike over and more residents mean more improvement is needed. walkers and cyclists on the bridge. • Traffic volumes do not seem to be the focus • Will be nice when it is completely paved. of the proposed realignments. Specifically the • Need bike lane across bridge. area from Sturgeon Road to Bellerose Road • At either intersection they need to have a left is subject to major volumes – to/from St. turn land, through lane and a right hand turn Albert at peak volumes/work periods – and lane. This is for the Highway 37 intersection. delays at the Starkey/Bellerose intersection • Bike/sidewalk extension onto current Starkey must be addressed. Bridge. • Starkey Road needs to be prepared from the • Need paving and wider shoulders as bridge north. A suggestion would be that there appropriate from Sturgeon Road to Bellerose be a turn off lane from Starkey at the and northward. Consider better visibility at Bellerose Road junction. The traffic that night. Lots of fog from river at times of the comes onto Starkey from St. Albert is year. Current increases (traffic levels) in traffic unbelievable. Someone should monitor the could be reduced on Starkey if a person could volume coming from St. Albert to see the cross the river at a point closer to St. Albert. problem. (between Starkey and Redwillow Park). • Need more street lights all up Starkey Road • The turn in the road just south of the bridge as well on the bridge. The bridge needs to be over Sturgeon River north of Fairway made wider. Boulevard (Bristol Oaks) is very dangerous at • The preferred plan is the most desired. night and in slippery conditions (rain, snow). Question is, will all new roadways be paved? Widening the shoulder at this turn would be • Improve pavement to highway grade. Needs good. Also visibility as you drive over the shoulders (8 foot) and/or left turning lanes. bridge northbound is very limited. It is hard to • The only access to Riverstone Point is from see oncoming traffic as the road dips north of Starkey Road. Could another access be made the bridge. east of Starkey Road into Riverstone Point. • Existing road surface is rough, no shoulder, • Does not impact us as we rarely use the road. no centre line. islengineering.com

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

•

• •

50% road bans on Starkey from Sturgeon Road to Trestle Ridge Road. Continue 75% or 90% road ban from Highway 37 to Trestle Ridge Road thus having damage and repairs on level section and lower traffic flow section of road. Road is always rough and full of pot holes. A centre line would be nice as a lot of people cannot figure it out and drive up the middle. This road is unacceptable considering the tax roll of the residents. Starkey/Bellerose intersection requires a turning lane. Full realignment is necessary. Highway 37 nd interchange is 2 in danger only to Cardiff Road/Highway 2. Would be nice if bend at coal mine road would be taken out. Starkey Road’s conditions are not great.

• If there could be some lights added that would improve safety, as a lot of people are walking or running on the road, especially from Bellerose Drive to Sturgeon Road. At night, it is especially hard to see people on the road, with the fog, the turns in the road, and the fact that most people don’t seem to wear reflective gear. • The condition of the road at the best could be said to be bumpy, at worse you are swerving around potholes and uneven pavement. • As a result of the above, it would be nice to see some lights added, and the pavement evened out • 50% road bans on Starky Rd from Sturgeon Rd. to Trestle Ridge Rd. • Continue 75% or 90% road ban from Hwy 37 to Trestle Ridge Rd thus having damage and repairs on level section and lower traffic flow section of road.

2. Starkey Road will be realigned in the future to address safety concerns at the existing Highway 37 intersection. Do you support the realignment? 20 - Yes

6 - No

10 - Not sure

3. Please share any comments you have about the realignment of Starkey Road. is just backing this cost onto the County • Plan 3 looks best but doesn’t appear to be taxpayers. urgent need for change. • Before extending Starkey Road we need to • The realignment is a great idea and project address the current road (from Sturgeon #3 seems the most realistic. Please Road to Upper Manor). remember when this is built it must also be • Is this a done deal? What about farmers in maintained. As a safety factor we should the area? How will this impact our farmers. have traffic lights at the Starkey Sturgeon We seem to place developer’s wants over Road intersection to avoid further collisions. the farmer’s needs. Will there be dust control There is much more traffic on this road than – and roads taken care of without residents what it has been built for. having to call? Who will be monitoring this. • Option 3/preferred alignment looks fine. • Along with the realignment of Starkey to • If additional access is provided to Riverstone Highway 37 should be looked at Highway 39 Point Starkey road needs to be widened. has become a deathtrap for many. It needs Lights need to be installed at Sturgeon to be widened, turned, whatever for it has Road. become very unsafe, especially since it is • Option 3 would be a disaster in terms of becoming increasingly more used by heavy duty vehicles travelling at unnecessary quality of life and property value Option 2 would be our preference should a speeds. realignment be deemed necessary with • The realignment of Starkey Road seems to option 1 being the next best option in our be prompted to relieve the dangerous viewpoint. condition at the #37 – Starkey intersection. • Local traffic will have to travel 2 miles further This should be a provincial concern and addressed at that level of government to to go east on Highway 37. People will take a short cut through the ditch to get onto fund a proper interchange. The realignment Highway 37 like they do acreage. It will get

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

• • •

• • • • • • • • •

• • •

• •

•

worse. It means I will have to travel further on Highway 37 with farm machinery and wide obstructed loads. • Yes, we do support the future changes as it will make it much safer. In terms of least impact to myself I would have to vote for option #2. This does not need to be done until the widening of 37. We prefer option #3. The addition of a service access road along Highway 37 to the RR252 intersection would make a north exit more convenient. Prefer option 2. I prefer option 3. I like the recommendation for its attention to environmental and wildlife concerns. Option 3 is ok. Option 3 “preferred option”. Paths for walking. How about services to existing homes north of the proposed Windsor Estates. Water, sewer, high speed internet, etc. Option #1 would be my preferred option of those presented. Good idea not too particular on which option is decided upon. Option 3 looks the best. Good luck with it. I would support it if they would asphalt a service road from Starkey and RR250 intersection to the proposed intersection west of the Starkey/RR 250 intersection. At minimum it should be a maintained cold rolled pavement. Have they studied the drainage – natural drainage it will be safer for vehicles going to Highway 37. I agree for safety reasons and the future – however any concerns I have are in regards to the general condition of the road – how it exists now. I like proposal 3 because it uses existing roads as much as possible. This proposed realignment will allow a more direct, less dusty access from Sturgeon Valley to Highway 37 and vice versa. If done it should include trees/shrubs (use shelterbelt guidelines) that would provide shelter to existing homes and should also include one 4-way stop between the river and highway 37. Inadequate information was provided to make a decision on realignment. No information available on fire hall location, 127 street realignment and Starkey Road/Highway 37 interchange. There were no statistics of incidents and losses at this intersection provided. Was eliminating southbound access to Starkey Road and islengineering.com

•

• •

Westbound access to Highway 37 at this intersection except for emergency vehicles investigated.] I like the idea of getting the corner off the top of the hill but Alberta Transportation must buy in and upgrade Highway 37 at range road 252, at least now we have a turning lane on Highway 37. Has a total solution been looked at with 127 Street maybe we should have sent it north up along coal mine then range road 252 and still hooked Starkey into range road 252. This solution gets both jobs done with way less road. It requires then only one intersection/interchange to deal with on major roads with Alberta Transportation. Option one is most viable for these reasons: shortest distance, least curves; coal mine road access has good visibility; there is no abandoned mine to deal with; least amount of work for service roads; standard should equal Bellerose/Sturgeon. Moving intersection over by 1 mile will mean an extra 1 mile of gravel road to drive on. Also, intersection there will be just as unsafe as what we have now, and if that is done, changes can be made to Starkey Road intersection to solve the problem. Also, since it will be all shifted over, there will be more traffic using the intersection, which will make it more difficult to access due to congestion. Optimally, I personally would like the realignment of Starkey Road to have minimal affect on the animals and environment in the area, while not affecting human safety or “crazy” increased costs. The best option would be option #1 due to the not passing over abandoned mines, but my concern with that is the effect on the environment and the animals. Based solely on the last two factors, I would go with option #3, but human safety and increased costs outweigh that as a choice. What I would like to know is what the potential effects are and what is the likelihood of them occurring. Without knowing this, I would be hard pressed to commit either way (but I would be leaning towards Option #1 – if the effects on the animals and environment were just possibilities). Inadequate information was provided to make a decision on realignment. No information available on fire hall location, 127 St realignment, and Starkey Rd/Hwy 37 interchange. There were no statistics of incidents and losses at this intersection provided. Was eliminating south bound access to Starkey Rd. and west bound access to hwy 37 at this March 2013

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

intersection except for emergency vehicles

investigated.

4. Do you have any additional comments about the study you would like to share? Please specify below. main objective. The only future influence • Some information about proposed changes presented was traffic volume. This change to 127 Street alignment in future. For this adds 3 km to a 8 km fire response distance meeting would be useful. for the valley and a 40% travel response • More and more good agricultural land is increase is unacceptable without a fire hall being sacrificed to “progress”. This needs to change at the same time. be addressed. Bridge rehabilitation (by • Remove the time line, make a decision and Starkey over the Sturgeon) has not been execute the plan. addressed. • One option that was not shown was keeping • Road maintenance, road up keep is my main Starkey Road open and fixing interchange. concern. There is enough right-of-way to divide • I would like to see the realignment roadway highway, have dedicated turn lanes and to connect up to the new proposed Henday acceleration lanes for all directions and cost connection to Highway 2. would be a fraction of what is proposed. • Unclear as to possible timelines. Overpass would be another option. I find it • With the design of the new road please hard to believe there would ever be an ensure it is wide enough to accommodate interchange at proposed 251/252 because it large loads and farm equipment to ensure is so close to highway 2. save traffic flow. Many county roads are too • In regard to the study, I’m impressed that the narrow to move equipment. developer/president of our HOA forwarded • Would like further information regarding the information to everyone is our sewer and water services. subdivision so that they could have a say, • Pavement and a sidewalk over Starkey even if they were unable to go to the open Bridge are needed. house. • Other issues – RE Sturgeon County – fire • The study scope did not include any other station. projects in the immediate area and their • Please do not eliminate existing Starkey impact or how they were accommodated. It Road access to Highway 37. appears this study was completed in • Care should be taken to show concern for isolation with capital reduction being the existing homeowners and be designed to main objective. The only future influence encourage access for residents not provide presented was traffic volume. This change an alternate route for non-residential traffic. adds 3.0km to a 8.0km fire response • The study scope did not include any other distance for the valley; a 40% travel projects in the immediate area and their response increase is unacceptable without a impact or how they were accommodated. It firehall change at the same time. appears this study was completed in isolation with capital reduction being the

5. Please tell us about yourself: I live in: 28 - Sturgeon County

4- Other: Edmonton, Morinville , land owner

I work in: 5 - Sturgeon County 15 - Other Edmonton x4, Strathcona County, St. Albert x2, Edmonton and area, mostly St. Albert, northern Alberta, all over Alberta 6. About Today’s Meeting

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

Please respond to the items below with a checkmark (√) to indicate your level of satisfaction with the information and feedback opportunities provided as part of this project. Very Satisfied 8

Generally Satisfied 21

b) The adequacy of information provided about the study

c) The project team’s response to my questions

a) The clarity of information provided about the study

Dissatisfied

Comments Received through email/phone Calls: Are there going to be defined shoulders on the new road, and is it possible for the County to include a trail system extension to the north. Bellerose and Starkey Road intersection improvements

Email - I would like more information concerning your study of the Starkey Rd realignment. I understand that there is an interchange proposed for the intersection of RR 252 & Hwy 37.

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

5. Public Open House Materials: Display Boards

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Sturgeon County Starkey Road Functional Planning Study Public Consultation Report

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Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix F Stormwater Calculations

islengineering.com

April 2013

APPENDIX

Project 13520 Starkey Road Functional Planning Study - Swale Runoff Calculations

Manning's n = 0.05

RUNOFF CALCULATIONS

Design Storm section

road length [m]

Drainage Basin East E1 955

AREA LOTS / PAVEMENT GRASSED

Coefficient 'C' VALUE Modification

(m )

100 year

5157

5157 % Imp = 59089 % Imp = 92075 % Imp = 218377 % Imp = 485140 % Imp = 68850 % Imp = 48068 % Imp = 46469 % Imp = 2862 % Imp =

0.95 100 0.14 5 0.19 10 0.19 10 0.23 15 0.14 5 0.53 50 0.61 60 0.95 100

3969 % Imp = 217185 % Imp = 318710

0.95 100 0.13 4 0.12 2 0.95 100 0.31 25 0.95 100 0.95 100

100 year

2954

56135

525

100 year

9207.5

82868

955

100 year

21838

196539

308

100 year

72771

412369

200

100 year

3443

65408

200

100 year

24034

490

100 year

27881

18588

530

100 year

2862

Drainage Basin West W1 735

100 year

3969

525

100 year

8687.4

208498

730

100 year

6374.2

312336

390

100 year

2106

440

100 year

9484.25

28453

2106 % Imp = 37937

410

100 year

2214

1040

100 year

5616

C*A

TIME OF CONC.

INTENSITY

SLOPE

Actual Depth of Flow

Ditch Base Width

INCREM. ACCUM.

375

C' MOD

TOTAL

(m )

MINIMUM SWALE DESIGN - ACTUAL FLOW DEPTH BASED ON RUNOFF Q

Ditch Side Ditch Side Slope 1 Slope 2 H:1

(m )

(min)

(mm/hr)

(m /s)

(m)

H:1

AREA A

Wetted Perimeter

Water Surface Width

Hydraulic Radius

VELOCITY

FLOW IN SWALE (ACTUAL Check DEPTH OF Depth and FLOW) Flow

(m )

(m)

(m/s)

(m /s)

FROUDE NUMBER (ACTUAL FLOW DEPTH)

Are Check Dams Required?

SLOPE

(±0.001) 3

1.25

0.95

4899

5.00

187.5

0.255

0.17

0.26

2.5

0.92

4.65

4.58

0.20

0.28

0.259

0.004

0.20

0.171

1.25

0.18

10525

61.58

41.8

0.122

0.17

0.18

2.5

0.58

3.99

3.94

0.15

0.23

0.133

0.010

0.19

0.171

1.25

0.23

21292

31818

88.88

33.0

0.291

0.17

0.28

2.5

1.01

4.81

4.74

0.21

0.29

0.297

0.006

0.20

0.171

1.25

0.23

50500

82317

118.73

27.3

0.624

0.17

0.42

2.5

1.76

5.97

5.86

0.29

0.37

0.643

0.019

0.21

0.171

1.25

0.28

137962

220279

162.19

22.3

1.362

0.17

0.62

2.5

3.09

7.62

7.46

0.41

0.45

1.400

0.037

0.22

0.171

1.25

0.18

12264

232543

173.52

21.3

1.376

0.17

0.61

2.5

3.01

7.54

7.38

0.40

0.45

1.354

-0.022

0.22

0.171

1.25

0.66

31545

264087

180.93

20.7

1.520

0.17

0.65

2.5

3.32

7.87

7.70

0.42

0.47

1.543

0.022

0.23

0.171

1.25

0.76

35433

299520

188.10

20.2

1.681

5.00

0.29

2.5

1.06

4.90

4.82

0.22

1.61

1.713

0.032

1.10

Check Dams Required

5.000

1.25

0.95

2719

302239

193.16

19.9

1.667

5.00

0.29

2.5

1.06

4.90

4.82

0.22

1.61

1.713

0.046

1.10

Check Dams Required

5.000

1.25

0.95

3771

5.00

187.5

0.196

0.17

0.28

1.8

0.74

3.57

3.48

0.21

0.29

0.213

0.017

0.20

0.170

1.25

0.17

36378

47.45

49.4

0.500

0.17

0.44

1.8

1.37

4.58

4.44

0.30

0.37

0.507

0.007

0.21

0.170

1.25

0.15

46611

82990

71.15

38.1

0.878

0.17

0.58

1.8

2.05

5.47

5.28

0.38

0.43

0.881

0.003

0.22

0.170

1.25

0.95

2001

84991

99.50

30.6

0.723

0.17

0.47

2.5

1.84

5.47

5.32

0.34

0.40

0.732

0.009

0.22

0.170

1.25

0.39

14819

99810

115.82

27.7

0.769

0.17

0.49

2.5

1.95

5.60

5.44

0.35

0.41

0.793

0.023

0.22

0.170

1.25

0.95

2103

101913

133.81

25.3

0.715

0.17

0.47

2.5

1.84

5.47

5.32

0.34

0.40

0.732

0.017

0.22

0.170

1.25

0.95

5335

107248

150.96

23.3

0.695

5.00

0.19

2.5

0.57

3.67

3.61

0.15

1.28

0.726

0.031

1.04

P:\WORD PROCESSING\Project Files\13500\13520\Draft Report March 2013\Appendix F - Stormwater Calculations\13520 Starkey Rd - Swale Design Calculations (Rational Method).xlsx13520 Starkey Rd - Swale Design Calculations (Rational Method).xlsx100 yr

Check Dams Required

5.000

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Project 13520 Starkey Road Functional Planning Study - Swale Runoff Calculations

Manning's n = 0.05

SWALE FULL FLOW CAPACITY - DESIGN SWALE DEPTH Actual Depth of Flow section

Swale Depth 0.5m min

Ditch Base Width

road length [m]

Drainage Basin East E1 955

Ditch Side Ditch Side Slope 1 Slope 2 H:1

H:1

AREA

(9) (m)

(m)

0.26

2.5

Water Surface Width

SWALE Hydraulic FULL Radius VELOCITY

SWALE FULL CAPACITY

% CAPACITY

Freeboard

SWALE LENGTH

TIME FOR FLOW

(%)

(m)

(min)

(m )

(m)

(m/s)

(m /s)

6.50

10.76

10.50

0.60

0.73

4.74

0.30

5.5

0.74

955

56.6

(m)

Wetted Perimeter

ELEVATION AND GRADE CALCULATIONS SWALE FULL FROUDE NUMBER

375

0.18

2.5

6.50

10.76

10.50

0.60

0.61

3.94

0.25

3.4

0.82

375

27.3

525

0.28

2.5

6.50

10.76

10.50

0.60

0.76

4.92

0.31

6.0

0.72

525

29.9

955

0.42

2.5

6.50

10.76

10.50

0.60

0.93

6.02

0.38

10.7

0.58

955

43.5

308

0.62

2.5

6.50

10.76

10.50

0.60

1.13

7.31

0.46

19.1

0.38

308

11.3

200

0.61

2.5

6.50

10.76

10.50

0.60

1.12

7.26

0.45

18.7

0.39

200

7.4

200

0.65

2.5

6.50

10.76

10.50

0.60

1.15

7.49

0.47

20.6

0.35

200

7.2

490

0.29

2.5

6.50

10.76

10.50

0.60

0.77

5.00

0.31

34.2

0.71

490

5.1

530

0.29

2.5

6.50

10.76

10.50

0.60

0.77

5.00

0.31

34.2

0.71

530

5.5

Drainage Basin West W1 735

0.28

2.5

6.50

10.76

10.50

0.60

0.76

4.92

0.31

4.3

0.72

735

42.5

525

0.44

2.5

6.50

10.76

10.50

0.60

0.95

6.16

0.38

8.2

0.56

525

23.7

730

0.58

2.5

6.50

10.76

10.50

0.60

1.09

7.07

0.44

12.5

0.42

730

28.3

390

0.47

2.5

6.50

10.76

10.50

0.60

0.98

6.37

0.40

11.5

0.53

390

16.3

440

0.49

2.5

6.50

10.76

10.50

0.60

1.00

6.50

0.41

12.2

0.51

440

18.0

410

0.47

2.5

6.50

10.76

10.50

0.60

0.98

6.37

0.40

11.5

0.53

410

17.2

1040

0.185

2.5

6.50

10.76

10.50

0.60

0.61

4.00

0.25

18.2

0.82

1040

13.5

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Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix G Opinion of Probable Cost

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April 2013

APPENDIX

Starkey Road Functional Planning Study Opinion of Probable Cost - March 2013

Cost Items

Starkey Road and Connecting Roadways Remove Existing Asphalt Pavement Surface Remove Existing Granular Base Structure Clearing and Grubbing Common Excavation Borrow Excavation Waste Topsoil Excavation Granular Base Course Asphalt Concrete Pavement Supply of Aggregate Seeding / Topsoiling Intesection Turnbays and Medians Signals Local Access Connections Removal of Coal Mine Road Illumination Rehabiliate Starkey Road , north of realignment Service Road connection north of Hwy 37 (paved) Bridge Widening for Pedestrian Accomodation Wildlife Passage Under Bridge 3m Asphalt Multi-Use Trail Utilities Waterline Crossing Waterline Relocation Sanitary line Crossing Power line Relocation Pipeline Crossings Drainage Ditches with culverts and check dams Landscaping Right-of-way

Unit Rate

$0.50 / m2-cm $21.00 / m3 $5.00 / m2 $7.00 / m3 $7.00 / m3 $6.00 / m3 $23.00 / t $87.00 / t $6.00 / t $5.00 / m2 $50,000 / each $250,000 / each $25,000 / each $45 / m2 $10,000 / each $2,270 / m

Sturgeon River Bridge to Coal Mine Road 1+000 to 2+400 Quantity Cost

28,000 29,120 0 46,500 15,300 6,400 15,900 5,700 21,600 40,880 2 1 0 0 56 0

$14,000 $612,000 $0 $326,000 $107,000 $38,000 $366,000 $496,000 $130,000 $204,000 $100,000 $250,000 $0 $0 $560,000 $0

Coal Mine Road to Highway 37 2+400 to 5+460 Quantity Cost

43,600 33,600 115,000 92,500 16,700 13,600 30,100 10,300 40,400 89,352 4 0 2 4500 122 1700

$22,000 $706,000 $575,000 $648,000 $117,000 $82,000 $692,000 $896,000 $242,000 $447,000 $200,000 $0 $50,000 $203,000 $1,224,000 $3,859,000

$350,000 / km

1.6

$560,000

Lump sum

$1,000,000

Lump sum $50 / m2

LS 4,200

$285,000 $210,000

0 9,180

$0 $459,000

$25,000 / Crossing $300 / m $25,000 / Crossing $5,000 / km $120,000 / Crossing

2 0 1 0 9

$50,000 $0 $25,000 $0 $1,080,000

2 500 0 2 9

$50,000 $150,000 $0 $10,000 $1,080,000

Lump sum Lump Sum $65,000 / acre

LS LS 3.6 Subtotal:

$5,000 $25,000 $233,000 $6,116,000

LS LS 32.3

$2,000 $19,600 $2,102,000 $14,395,600

15% Engineering: 30% Contingency: Total by Stage:

$917,000 $1,765,000 $8,798,000

$2,159,000 $3,688,000 $20,242,600

Total Cost: Assumptions: - Starkey Road will be completely rebuilt from the Sturgeon River to Highway 37 - North section of Starkey Road will be rehabilited during Stage 2 - Service Road north of Highway 37 will be constructed during Stage 2

$29,040,600

Starkey Road Functional Planning Study Sturgeon County – Report

FINAL

Appendix H Traffic Analysis

islengineering.com

April 2013

APPENDIX

Lanes, Volumes, Timings 2: Bellerose Drive & Starkey Road

Lane Group Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

53 1900 1.00

7 1900 1.00 0.900 0.989 1658 0.989 1658 50 145.5 10.5 0.92 8

171 1900 1.00

35 1900 1.00

3 1900 1.00

66 1900 1.00

3 1900 1.00

315 1900 1.00 0.982

50 1900 1.00

1829

0.92 38

0.92 3

0.92 72

0.92 18

0.92 3

1829 50 128.7 9.3 0.92 342

0.92 186

134 1900 1.00 0.990 0.985 1816 0.985 1816 50 131.3 9.5 0.92 146

17 1900 1.00

12 1900 1.00 0.993 0.966 1787 0.966 1787 50 133.9 9.6 0.92 13

0 No Left

252 No Left 0.0 0.0 4.8

0 No Right

0 No Left

54 No Left 0.0 0.0 4.8

0 No Right

0 No Left

236 No Left 0.0 0.0 4.8

0 No Right

0 No Left

399 No Left 0.0 0.0 4.8

0 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

0 0

0.92 58

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 55.0% Analysis Period (min) 15 Description: Unsignalized

Baseline

20/03/2013

Stop

Free

0.92 54

Free

ICU Level of Service B

Synchro 7 - Report Page 1

Lanes, Volumes, Timings 7: Bellerose Drive & Starkey Road

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

53 1900 0.0 0 7.5 1.00

7 1900

171 1900 30.0 1 7.5 1.00 0.850

35 1900 0.0 0 7.5 1.00

12 1900

3 1900 0.0 0 7.5 1.00

66 1900 45.0 1 7.5 1.00

134 1900

17 1900 0.0 0 7.5 1.00

3 1900 45.0 1 7.5 1.00

315 1900

50 1900 0.0 0 7.5 1.00

1583

0.92 186

0.92 38

0 0

0.92 58

1.00 0.958 1785 0.958 1785 50 127.4 9.2 0.92 8

1.00 0.993 0.966 1787 0.966 1787 50 131.6 9.5 0.92 13

0.950 1770 0.950 1770

0.92 3

0.92 72

1.00 0.984 1833

1833 50 130.6 9.4 0.92 146

0.950 1770 0.950 1770

0.92 18

0.92 3

1.00 0.980 1825

1825 50 101.9 7.3 0.92 342

0.92 54

0 No Left

66 No Left 0.0 0.0 4.8

186 No Right

0 No Left

54 No Left 0.0 0.0 4.8

0 No Right

72 No Left

164 No Left 3.6 0.0 4.8

0 No Right

3 No Left

396 No Left 3.6 0.0 4.8

0 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 43.5% Analysis Period (min) 15 Description: Unsignalized with Turnbays

Baseline

20/03/2013

Stop

Free

ICU Level of Service A

Synchro 7 - Report Page 2

Lanes, Volumes, Timings 12: Bellerose Drive & Starkey Road

Lane Group Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected 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) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Baseline

20/03/2013

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

53 1900 0.0 0 7.5 1.00

7 1900

171 1900 30.0 1 7.5 1.00 0.850

35 1900 0.0 0 7.5 1.00

12 1900

66 1900 45.0 1 7.5 1.00

134 1900

17 1900 0.0 0 7.5 1.00

3 1900 45.0 1 7.5 1.00

315 1900

50 1900 0.0 0 7.5 1.00

1583

1583 Yes 186

1.00 0.993 0.966 1787 0.825 1526

3 1900 0.0 0 7.5 1.00

0.92 186

0.92 38

3 50 121.1 8.7 0.92 13

1.00

0.958 1785 0.773 1440

0.92 58

50 133.7 9.6 0.92 8

1.00 0.984

0.950 1770 0.477 889

1833

0 Yes

0.92 3

0.92 72

17 50 124.6 9.0 0.92 146

0 0 Yes

1.00 0.980

0.950 1770 0.653 1216

1825

0 Yes

0.92 18

0.92 3

22 50 115.5 8.3 0.92 342

0.92 54

0 No Left

66 No Left 0.0 0.0 4.8

186 No Right

0 No Left

54 No Left 0.0 0.0 4.8

0 No Right

72 No Left

164 No Left 3.6 0.0 4.8

0 No Right

3 No Left

396 No Left 3.6 0.0 4.8

0 No Right

1.00 25 Perm

1.00

1.00 15 Perm

1.00 25 Perm

1.00

1.00 15

1.00 25 Perm

1.00

1.00 15

1.00 25 Perm

1.00

1.00 15

20.0 22.0 36.7% 18.0 3.5 0.5 0.0 4.0

4 20.0 22.0 36.7% 18.0 3.5 0.5 0.0 4.0

8 20.0 22.0 36.7% 18.0 3.5 0.5 0.0 4.0

5.0 11.0 0 18.0 0.30 0.15 16.6

5.0 11.0 0 18.0 0.30 0.31 4.6

5.0 11.0 0

4 4 20.0 22.0 36.7% 18.0 3.5 0.5 0.0 4.0

5.0 11.0 0

8 20.0 22.0 36.7% 18.0 3.5 0.5 0.0 4.0

5.0 11.0 0 18.0 0.30 0.12 15.5

0.0 0.0%

0.0 4.0

2 20.0 38.0 63.3% 34.0 3.5 0.5 0.0 4.0

20.0 38.0 63.3% 34.0 3.5 0.5 0.0 4.0

5.0 11.0 0 34.0 0.57 0.14 7.1

5.0 11.0 0 34.0 0.57 0.16 6.0

0.0 0.0%

0.0 4.0

6 20.0 38.0 63.3% 34.0 3.5 0.5 0.0 4.0

20.0 38.0 63.3% 34.0 3.5 0.5 0.0 4.0

5.0 11.0 0 34.0 0.57 0.00 5.7

5.0 11.0 0 34.0 0.57 0.38 8.0

0.0 0.0%

0.0 4.0

Synchro 7 - Report Page 3

Lanes, Volumes, Timings 12: Bellerose Drive & Starkey Road

Lane Group Queue Delay Total Delay LOS Approach Delay Approach LOS

EBL

EBT 0.0 16.6 B 7.7 A

EBR 0.0 4.6 A

20/03/2013

WBL

WBT 0.0 15.5 B 15.5 B

WBR

NBL 0.0 7.1 A

NBT 0.0 6.0 A 6.3 A

NBR

SBL 0.0 5.7 A

SBT 0.0 8.0 A 8.0 A

SBR

Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 40 Control Type: Pretimed Maximum v/c Ratio: 0.38 Intersection Signal Delay: 7.9 Intersection LOS: A Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min) 15 Description: Signalized Splits and Phases:

Baseline

12: Bellerose Drive & Starkey Road

Synchro 7 - Report Page 4

Lanes, Volumes, Timings 2: Bellerose Drive & Starkey Road

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

68 1900 1.00

23 1900 1.00 0.932 0.982 1705 0.982 1705 50 145.5 10.5 0.92 25

93 1900 1.00

25 1900 1.00

2 1900 1.00

167 1900 1.00

2 1900 1.00

207 1900 1.00 0.974

50 1900 1.00

1814

0.92 27

0.92 2

0.92 182

0.92 13

0.92 2

1814 50 128.7 9.3 0.92 225

0.92 101

224 1900 1.00 0.996 0.980 1818 0.980 1818 50 131.3 9.5 0.92 243

12 1900 1.00

3 1900 1.00 0.992 0.960 1774 0.960 1774 50 133.9 9.6 0.92 3

0 No Left

200 No Left 0.0 0.0 4.8

0 No Right

0 No Left

32 No Left 0.0 0.0 4.8

0 No Right

0 No Left

438 No Left 0.0 0.0 4.8

0 No Right

0 No Left

281 No Left 0.0 0.0 4.8

0 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

0 0

0.92 74

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 55.9% Analysis Period (min) 15 Description: Unsignalized

Baseline

20/03/2013

Stop

Free

0.92 54

Free

ICU Level of Service B

Synchro 7 - Report Page 1

Lanes, Volumes, Timings 7: Bellerose Drive & Starkey Road

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

68 1900 0.0 0 7.5 1.00

23 1900

93 1900 30.0 1 7.5 1.00 0.850

25 1900 0.0 0 7.5 1.00

3 1900

2 1900 0.0 0 7.5 1.00

167 1900 45.0 1 7.5 1.00

224 1900

12 1900 0.0 0 7.5 1.00

2 1900 45.0 1 7.5 1.00

207 1900

50 1900 0.0 0 7.5 1.00

1583

0.92 101

0.92 27

0 0

0.92 74

1.00 0.964 1796 0.964 1796 50 127.4 9.2 0.92 25

1.00 0.992 0.960 1774 0.960 1774 50 131.6 9.5 0.92 3

0.950 1770 0.950 1770

0.92 2

0.92 182

1.00 0.992 1848

1848 50 130.6 9.4 0.92 243

0.950 1770 0.950 1770

0.92 13

0.92 2

1.00 0.971 1809

1809 50 101.9 7.3 0.92 225

0.92 54

0 No Left

99 No Left 0.0 0.0 4.8

101 No Right

0 No Left

32 No Left 0.0 0.0 4.8

0 No Right

182 No Left

256 No Left 3.6 0.0 4.8

0 No Right

2 No Left

279 No Left 3.6 0.0 4.8

0 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 41.5% Analysis Period (min) 15 Description: Unsignalized with Turn Bays

Baseline

20/03/2013

Stop

Free

ICU Level of Service A

Synchro 7 - Report Page 2

Lanes, Volumes, Timings 12: Bellerose Drive & Starkey Road

20/03/2013

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

68 1900 0.0 0 7.5 1.00

23 1900

93 1900 30.0 1 7.5 1.00 0.850

25 1900 0.0 0 7.5 1.00

3 1900

167 1900 45.0 1 7.5 1.00

224 1900

12 1900 0.0 0 7.5 1.00

2 1900 45.0 1 7.5 1.00

207 1900

50 1900 0.0 0 7.5 1.00

1583

1583 Yes 101

1.00 0.992 0.960 1774 0.798 1475

2 1900 0.0 0 7.5 1.00

0.92 101

0.92 27

2 50 102.9 7.4 0.92 3

1.00

0.964 1796 0.790 1472

0.92 74

50 99.4 7.2 0.92 25

1.00 0.992

0.950 1770 0.582 1084

1848

0 Yes

0.92 2

0.92 182

8 50 131.6 9.5 0.92 243

0 0 Yes

1.00 0.971

0.950 1770 0.601 1120

1809

0 Yes

0.92 13

0.92 2

36 50 105.7 7.6 0.92 225

0.92 54

0 No Left

99 No Left 0.0 0.0 4.8

101 No Right

0 No Left

32 No Left 0.0 0.0 4.8

0 No Right

182 No Left

256 No Left 3.6 0.0 4.8

0 No Right

2 No Left

279 No Left 3.6 0.0 4.8

0 No Right

1.00 25 Perm

1.00

1.00 15 Perm

1.00 25 Perm

1.00

1.00 15

1.00 25 Perm

1.00

1.00 15

1.00 25 Perm

1.00

1.00 15

20.0 20.0 33.3% 16.0 3.5 0.5 0.0 4.0

4 20.0 20.0 33.3% 16.0 3.5 0.5 0.0 4.0

8 20.0 20.0 33.3% 16.0 3.5 0.5 0.0 4.0

5.0 11.0 0 16.0 0.27 0.25 19.4

5.0 11.0 0 16.0 0.27 0.20 5.7

5.0 11.0 0

4 4 20.0 20.0 33.3% 16.0 3.5 0.5 0.0 4.0

5.0 11.0 0

8 20.0 20.0 33.3% 16.0 3.5 0.5 0.0 4.0

5.0 11.0 0 16.0 0.27 0.08 16.5

0.0 0.0%

0.0 4.0

2 20.0 40.0 66.7% 36.0 3.5 0.5 0.0 4.0

20.0 40.0 66.7% 36.0 3.5 0.5 0.0 4.0

5.0 11.0 0 36.0 0.60 0.28 7.2

5.0 11.0 0 36.0 0.60 0.23 6.0

0.0 0.0%

0.0 4.0

6 20.0 40.0 66.7% 36.0 3.5 0.5 0.0 4.0

20.0 40.0 66.7% 36.0 3.5 0.5 0.0 4.0

5.0 11.0 0 36.0 0.60 0.00 5.0

5.0 11.0 0 36.0 0.60 0.25 5.6

0.0 0.0%

0.0 4.0

Synchro 7 - Report Page 3

Lanes, Volumes, Timings 12: Bellerose Drive & Starkey Road

Lane Group 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

EBL

EBT 0.0 19.4 B 12.5 B 9.0 19.9 75.4 393 0 0 0 0.25

20/03/2013

EBR 0.0 5.7 A

0.0 9.5 30.0 496 0 0 0 0.20

WBL

WBT 0.0 16.5 B 16.5 B 2.6 8.3 78.9

WBR

395 0 0 0 0.08

NBL 0.0 7.2 A

8.8 18.1 45.0 650 0 0 0 0.28

NBT 0.0 6.0 A 6.5 A 11.5 20.8 107.6 1112 0 0 0 0.23

NBR

SBL 0.0 5.0 A

0.1 0.7 45.0 672 0 0 0 0.00

SBT 0.0 5.6 A 5.6 A 11.3 21.0 81.7

SBR

1100 0 0 0 0.25

Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 40 Control Type: Pretimed Maximum v/c Ratio: 0.28 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 41.5% ICU Level of Service A Analysis Period (min) 15 Description: Signalized Splits and Phases:

Baseline

12: Bellerose Drive & Starkey Road

Synchro 7 - Report Page 4

Lanes, Volumes, Timings 2: Int

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

2 1900 0.0 1 7.5 1.00

729 1900

36 1900 0.0 0 7.5 1.00

43 1900 0.0 1 7.5 1.00

558 1900

5 1900 0.0 0 7.5 1.00

43 1900 0.0 0 7.5 1.00

9 1900

50 1900 50.0 1 7.5 1.00 0.850

12 1900 0.0 0 7.5 1.00

14 1900

3 1900 50.0 1 7.5 1.00 0.850

1861

1583

1861 50 349.0 25.1 0.92 607

1583

0.92 5

0.92 47

0.92 54

0.92 13

0.950 1770 0.950 1770

0.92 2

1.00 0.993 1850

1850 50 296.0 21.3 0.92 792

0.950 1770 0.950 1770

0.92 39

0.92 47

1.00 0.999

1.00 0.960 1788 0.960 1788 50 209.0 15.0 0.92 10

1.00 0.977 1820 0.977 1820 50 190.0 13.7 0.92 15

1583 1583

0.92 3

2 No Left

831 No Left 3.6 0.0 4.8

0 No Right

47 No Left

612 No Left 3.6 0.0 4.8

0 No Right

0 No Left

57 No Left 0.0 0.0 4.8

54 No Right

0 No Left

28 No Left 0.0 0.0 4.8

3 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 57.2% Analysis Period (min) 15

Baseline

20/03/2013

Free

Stop

ICU Level of Service B

Synchro 7 - Report Page 1

Lanes, Volumes, Timings 2: Int

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

14 1900 0.0 1 7.5 1.00

549 1900

44 1900 0.0 0 7.5 1.00

63 1900 0.0 1 7.5 1.00

735 1900

3 1900 0.0 0 7.5 1.00

38 1900 0.0 0 7.5 1.00

10 1900

56 1900 50.0 1 7.5 1.00 0.850

2 1900 0.0 0 7.5 1.00

5 1900

2 1900 50.0 1 7.5 1.00 0.850

1861

1583

1861 50 349.0 25.1 0.92 799

1583

0.92 3

0.92 41

0.92 61

0.92 2

0.950 1770 0.950 1770

0.92 15

1.00 0.989 1842

1842 50 296.0 21.3 0.92 597

0.950 1770 0.950 1770

0.92 48

0.92 68

1.00 0.999

1.00 0.962 1792 0.962 1792 50 209.0 15.0 0.92 11

1.00 0.986 1837 0.986 1837 50 190.0 13.7 0.92 5

1583 1583

0.92 2

15 No Left

645 No Left 3.6 0.0 4.8

0 No Right

68 No Left

802 No Left 3.6 0.0 4.8

0 No Right

0 No Left

52 No Left 0.0 0.0 4.8

61 No Right

0 No Left

7 No Left 0.0 0.0 4.8

2 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 61.5% Analysis Period (min) 15

Baseline

20/03/2013

Free

Stop

ICU Level of Service B

Synchro 7 - Report Page 1

Lanes, Volumes, Timings 2: Highway 37 & Starkey Road

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

2 1900 50.0 1 7.5 1.00

729 1900

36 1900 50.0 1 7.5 1.00 0.850

43 1900 50.0 1 7.5 1.00

558 1900

5 1900 50.0 1 7.5 1.00 0.850

43 1900 0.0 0 7.5 1.00

9 1900

50 1900 50.0 1 7.5 1.00 0.850

3 1900 0.0 0 7.5 1.00

14 1900

12 1900 50.0 1 7.5 1.00 0.850

3539

1583

3539 50 349.0 25.1 0.92 607

1583

0.92 5

0.92 47

0.92 54

0.92 3

0.950 1770 0.950 1770

0.95

1.00

1583

3539 50 296.0 21.3 0.92 792

1583

0.950 1770 0.950 1770

0.92 39

0.92 47

2 No Left

792 No Left 15.0 0.0 4.8

39 No Right

47 No Left

607 No Left 15.0 0.0 4.8

5 No Right

0 No Left

57 No Left 0.0 0.0 4.8

54 No Right

0 No Left

18 No Left 0.0 0.0 4.8

13 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

0.92 2

Free

0.960 1788 0.960 1788 50 209.0 15.0 0.92 10

1.00

3539

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 43.0% Analysis Period (min) 15

Baseline

20/03/2013

Stop

0.992 1848 0.992 1848 50 190.0 13.7 0.92 15

1583 1583

0.92 13

Stop

ICU Level of Service A

Synchro 7 - Report Page 1

Lanes, Volumes, Timings 2: Int

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

14 1900 50.0 1 7.5 1.00

549 1900

44 1900 50.0 1 7.5 1.00 0.850

63 1900 50.0 1 7.5 1.00

735 1900

3 1900 50.0 1 7.5 1.00 0.850

38 1900 0.0 0 7.5 1.00

10 1900

56 1900 50.0 1 7.5 1.00 0.850

2 1900 0.0 0 7.5 1.00

5 1900

2 1900 50.0 1 7.5 1.00 0.850

3539

1583

3539 50 349.0 25.1 0.92 799

1583

0.92 3

0.92 41

0.92 61

0.92 2

0.950 1770 0.950 1770

0.95

1.00

1583

3539 50 296.0 21.3 0.92 597

1583

0.950 1770 0.950 1770

0.92 48

0.92 68

15 No Left

597 No Left 15.0 0.0 4.8

48 No Right

68 No Left

799 No Left 15.0 0.0 4.8

3 No Right

0 No Left

52 No Left 0.0 0.0 4.8

61 No Right

0 No Left

7 No Left 0.0 0.0 4.8

2 No Right

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

1.00 25

1.00

1.00 15

0.92 15

Free

0.962 1792 0.962 1792 50 209.0 15.0 0.92 11

1.00

3539

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 42.9% Analysis Period (min) 15

Baseline

20/03/2013

Stop

0.986 1837 0.986 1837 50 190.0 13.7 0.92 5

1583 1583

0.92 2

Stop

ICU Level of Service A

Synchro 7 - Report Page 1