Transportation Master Plan by sturgeoncounty

Sturgeon County

Transportation Master Plan September 2023

Contents Executive Summary

6. Road Network Strategy

6.1 Major Network Improvements

6.2 127 Street Extension

6.3 Sturgeon Valley Local Improvements

6.4 Intersection Improvements

6.5 Future Road Network Plan

7. Network Management Strategy

7.1 Network Maintenance

7.2 Seasonal Road Bans

7.3 Road Surface & Cross Section Upgrades

7.4 Haul Roads

7.5 Off -Site Levies

1. Introduction

1.1 Transportation Master Plan Overview

1.2 Transportation Master Plan Process

1.3 Transportation Plan Objectives

2. Community Engagement

2.1 Engagement Process

2.2 What We Heard

3. Plan Integration

3.1 County Strategic Plans, Policies & Bylaws

3.2 Regional Plans & Initiatives

3.3 Other Relevant Studies and Guidelines

8. Implementation & Funding Strategy

4. Existing and Future Conditions

8.1 Strategic Directives

4.1 Community Profile

4.2 Land Use & Growth Areas

4.3 Growth Areas

4.4 Road Network

4.5 Goods Movement & Rail

4.6 Active Modes

5. Transportation Safety Strategy

5.1 Pedestrian Crossings

5.2 Speed Reduction Measures

5.3 Rail Crossing

8.2 Strategic Directives Phasing & Prioritization 101 8.3 Capital Planning Strategy

106

9. Next Steps

111

Contents Figures Figure 1. Comments Provided by Sturgeon County Residents

Figure 2. Historical and Projected Population in Sturgeon County

Figure 3. Population by Census Age Groups (Source: Census Canada)

Figure 4. Sturgeon Valley Population Growth Projections

Figure 5. Development Concept Plan, Sturgeon Valley Core Area Structure Plan (Figure 5)

Figure 6. Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10)

Figure 7. Concept Plan, Sturgeon Valley South Area Structure Plan (Figure 9)

Figure 8. Alberta Industrial Heartland Future Land Use Concept

Figure 9. Villeneuve Airport Planning Area

Figure 10. Pedestrian Crossing Treatment Decision-Making Flow Chart

Figure 11. Typical Crosswalk Signage, Markings and Assemblies

Figure 12. Sturgeon Road Functional Plan Study Limits

Figure 13. 127 Street Extension Recommended Staging

Figure 14. Sturgeon Valley Proposed Ultimate Road Network

Tables Table 1. Typical Volume Thresholds and Design Criteria by Road Classification

Table 2. Indicators to Identify Potential Pedestrian Crossing Treatment Locations

Table 3. Active Modes Crossing Treatments

Table 4. Active Modes Crossing Evaluation Matrix

Table 5. Sturgeon Road Functional Plan Recommended Improvements

Table 6. Intersection Improvement Program (2022) Recommended Improvements

Table 7. Recommended 10-Year and 25-year Road Classification Upgrades

Table 8. Strategic Directives Phasing & Prioritization

102

Table 9. Capital Planning Strategy

107

Contents Maps Map 1. Existing Land Use

Map 2. Existing Rural Road Classification

Map 3. Existing Urban Road Classification

Map 4. Existing Average Daily Traffic Volumes

Map 5. 10-Year Average Daily Traffic Volumes

Map 6. 25-Year Average Daily Traffic Volumes

Map 7. Seasonal Road Ban Map

Map 8. Existing Railway Crossings

Map 9. Existing Trail Network – Sturgeon Valley

Map 10. Existing Trail Network – Cardiff Area

Map 11. Existing Trail Network – Lamoureaux Area

Map 12. Recommended 25-Year Rail Crossing Locations

Map 13. Recommended 10-Year Road Network (Rural Roads)

Map 14. Recommended 10-Year Road Network (Urban Roads)

Map 15. Recommended 25-Year Road Network (Rural Roads)

Map 16. Recommended 25-Year Road Network (Urban Roads)

Map 17. Existing Classification Surface Condition Upgrades

Appendices Appendix A - Supplemental Engagement Information Appendix B - 127 Street Functional Planning Study Appendix C - Sturgeon Road Functional Planning Study Appendix D - Roadway Speed and Pedestrian Crossing Technical Studies

Executive Summary Sturgeon County is a growing and diverse community located northeast of the City of Edmonton. With a population of over 20,000 people, Sturgeon County’s proximity to neighbouring communities, including Edmonton, St. Albert, and Fort Saskatchewan, in combination with a connected highway network, provides residents and visitors the comfort of a rural setting with the convenience and opportunity of an urban centre. Featuring rural and suburban development, in addition to agricultural, industrial, and institutional areas, the County is well-suited to take advantage of development to meet the needs of a changing residential and business community. Sturgeon County’s population has grown considerably over the last 20 years, and the County is expected to grow another 50% in the next 25 years. By creating connected communities that offer options for travellers, the County can support healthy development in the future. Located in one of Canada’s fastest growing regions, Sturgeon County recognizes the importance of proactive planning and investment in services and infrastructure to facilitate growth and change. Transportation investments, in particular, foster economic growth as well as the health and connectivity of communities. To plan for this, the County requires a Transportation Master Plan (TMP) that provides the framework for how the County will plan, invest, operate, and sustain its transportation network over the next 25 years. The following TMP takes a comprehensive and holistic view at transportation in the municipality to understand current transportation trends and to set a path forward as the County grows, changes, and develops.

Sturgeon County Transportation Master Plan

Approach and Findings The TMP was developed through a three-phase approach between Summer 2022 and Summer 2023 and incorporates streams of technical and best practices review and community engagement. Phases included assessing and contextualizing current transportation trends, confirming County aspirations related to growth and opportunities for development, and prioritizing and staging recommendations for the long-term success of the transportation network. The TMP utilized these phases to guide plan development and recommendation synthesis. By taking a holistic approach that incorporates current, future, and anticipated opportunities, the TMP represents

next 25 years, future growth and development in the Sturgeon Valley will require several major network upgrades and new connections to facilitate access and regional connectivity. These upgrades include corridor and intersection improvements along Sturgeon Road, the extension of 127 Street from Anthony Henday Drive to Sturgeon Road and the first phase of a new east-west arterial. Investments in regular road rehabilitation and asset management programs, such as the Intersection Improvement Program, Pavement Conditions Assessment and Local Roads Improvement Program are also recommended to maintain and establish a reliable, safe and effective transportation network.

future needs while acknowledging recent contexts

Goods movement through Sturgeon County

and circumstances.

is facilitated by the provincial highway system

Community engagement is fundamental to TMP development and was essential in setting transportation priorities and building community buy-in. Through social and traditional media advertising, and an online mapping tool, stakeholders had the opportunity to shape the TMP and share what they thought the County’s

and the connecting County roads as well as the Canadian National Railway. To ensure that the County remains a competitive economic hub, the TMP highlights strategies to maintain effective and safe goods movement connections and to reduce barriers for travel as both rail operations and economic development increases over time.

transportation network should look like moving

The County’s transportation network also supports

forward. These engagements informed and

alternative forms of transportation through its

supported the creation of five transportation

multi-use trail network dispersed throughout

objectives: Regional and County Integration,

the County. As the County continues to grow,

Asset Management, Economy, Transportation

particularly in the Sturgeon Valley, there is a

Safety and Active Transportation. These objectives

greater need to establish a transportation system

are intended to support the long-term development

that considers the needs of all users, including

of transportation within the County and to ensure

vulnerable users. Safety strategies to implement

residents, businesses, and visitors are safe while

enhanced pedestrian crossings and speed

they travel efficiently through the area.

reduction measures are recommended to address

Sturgeon County’s existing roadway system is well-served by a network of provincial highways and an efficient rural and urban road system. While most of the existing road network have capacity to support the projected growth over the

overall pedestrian safety and to reduce barriers and improve connections for all road users.

Sturgeon County Transportation Master Plan

Strategic Directives The Strategic Directives provide a clear direction for how each TMP objective can be achieved and addresses the County’s priorities for transportation investment and long-term growth. These directives are informed and aligned with the goals and vision defined in the County’s Municipal Development Plan as well as other relevant plans and policies. 1. Regional and County Integration The County will align transportation priorities and investments with regional objectives, sharing in the commitment for future growth and connectivity in the region. Associated directives include working in collaboration with other governments and stakeholders to support key economic corridors, aligning County regulations with provincial and intermunicipal standards, and maintaining the TMP so that it can continue to serve the County into the future. 2. Asset Management The County shall maintain an inventory of transportation assets and continue to provide regular maintenance and rehabilitation on County infrastructure. Associated directives include maintaining and rehabilitating municipal assets through an asset inventory and promoting intersection safety through frequent reviews and updates to intersection operations. 3. Economy The County will invest in the transportation network to support industrial and economic growth. Associated directives include supporting economic development along corridors, supporting growth nodes, and investing in infrastructure that connects businesses and economic drivers to markets in Canada and abroad. 4. Transportation Safety The County will provide safe transportation infrastructure for all users by ensuring the safety of all transportation modes is considered in the design and construction of all transportation projects. Associated directives include prioritizing safety through regular safety reviews and reports, considering transportation safety in planning and development decisions, and utilizing traffic calming to protect vulnerable users like pedestrians and cyclists. 5. Active Transportation The County will support opportunities for active transportation modes that promote non-vehicular transportation connections throughout the County, specifically in the places residents work, play and live. Associated directives include investing in multi-use paths in and around Sturgeon Valley, constructing new paths along routes with high pedestrian activity, and connecting existing and future paths and trails by reviewing existing plans and including active transportation in new developments.

Sturgeon County Transportation Master Plan

Implementation An implementation framework for the Strategic Directives and Capital Plan was developed to inform decisionmaking, resource allocation and overall planning on transportation in Sturgeon County. Each framework sets out the timeline for implementing the Strategic Directives in the short-term (1 - 3 years), medium-term (6 - 15 years) and long-term (16 - 25 years), as well as identifies impact to capital and operating expenditures, and potential regional partners. Based on the respective framework, the following directives and capital plan projects for immediate initiation and implementation over the short-term is recommended.

Strategic Directives: • Develop and maintain an Intersection Safety Program that includes maintenance procedures for signals, lighting, landscape features, signage, and other intersection features. • Develop and maintain a Traffic Safety Strategy to ensure safety is paramount in all transportation design. This strategy should also include regular safety reviews (i.e. In-service road safety reviews) of transportation infrastructure to identify targeted areas of improvement. • Develop a Traffic Calming Directive Program to outline the recommended design features to address traffic calming in neighbourhoods and collector roadways. This program should include preferred design treatments, when and where they should be used and any other information that will aid in the implementation of traffic calming measures. • Maintain and update an County-wide Active Transportation Plan (i.e. Path Forward). • Maintain and update annually a Transportation Asset Inventory including road classifications, truck routes, road condition, traffic volumes, etc. • Maintain and update bi-annually the Bridge Asset Management Plan. • Maintain and update a long-term capital investment plan for future transportation infrastructure. • Maintain and update every three years, a Local Roads Program to be included in the County’s Capital Plan.

Sturgeon County Transportation Master Plan

Planning, Design & Construction Projects: • Starkey Road Functional Planning Study (Intersection & Corridor Review) • New East/West Arterial Functional Planning Study • Range Road 250 Functional Planning Study • Collector Ring Road Functional Planning Study • Sturgeon Road & Essex Point - Preliminary Design, Detailed Design & Construction • Sturgeon Road & River’s Gate - Preliminary Design, Detailed Design & Construction • Sturgeon Road Protected Turn Bays (Starkey Road to Essex Point) - Preliminary Design, Detailed Design & Construction • Range Road 251 / Township Road 542 Intersection Upgrade - Preliminary Design, Detailed Design & Construction • Range Road 224 / Heartland Drive - Delineation Lighting - Preliminary Design, Detailed Design & Construction • Range Road 255 / Township Road 544 Intersection Upgrade - Preliminary Design, Detailed Design & Construction • Various roadway surface upgrades to meet GMSS road classification criteria as warranted

Regular updates to the TMP are also essential to ensure its continued relevance and effectiveness in addressing the evolving needs of the community. These updates provide an opportunity to incorporate new information, technological advancements, and changing priorities into the plan. It is recommended that County review the TMP priorities on an annual basis and complete a comprehensive update every three (3) years.

1. Introduction Sturgeon County is a growing and diverse community located northeast of the City of Edmonton. With a population of over 20,000 people, Sturgeon County’s proximity to neighboring communities, including Edmonton, St. Albert, and Fort Saskatchewan, in combination with a well-connected highway network, provides residents and visitors the comfort of a rural setting with the convenience and opportunity of an urban centre. Located in one of Canada’s fastest growing regions, Sturgeon County recognizes the importance of proactive planning and investment in services and infrastructure to facilitate growth and change. Transportation investments in particular, foster economic growth as well as the health and connectivity of communities. To plan for this, the County requires a Transportation Master Plan that provides the framework for how the County will plan, invest, operate, and sustain its transportation network over the next 25 years.

Sturgeon County Transportation Master Plan

1.1 Transportation Master Plan Overview The Transportation Master Plan (TMP) sets out

The TMP focuses on developing and maintaining

the near, medium- and long-term vision for the

a network that offers safe, efficient, and reliable

County’s transportation network, encompassing

transportation options for the movement of

strategies, initiatives and infrastructure needs to

people and goods. Strategies to address road

support growth and the changing needs of the

safety, network operations and management of

County over the next 25 years. It facilitates the

existing infrastructure were developed based on

continued expansion of the County’s transportation

feedback received from the community, technical

network, where residents and visitors, as well as

assessments and a range of best practices in

goods and services, can move safely and efficiently

transportation planning and design.

within the community and around the region.

As the County continues to expand, County

The purpose of the TMP is to provide direction

Administration will face numerous competing

for the development and maintenance of the

priorities for investment in services and

transportation network to support local growth

infrastructure. The TMP addresses this by providing

and to ensure effective connections to the broader

the County a decision-making framework for future

Edmonton Metropolitan Region. The TMP builds

transportation investments over the short-term

upon the objectives and policies of the Municipal

(0 - 5 years), medium-term (6 - 15 years) and

Development Plan and serves to direct the overall

long-term (16 - 25 years) timeframe. This allows

transportation planning and roadway engineering

the County to apply an integrated and balanced

practices to manage growth as the County

approach to planning and defining infrastructure

population is expected to grow to over 30,000

priorities that aligns with existing and future

people by 2044.

community needs.

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Sturgeon County Transportation Master Plan

1.2 Transportation Master Plan Process The Transportation Master Plan was developed through a three-phase approach between Summer 2022 and Summer 2023 and incorporates streams of technical and best practices review, and community engagement.

PHASE 1 SUMMER 2022

The ﬁrst phase of the TMP is to assess how the transportation network is performing now and identify key areas for improvement within the community.

PHASE 2 FALL 2022 - WINTER 2022/23

This phase conﬁrms the aspirations for the County including growth expectations, opportunities for transportation improvements and identiﬁes required infrastructure upgrades.

PHASE 3 SPRING 2023 - SUMMER 2023

To complete the TMP, this stage focuses on the prioritization and staging of the various required infrastructure upgrades for the long-term success of the transportation network.

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Sturgeon County Transportation Master Plan

1.3 Transportation Plan Objectives The TMP aims to provide a comprehensive and forward-looking strategy for the development and management of the transportation network within the County. The TMP encompasses five key objectives that align with transportation priorities identified through existing County policies and initiatives, feedback from both the public and internal stakeholders, and an evaluation of the County’s transportation network. These priorities establish strategic directions for this TMP and reflect the needs and values of the community as well as the County’s vision to be a vibrant, sustainable and connected community.

Regional and County Integration

Asset Management

Align transportation priorities with regional objectives to demonstrate a collective committment to creating a safe and thriving community that can meet the future needs of the Region.

Optimize transportation investments to provide reliable and eﬀective infrastructure through regular maintainence and upgrades of transportation assets.

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Economy

Invest in a reliable and connected transportation network to support a globally competitive and diverse economic hub for businesses to establish and thrive.

Transportation Safety

Active Transportation

Maintain a safe transportation network to cultivate a healthy, complete and resilient community for all residents.

Encourage active transportation investments to promote a liveable community that is accessible, provides a high quality of life and supports environmental stewardship.

2. Community Engagement Community engagement is a fundamental component of the TMP that provides a foundational understanding of community values and the County’s future transportation needs. The primary goal of community engagement is to ensure the needs and interests of all participants are recognized so that the community’s vision, goals and priorities for future travel and infrastructure investment are considered and reflected in the TMP. This section summarizes the strategy, methodology, and results of the community engagement completed for the TMP.

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Sturgeon County Transportation Master Plan

2.1 Engagement Process Several community engagement opportunities were conducted throughout the development of the TMP. The first community engagement was conducted through the Valley Open House, which

Utilizing the mapping tool, participants were able to pin comments on specific locations of concern with focus on three key questions: • Question 1: How is today’s transportation network meeting the community’s needs?

was held on November 3, 2022. This public open house provided an opportunity for the community

• Question 2: What are the gaps and

to provide input on growth and transportation

opportunities for transportation

within the Sturgeon Valley. County staff were

improvement?

present to discuss topics of concern for residents

• Question 3: Where are the key areas of

within the Sturgeon Valley and any comment that

concern within the community regarding

was relevant to the TMP or transportation network

transportation?

was uploaded to an online interactive engagement mapping tool called Vertisee/Crowdsource. Crowdsource provides the public and internal stakeholders the opportunity to share their thoughts on the transportation network within the County by placing a comment directly on a geographically referenced map. Crowdsource was made available first for the Valley Open House on November 3rd, 2022 and then made available to the public following the event until December 16th, 2023 when the site was then closed. The public was made aware of this tool through a range of informational and social platforms over the 6-week timeframe, including the County’s website, local newspapers (St. Albert Gazette, Redwater Review and Morinville Free Press), and social media (i.e., Twitter, Instagram and Facebook).

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Finally, the TMP was presented to the public for information purposes following the completion of the plan. This allowed the public to see how their input was incorporated into the TMP prior to Council’s formal approval and adoption of the Final TMP.

Sturgeon County Transportation Master Plan

2.2 What We Heard Feedback received through the community engagement process was used to refine and prioritize recommendations for the TMP. The final recommendations reflect the community’s value and vision for transportation over the next 25 years. More details on the engagement process and findings are highlighted in the What We Heard Report provided in Appendix A. Road safety concerns, road condition concerns, speed concerns and road congestion represented the four most common themes received through the comments on Crowdsource. Comments regarding Active Modes also represented a significant portion of the feedback received. Figure 1 illustrates the comments provided by residents throughout the County.

Figure 1. Comments Provided by Sturgeon County Residents

Sturgeon County Crowdsource Collection Map Scale: 1:275,000 0

12 km

Legend Sturgeon County Boundry New Crosswalk Opportunity New Sidewalk Opportunity New Trail Opportunity Other Pedestrian Safety Concern

Road Safety Concern Traffic Congestion Noise Concern Speed Concern Lighting Concern Sightline Concern

Folder: I:\!__Interbranch\2131-00551-22_Sturgeon County TMP\13_GIS\ArcGIS_Pro\Sturgeon_County TMP\

Road Condition

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Sturgeon County Transportation Master Plan

Highlights and Key Areas of Concern:

Schedule Highlights:

• As shown on Figure 1, the majority of

The first set of social media posts were released

comments were placed in the Sturgeon Valley,

on November 9th and 10th, 2022 which likely led to

along Highway 28 and along Highway 28A.

influx of over 50 comments from November 10th

• Significant comments on traffic congestion and road safety along Highway 28 and Highway 28A including winter condition concerns, request for additional passing lanes, turn lanes and bypass

– 12th, 2022. It is noted that this influx was total number of comments. In this timeframe there was approximately 20 individuals that provided comments.

lanes and intersection safety on Highway 642,

Further communication efforts shared the

Twp Rd 554 and Highway 37.

information on local newspapers including the St.

• Request for improved integration of all types of travel along Bellerose Drive, Starkey Road and throughout Sturgeon Valley including better protection for pedestrians and cyclists.

Albert Gazette, Redwater Review and Morinville press on November 16th, 2022 and further Social Media posts were released on November 19th, 2022 which correlates to an influx of comments from November 17th – 20th, 2022 of approximately 64

• Road condition concerns along Range Road 230 from Highway 37 to Twp Rd 554, Twp Rd 544 from Coal Mine Road to Highway 2, Twp Rd 560 east of Highway 28A and Twp Rd 570 in the area of Range Road 224. Road Condition comments and locations were passed along to the County’s operations group to ensure the road maintenance programs are capturing the

comments from approximately 22 individuals. Finally, an additional round of Social Media posts were released on December 5th, 2022 that correlates to an increase rate of response on December 5th, 6th and 7th, 2022 where 44 comments were provided on Crowdsource from approximately 15 unique individuals.

feedback received during this project.

50 Number of Responses

Valley Open House

40 35

Social Posts Social Posts

Newspaper Posts

25 20 15 10 5 0

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Nov. 3, 2023

Date

Dec. 15, 2023

Sturgeon County Transportation Master Plan

Theme Highlights: A summary of the Crowdsource responses indicate that the public is concerned with all modes of travel, not just vehicle travel. While the number of responses are highest for Road Condition and Road Safety Concerns, there were still a significant number of responses relating to Active Modes. This supports the direction of the TMP where all modes of travel are considered.

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3. Plan Integration The Transportation Master Plan is a strategic document that both informs and supports the implementation of statutory municipal plans, County regulations and guidelines, as well as regional and provincial plans and initiatives. These foundational directives, as further discussed below, drive current and ongoing County initiatives, and help set the framework for the TMP.

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Sturgeon County Transportation Master Plan

3.1 County Strategic Plans, Policies & Bylaws Municipal Development Plan (2014)

Strategic Plan (2022-2025)

The County’s 2014 Municipal Development Plan

The Strategic Plan (2022 – 2025) provides the

(MDP) serves as a guiding document for decision

framework for the County to guide decision-making

making and future growth in Sturgeon County

and identifies the guiding principles and goals to

over the next 30 years. Five foundational principles

cultivate a thriving community. The Plan outlines

are incorporated in the MDP and guide the

several community outcomes and corresponding

development of subsequent land-use policies.

strategic priorities, some of which are directly

These principles include Responsible Governance,

applicable to this TMP, including:

Residential Character, Cultural Vitality, Environmental Stewardship and Economic Health.

• Planned Growth - Support for planned growth through priorities such as reliable and effective

The development of this TMP aligns with the

infrastructure, comprehensive land use and

Responsible Governance outcome of Developing

infrastructure planning.

and Adopting Management Plans, Master Plans and Strategies. The TMP also supports several other MDP policies under the following strategies: • Promoting an Integrated Economy • Implementing Responsible Non-Residential Subdivision and Development Practices • Enriching the Local Community • Neighbourhood Development Strategies (e.g. Developing a transportation off-site levy bylaw and developing a planning document to provide direction regarding transportation networks)

• Thriving Communities – Relevant priorities include integrated natural spaces and trail systems as well as safe, welcoming, and diverse communities. • Environmental Stewardship – Relevant priorities include integrated natural spaces and trail systems as well as safe, welcoming, and diverse communities. • Collaborative Governance – This includes strategies to develop connections and engage with Indigenous communities, external stakeholders, and the public. • Operational Excellence – Transportation

MDP Community Vision: A diverse, active community that pioneers opportunities and promotes initiative, while embracing rural lifestyles.

investments are related to the priorities of asset management and performance measurement, and long-term financial planning and sustainability.

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Sturgeon County Transportation Master Plan

Corporate Business Plan (2021-2023) The County refreshed their corporate business

Sturgeon Valley Growth Framework (July 2020)

plan in 2021 as an update to the Plan established in

The Growth Framework, developed in 2020,

2018-2020. This new plan outlines focused growth

helps County Council understand the scale of

opportunities for 2021-2023. The 2021-2023 update

development, potential municipal impacts and

is an important tool for guiding the community

how, and where development should occur

towards long term success. The update outlines

within the Sturgeon Valley region. This includes

the County strategic objectives and how it plans to

a high-level traffic analysis to understand the

achieve them.

trigger points that would warrant infrastructure

Sturgeon Valley Trails System – The Path Forward (December 2021) The Path Forward guides the County in identifying existing network gaps and planning for future trail development in the Sturgeon Valley. The direction

upgrades and a review of infrastructure services and the anticipated upgrades. The recommended transportation network of this TMP builds from the findings outlined in the Growth Framework.

Development Plans

of the Plan builds from the vision of “The Sturgeon

Development plans, including Area Structure

Valley Trail System is one that is designed to create

Plans (ASPs) and Area Master Plans are approved

a safe and connected network of trails for ages in

by County Council as bylaws, and guide future

all seasons” with the recommendations based on

development. The County currently has several

the following principles: A Safety Trails System, A

approved development plans, including the most

Connected Trails System and An All-Seasons Trails

recently approved Sturgeon Valley South ASP,

System

Sturgeon Valley Core ASP and Villeneuve Airport

The Plan recommends a prioritized trail network and trail crossings to address existing gaps, allow safe access for all users and enhance connectivity between destinations and neighborhoods. These recommendations have been incorporated into the strategies and policies of this TMP.

Area Master Plan. These plans were reviewed to understand the County’s key growth areas and were considered to develop future traffic forecasts and network needs.

Off-site Levy Off-site Levies (OSL) allows the County to recover capital costs incurred for infrastructure improvements as a result of new development or growth. It allocates off-site infrastructure capital costs to those that benefit in a transparent and equitable process. The County has established offsite levies, including the Sturgeon Valley OSL Bylaw to regulate and collect levies for development in specific areas throughout the County. The policies and network recommendations outlined in this TMP may require updates to the existing

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Sturgeon County Transportation Master Plan

OSL Bylaws to ensure the Bylaws, particularly the

Sturgeon County. The regulations outlined in the

Sturgeon Valley Off Site Levy Bylaw remain up-to-

LUB were used to understand the compatibility of

date and incorporate changes in infrastructure

future development and subdivision opportunities

needs, costs, legislation and/or pace of

with the transportation network. The County is in

development.

the process of updating the LUB to incorporate

Infrastructure Master Plan (July 2019) The Infrastructure Master Plan (IMP) identifies conceptual long-term infrastructure and priorities required to support future growth in Sturgeon County and for the County to undertake further analysis. The IMP integrates land use and infrastructure planning for transportation, water, wastewater, and stormwater. The TMP builds on the transportation recommendations identified in the IMP, including traffic projections and proposed road classifications.

three new districts within Sturgeon Valley.

Other County Transportation Policies The County has several policies that dictate how the municipality responds to various transportation-related questions and decisions. These policies range in subject – from road construction and graveling to snowplowing and streetlighting. While diverse, they all promote a streamlined and decision-oriented approach to transportation. The TMP uses these policies to understand current municipal transportation

Land Use Bylaw (2017)

practices and to ensure the plan aligns with

The County’s Land Use Bylaw (LUB) approved in

builds from these policies to address changing

2017 outlines the regulations and rules for the use and development of land and buildings within

existing decision-making processes. The TMP also transportation needs and emerging opportunities.

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Sturgeon County Transportation Master Plan

3.2 Regional Plans & Initiatives Edmonton Metropolitan Region Growth Plan

Transportation Network Improvement Study

The Edmonton Metropolitan Region Growth

Sturgeon County and the City of St. Albert

Plan (EMRGP) provides a vision and direction for

jointly completed the Transportation Network

responsible growth while identifying and enhancing

Improvement Strategy (TNIS) to prioritize

economic opportunities within the Region. The

network improvements that would benefit

Growth Plan projects Sturgeon County’s population

both municipalities while supporting planned

to grow to between 31,000 (low projection) and

development. The primary focus of the study

39,200 (high projection) people by 2044. It also

was to determine the degree of benefit to both

estimates that employment opportunities will

municipalities and prioritize capital projects,

grow from 7,555 (2014 employment) to 12,406

including cost estimates. The study incorporates

jobs (2044) (Source: EMRGP, July 2020). The

operational data and forecasted growth scenarios

transportation strategies established in this TMP

for the 2030 and 2045 horizons, which represent

support the EMRGP projected growth as well as the

the 10 and 25-year planning timeframe. The St.

planning policies outlined under the Negotiated

Albert Travel Demand Model (EMME) was used

Policies for the Sturgeon Valley Special Study Area,

to forecast future travel patterns and traffic

which includes the future extension of 127 Street.

volumes based on updated land use information.

Integrated Regional Transportation Master Plan (IRTMP) The IRTMP was updated in 2021 and sets the direction for a regional transportation network that align systems, infrastructure, and land use planning with the EMRGP. The IRTMP supports the EMRGP through four key strategies: Connecting Goods to Market, Getting People to Jobs and Services, Optimizing the use of Existing Corridors and Infrastructure, and Connecting Modes and Supporting Modal Shift. The policies in the TMP update will need to be consistent with the IRTMP.

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The TNIS identifies several priority corridors for improvements, including the 127 Street extension from Anthony Henday Drive to Sturgeon Road in 2030 and the full extension of 127 Street to Highway 2 by 2045.

Sturgeon County Transportation Master Plan

Ministry of Transportation and Economic Corridors

Neighbouring Transportation Master Plans

Sturgeon County is well-served by numerous

Many neighboring municipalities have

provincial highways, which are operated and

transportation master plans to meet the

maintained by the Ministry of Transportation

transportation needs of their respective

and Economic Corridors (TEC). TEC’s mandate

communities. Sturgeon County’s transportation

is to provide a safe and efficient transportation

planning documents consider the transportation

system to support Alberta’s economic, social and

priorities of its neighbors with the aim of providing

environmental vitality. Highway 28 forms part of

a transportation network that provides effective

the Northeast Alberta Trade Corridor, while the

transportation connections within the region.

eastern section of Highway 37 that links to Highway 825 is being proposed as a High Load Corridor for over-size and over-weight commercial vehicles. The planning and upgrades of these highways will impact travel through the County and needs to be considered in the TMP, including the coordination of County improvements and highway upgrades. Page 15

Sturgeon County Transportation Master Plan

3.3 Other Relevant Studies and Guidelines 127 Street Functional Planning Study Update The 127 Street Functional Planning Study (FPS) Update, completed in 2023 by the County, included

The recommendations outlined in this study were integrated into the development of the future road network, along with the implementation and funding strategy of this TMP.

an update to the previous functional planning

Further details on the Sturgeon Road Functional

study completed in 2012. The primary focus of

Plan is provided in Section 6.1 as well as in

the FPS update was to confirm the ultimate cross-

Appendix C.

section and required intersection treatments along 127 Street to support future growth and development as well as to determine the staging of improvements to address existing and interim needs. The FPS Update recommends that the 127 Street extension be a 2-lane roadway in the interim and ultimately, constructed to a 4-lane arterial as warranted by development and regional growth. The FPS’s recommended staging of improvement was incorporated in this TMP’s development of the future road network as well as the implementation and funding strategy. Further details on the 127 Street Functional Plan is provided in Section 6.1 as well as in Appendix B.

Sturgeon Road Functional Planning Study The Sturgeon Road Functional Planning Study was completed by the County in 2023 to present a long-term plan for the corridor that addresses short and long terms needs of the Sturgeon Valley. The key recommendations from the study were to maintain the existing two-lane cross-section over the next 25-years with geometric upgrades at key intersections along the corridor as well as new active modes facilities and connections. These improvements will improve overall corridor safety and maintain acceptable intersection levels of service as population grows in the Sturgeon Valley.

Page 16

Intersection Improvement Program The Intersection Improvement Program was completed in 2022 to identify mitigation measures to address existing operational, safety, and geometric deficiencies at the top 37 collision intersections located within the County. The recommendations, ranging from brush clearing to intersection treatment upgrades, were incorporated in the development of this TMP’s Road Network Strategy.

General Municipal Servicing Standards The General Municipal Servicing Standard (GMSS) were created by the County to provide guidelines and regulations that ensure that road upgrades and new road infrastructure are designed and built in a safe, efficient, and sustainable manner. These standards stipulate the design, preparation and submission of plans and specifications for construction and ensure the County’s road network is designed in a consistent and safe manner. The GMSS is being updated to reflect the ongoing changes in the County and current best practices in design and construction. The update is anticipated for Summer 2023.

Sturgeon County Transportation Master Plan

Pavement Condition Assessment (2022)

Bridge Assessment Management Plan

In 2022, the County completed a comprehensive

The County completed an asset management plan

assessment of its paved road network, including

for Bridges within the County. The purpose of

all paved arterial, collector and local roads. The

the management plan was to review the existing

purpose of this assessment was to establish the

conditions of the structures and establish a priority

County’s Pavement Management System (PMS)

list for replacement and maintenance within the

reporting with updated data, including life-cycle

next 10 years. The plan set rough budgetary costs

cost analysis to determine the long-term funding

so that maintenance and replacement can be

requirement to maintain the County’s paved

completed when required.

network. Recommendations from this assessment were used to guide how the County should maintain and renew its paved network. Further details on the Pavement Condition Assessment is provided in Section 4.4.

Page 17

4. Existing and Future Conditions The County’s future transportation needs are established by several shaping factors including current and future trends of land use, growth areas, traffic demands and expanding transportation choices. This section of the TMP examines the factors influencing transportation in Sturgeon County and the opportunities to develop a safe, efficient, and reliable transportation network.

Page 18

Sturgeon County Transportation Master Plan

4.1 Community Profile Demographic

The median age in Sturgeon County has also

Census data indicates that the County’s overall

2001, the median age was 34.2 years old and in

population has increased steadily over the past 20 years – from just over 18,000 people in 2001 to approximately 20,900 people in 2021. The continued expansion of the Alberta Industrial Heartland in addition to planned growth in key areas, such as the Sturgeon Valley, is projected to increase the County’s population by approximately 50% and employment by almost 30% over the next 25 years1. The historical and projected population trends are illustrated in Figure 2.

increased steadily over the past 20 years. In 2021, the median age increased to 41.2 years old, which is higher than the provincial median age of 36.7 years. Approximately 65% of the County’s current population are working age (15 to 64 years old), and among the working age group, those between 55 and 64 years old make up the highest percentage. Seniors (age 65+) account for approximately 15% of County residents - in comparison to approximately 10% of the population in 2011 (see Figure 3). These population trends indicate that Sturgeon County is

Based on a 2.0% population growth rate

(County high growth scenario) and a 1.1% employment growth rate (EMRB low growth scenario).

a community of choice for a large labor force and senior citizens, with both groups having diverse transportation needs.

2021

2044

Population

20,900

31,000

Employment

9,000*

11,700*

*2021 Projections from EMRB

Page 19

Sturgeon County Transportation Master Plan

Figure 2. Historical and Projected Population in Sturgeon County

Census Data (Historic)

35,000

Linear Projection from Census

30,000

Linear (Census Data (Historic)) Low Growth (0.5%)

Population

25,000

Moderate Growth (1.0%) 20,000

High Growth (2.0%)

15,000 10,000 5,000 0

2001

2006

2011

2016

2021

2026

2035

2044

Year

Figure 3. Population by Census Age Groups (Source: Census Canada)

Page 20

Sturgeon County Transportation Master Plan

The County has established three population

10,000 between 2047 and 2052. This growth can

growth scenarios through its long-range planning

occur as early as 2030 assuming the high growth rate

process to inform various aspects of planning

of 2%. The population projections also suggest that

and development, infrastructure upgrades, and

the completion of the first phase of development,

service provisions. These scenarios include a low

which corresponds to a total of about 26,000 people

growth (0.5%), moderate growth (1.0%) and a high

in the Valley, is estimated to occur sometime between

growth (2.0%) scenario, which incorporate a range

2050 and beyond 2080 depending on the rate of

of potential growth and are consistent with some

development. The full build-out of the Valley (~61,000

of the defined population growth identified by the

people) can be achieved just beyond 2065 with the

EMRB. While these growth scenarios are reflective

high growth scenario.

of the County as a whole, the majority of future

Based on current development plans, population

population growth in the County is anticipated to occur within the Sturgeon Valley, resulting in higher growth rates in the Valley.

growth in the Valley will trend towards the high growth scenario while growth in the rest of the County will trend between the low and moderate

The Valley currently has a population of almost

scenarios. The aging population, in combination

4,500 residents and is projected to grow to almost

with new development and continued economic

6,500 residents by 2047 based on the low growth

growth, places new and growing demands on

scenario of 0.5% per year, which generally aligns

the County’s transportation system. The County

with the County’s historic growth over the past

requires transportation solutions that address the

20-years. Under a moderate growth scenario of 1%,

community’s unique needs and foster growth and

population in the Valley would reach approximately

economic opportunities in Sturgeon County.

61,239

Figure 4. Sturgeon Valley Population Growth Projections

2032

2037 2042

2047

2057

2052

2062

8,694 16,824

2027

8,071 14,513

5,163 5,979 7,967

2022

7,492 12,519

4,793 5,158 5,954

10,000

4,449 4,449 4,449

20,000

5,992 8,035 14,269

30,000

6,455 9,315 19,095 6,954 10,799 25,553

40,000

34,195

50,000

5,562 6,931 10,662

Population

60,000

45,761

70,000

2067

Year Low Growth (0.5%)

Moderate Growth (1.0%)

High Growth (2.0%)

Note: This graph shows the Valley population growth projections that corresponds to the overall County growth scenarios.

Page 21

Sturgeon County Transportation Master Plan

4.2 Land Use & Growth Areas Sturgeon County is primarily comprised of agricultural land uses with a mix of industrial, country residential, and highway commercial uses. Established country and hamlet residential uses are spread throughout the County. The County’s primary industrial area is located in the southeast part of the County, just north of the North Saskatchewan River. Map 1 illustrates the County’s existing land use patterns and key generators, which generally include:

Agricultural Areas – Encompassing nearly 513,000 acres of farming area, Sturgeon County has over 700 farms ranging from crop and livestock farms to greenhouses and nurseries. The County is a well-suited destination for agribusiness and agritourism investment through its abundance of farmland and well-connected transportation and rail networks. Industrial Areas – The Alberta Industrial Heartland and the Sturgeon Industrial Park (SIP) are two major industrial areas located in the southeastern fringe of the County. The Industrial Heartland is the largest industrial area in Western Canada and a global destination for resource processing investments while the SIP is zoned for light and medium industrial uses such as agribusiness, manufacturing, transportation and logistics industries. Both areas have an established road network with exceptional access to major highways and rail. There are several other industrial areas throughout the County that also contribute to the local and regional economy and require effective connections, including the Heritage Industrial Park located west of Morinville, Legal Crossroads Industrial Park located west of Legal, and ProNorth Industrial Park located west of Highway 2 along Township Road 544. Residential Areas – Residential developments are dispersed throughout the County. Higher concentration of residential development are located in subdivisions and the hamlets of Alcomdale, Calahoo, Cardiff, Lamoureaux, Riviere Qui Barre, Villeneuve, and Sturgeon Valley. Villeneuve Airport – The Villeneuve Airport is located west of Highway 44 and north of Highway 633 and can be accessed directly from Highway 633. The airport serves as a regional transportation hub for the County and the surrounding region and is used for general aviation. It also serves as a hub for a variety of aviation-related businesses, such as flight training and aircraft maintenance and repair.

Page 22

Sturgeon County Transportation Master Plan

Map 1. Existing Land Use

Sturgeon County Transportation Master Plan 2022 Land Use Map Map Scale: 1:300,000 Scale Bar 0

3.25

6.5

13 km

Alcomdale Mearns

Folder: I:\!__Interbranch\2131-00551-22_Sturgeon County TMP\13_GIS\ArcGIS_Pro\Sturgeon_County TMP\

Riviere Qui barre

Cardiff

Legend

Pine Sands

Land Use Carbondale

Calahoo

Namao

Villeneuve

AG: Agriculture - General

Lamoureux

C3: Neighbourhood Commercial

RE: Resource Extraction

C4: Heartland Commercial District

R1: Residential 1 - Country Residential

AP: Airport

R2: Residential 2 - Country Estate Residential

AJ: Alternative Jurisdiction DC: Direct Control

R3: Residential 3 - Hamlet Unserviced

INS: Institutional

R4: Residential 4 - Hamlet Serviced

POS: Public Open Space

PU: Public Utility

HR: Hamlet Reserve

REC: Recreational

I1: Primary Industry Support

EP: Environmental Preservation

I2: Unserviced Industrial

RVS: RV Storage

I3: Local Industrial

R6: Modular Dwelling

I4: Medium Industry

Free Representation

I5: Heavy Industrial

County Boundary

IR: Industrial Reserve

Municipal_Boundary

C1: Commercial 1 Highway Commercial

Hamlets

C2: Commercial 2 - Local Commercial

Page 23

Sturgeon County Transportation Master Plan

4.3 Growth Areas There are several community and economic

direction for agricultural uses, environmental

growth areas in Sturgeon County that influence

protection, and the Valley Core Reserve. It

how the County should maintain and invest in its

also prioritizes lands for recreation and the

transportation network over the next 25 years.

establishment of greenway corridors, including

The County must undertake a proactive approach

connections from the Sturgeon Valley to the Red

in implementing plans and policies that address

Willow Trail system in St. Albert.

future transportation needs, which will allow the

The Sturgeon Valley South will develop over

County to better predict and align with community goals. Ongoing and planned growth areas in Sturgeon County include: • Sturgeon Valley – In 2021, Sturgeon County approved the Sturgeon Valley Core and South Area Structure Plans (ASPs), which includes a mix of residential, industrial, and commercial development. Figure 5 illustrates the development concept plan as outlined in the Sturgeon Valley Core Area Structure Plan (May 2021). The residential area will continue to consist of low-density development with no changes to current development guidelines. In addition to the existing residential uses, the Valley Core area development plan sets out the

Page 24

multiple planning stages as highlighted in Figure 6, with the first stages of development (Planning Area 1) adding over 21,000 residents over the next 30 years. As illustrated in Figure 7, lands to the north remain agricultural, and lands to the south will accommodate a range of residential developments with increasing densities approaching St. Albert and Edmonton. In addition, a commercial and light industrial area is zoned for the lands to the east (Planning Area 2), adjacent to Highway 28. This area is expected to create approximately 4,800 jobs.

STU RGE O N VA L L E Y CORE AREA STRU C TU RE PL AN

Sturgeon County Transportation Master Plan

ine lM oa

Rge Rd 251

▼ FIGURE 5: DEVELOPMENT CONCEPT MAP

St urg eo n

Dr rose Belle

st Ea Rd

Section 5: Goals, Objectives and Policies

5 . G OA L S , O B J EC T IV ES AN D P OL IC I E S

Figure 5. Development Concept Plan, Sturgeon Valley Core Area Structure Plan (Figure 5)

Rge Rd 250

d eon R Sturg

LEGEND Sturgeon Valley Core ASP Boundary Existing Lots Canadian National Railway (CNR) Sturgeon River

LAND USE DESIGNATIONS Valley Core Reserve Existing Residential Commercial Agriculture

Recreation Environmental Protection Public Utility 0

SCALE: 1:30,0000 0.5 1.0 km

St u rg eo n Count y Page 25

Sturgeon County Transportation Master Plan

Figure 6. Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10)

Page 26

Sturgeon County Transportation Master Plan

Figure 7. Concept Plan, Sturgeon Valley South Area Structure Plan (Figure 9)

Page 27

Sturgeon County Transportation Master Plan

The population in Sturgeon Valley is currently

other amenities. The continued expansion of

estimated to be 4,500 people and is expected

the Alberta Industrial Heartland will generate

to double to 10,000 people by 2030. As the

significant employment opportunities for the

Valley develops out to full build-out conditions,

region, which will inherently place increasing

it will ultimately accommodate over 61,000

pressures on the transportation network. The

people with most development occurring in the

transportation network connecting to and from

Sturgeon Valley South area.

the Industrial Heartland must continue to be

Overall, the proposed growth in the Sturgeon Valley, in addition to continued growth in the surrounding region, is expected to generate

maintained so that people, goods, and services are connected to the major local and global markets safely, efficiently, and effectively.

a significant volume of traffic through the

• Sturgeon Industrial Park - The Sturgeon

Sturgeon Valley Area, placing increased

Industrial Park (SIP) is located on the

pressures on the transportation network

southeastern part of Sturgeon County and

surrounding Sturgeon Road. The significant

forms part of the County’s large economic hub.

increase in residential density, particularly

The area is bounded by Township Road 554

through the creation of an urban hub within

to the north, Highway 825 to the east, the CN

the Sturgeon Valley South area, will require

Sturgeon Industrial Rail Line to the southeast,

investments in non-motorized forms of

Township Road to the south, and Range Road

transportation such as transit and trails that

230 and Range Road 225 to the west. SIP has

contribute to the health and wellness of the

an established road network with access to

community.

major highways and rail. With recent County

• Alberta Industrial Heartland – Within Sturgeon County, the Alberta Industrial Heartland encompasses approximately 16,500 ha of land and is bounded by 1.6km north of Highway 38 and Township Road 570 in the north, the North Saskatchewan River and Range Road 205 to the northeast, Township Road 554 to the south, and Range Road 225 to the west. As highlighted in Figure 8, the future land use concept shown in the Alberta Industrial Heartland Area Structure Plan Bylaw illustrates a large portion of land dedicated to heavy industrial uses, with agricultural uses surrounding the industrial area. A smaller area near the junction of Highway 643 and Highway 825/Opal Road is designated for an industrial service centre to serve the large work force in the area and would include services such as a truck stop, restaurants, and

Page 28

investment in infrastructure upgrades for the area, the SIP currently has more than 2,000 acres of serviced land and 1,400 acres available for further servicing. The SIP is supported by convenient access to major highways and the CN Sturgeon Industrial Rail Line. Maintaining these facilities and accesses will enable efficient movement of goods and services and promote economic growth within the County and the surrounding region.

Sturgeon County Transportation Master Plan

Figure 8. Alberta Industrial Heartland Future Land Use Concept

Page 29

Sturgeon County Transportation Master Plan

• Villeneuve Airport – The Villeneuve Airport is located west of Highway 44 and north of Highway 633 and can be accessed directly from Highway 633. As a regional airport, it serves general aviation and flight training and is designated as an integral logistics and employment hub. The County recently approved the Villeneuve Airport Master Plan (VAAMP) to advance future land use and economic opportunities in the airport’s vicinity, including new commercial and industrial development to support regional economic growth, diversification and job creation (see Figure 9). As of TMP adoption, the Villeneuve Airport Area Structure Plan (VAA ASP) is underway. The airport is designated as an integral logistics and employment hub. Investing and maintaining safe and efficient access to the airport is critical for job creation, facilitating new investment, and to the overall economic health of the County and region.

Figure 9. Villeneuve Airport Planning Area

Page 30

Sturgeon County Transportation Master Plan

• Growth Hamlets – Sturgeon County is home to multiple Hamlets experiencing steady growth and development in recent years, including the Hamlet of Cardiff and Namao. Due to their proximity to major transportation corridors and the growing demand for housing in these areas, these hamlets offer a mix of urban and rural amenities and provide residents with a sense of community and connection to the surrounding rural area. While these Hamlets are not projected to grow at the same rate as the Sturgeon Valley, there is a continued need to provide high quality transportation infrastructure and alternative transportation options to meet community needs. This is vital for fostering economic growth and enhancing accessibility to services, which all contribute to the overall connectivity, livability, and resilience of the hamlets.

Page 31

Sturgeon County Transportation Master Plan

4.4 Road Network The following subsections provides an overview of

• Provincial Highways in Sturgeon County are

the County’s current road network, including road

maintained by TEC and serve as important links

classification, pavement conditions, hamlet road

within the County’s transportation network,

connections, traffic volumes and neighbourhood

connecting hamlets, key economic areas, and

speeding.

other destinations within the County and

4.4.1 Road Classification The roadway system is essential for the movement of people and goods within the County and plays a vital role in the economic and social development of the region. The roadway network within Sturgeon County consists of a range of roadway classifications that serve different functions and connect various destinations to, from, and within the County. The roadway classification system provides a framework for determining the level of maintenance and investment required for each roadway type to ensure resources are allocated efficiently. In Sturgeon County, the road network is comprised of both rural roadways and urban roadways, as illustrated in Map 2 and Map 3, respectively. These roadways are generally classified into one of the following categories2.

the region. Access on provincial highways is generally limited and connect to other highways and county roadways. Sturgeon County is served by major highways such as Highway 2, Highway 37, and Highway 28. The County is also served by other secondary highways such as Highway 835, Highway 633, and Highway 642. • Arterial Roads are intended primarily to move large volumes of traffic safely and efficiently over relatively long distances. Arterials typically have higher traffic speeds, with little or no direct access to adjacent properties. Sturgeon Road between the County boundary to Highway 28, is the only segment of roadway classified as an arterial. • Collectors Roads generally serve urban areas, connecting traffic from local roads to the arterial or provincial highway road network. These roads feature moderate traffic mobility and higher degrees of property access. Collector roads may include features like roundabouts or traffic calming measures to manage traffic flow. Range Road 250, Starkey Road, Bellerose Drive, and

Based on the 2023 GMSS update, which was

completed concurrently with the development of this TMP. Road classifications and corresponding road standards from the GMSS update are considered existing conditions in this TMP.

Coal Mine Road are all examples of Collector Roads within the County. • Local Roads are primarily intended to provide access to adjacent properties. There is generally less tolerance for large volumes of traffic and fast traffic speeds. A majority of subdivision roads within the Sturgeon Valley area are considered local roads within Sturgeon County.

Page 32

Sturgeon County Transportation Master Plan

• Rural Grid Roads are considered any nonurban, township or range road under the jurisdiction of Sturgeon County. These roads form a large component of the County’s road network and are critical in facilitating local access and movement of goods and services throughout the County. Rural grid roads are further classified by Class 1, Class 2, Class 3, and Haul Road: » Class 1 roads are paved roads with a typical cross-section width of 9.0m that carry over 1,000 vehicles per day (vpd). » Class 2 roads are gravel or paved roads that

4.4.2 Pavement Condition The road network in Sturgeon County is fundamental to fostering community connectivity, driving economic growth, and facilitating overall development. To fully capitalize on these benefits, the road network must be adequately designed, maintained, and upgraded as needed. Sturgeon County currently maintains approximately 285 lane-km of paved roads (full pavement and light pavement). A comprehensive assessment of these surfaces undertaken by the County in 2022 (2022 Pavement Condition Assessment) indicates that approximately 45% of the paved network is in good

have a typical cross-section width of 8.0m and

condition, 31% is in satisfactory to fair condition, and

accommodate between 200 and 1,000 vpd.

24% is in poor or very poor condition. In the context

» Class 3 roads are gravel roads that have a typical cross-section width of 7.5m and carry less than 200 vpd. • Haul Roads are gravel roads that have a typical

of Sturgeon County, road segments in poor to very poor condition are defined as “backlog roads”, which indicate insufficient funding is available to construct the most cost-effective rehabilitation.

cross-section width of 10m and carry less than

The 2022 Pavement Assessment also included a

200 vpd. Haul roads are generally used for truck

lifecycle cost analysis to determine the necessary

traffic in the gravel extraction areas. There are

long-term funding required to maintain the

currently no roadways classified as Haul Road.

pavement network, address backlog costs, and

Properly classified roads help ensure the safety and efficiency of the transportation network for all users. It also allows the County to have a clear and consistent approach in prioritizing capital improvements and future transportation planning and design. Table 1 outlines the existing volume thresholds and typical design criteria by road classification as defined by the 2023 GMSS. These

develop a road rehabilitation program. Overall, the assessment suggests that the County should increase its current rehabilitation budget from $2.0 million/year to a minimum of $3.0 million/year to maintain the current backlog condition over the next 20-years. To remove all backlog roads, the County must increase its rehabilitation budget to $5.0 million/year.

guidelines provide the County with the necessary

As traffic increases on the road network, the

tools to make informed decisions related to the

percentage of backlog roads will increase over time

development of new roadways or reclassification

while the percentage of good condition roads will

of existing roadways based on their current and

decrease. By allocating more resources to road

future functionality.

rehabilitation, the overall quality and functionality of the road network can improve, leading to smoother and safer travel for road users. Strategic directions to address road rehabilitation are further explored in Section 7.1 and Section 8 of the TMP.

Page 33

Rge Rd 262

Rge Rd 263A

Rg e Rd

Hwy 44

26 2

Rge Rd 271

Rge Rd 273

e 25

Hwy 28

Rge Rd 264

Rge Rd 261

Rge Rd 273

Rge Rd 265

Rge Rd 270

Rge Rd 272

Rge Rd 243

Hales St

Elliot St

Northview Cr

Rge Rd 262

Rge Rd 263

Rge Rd 274

Rd 27

Rge Rd 273

to 37

Rge Rd 252

Rge Rd 253

Tra il

Rge Rd 232

Horner Dr

Rge Rd 242

Rge Rd 243

Hwy 2 Rd

Rge Rd 244

lsen

Legend

Provincial Highway

y Hw 15 H

Hwy 37

W Y

Old Fort

82 5

Trail

y Old Fort Trail Service Road

Rge Rd 225

Rge Rd 231

Twp Rd 551

Rge Rd 235

Rge Rd 242

Cr 2378CL

Cambrae

Sturgeon Way Sturgeon Cr 100

La mo

Hw y 15

ure ux Dr

Lamourea

x Dr

Sturgeon Dr

Lane Lane

Hwy

Shultz Dr

Hwy 28 Service Rd

Main

Mill

rvice

2 Se

Hwy 2 Service Rd

Cardiff Park Rd

Hwy 2 Service Rd

Hwy 44 Service Rd

Rge Rd 252

Nie

Rge Rd 271

Rge Rd 265

Rge Rd 272

Hwy 2 Service Rd

Service

Rge Rd 274

Rge Rd 273

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 250

Rge Rd 245

Rge Rd 231

Old

2 NB

Rge Rd 255

Hwy 2 Service Rd

Lac St. Anne Trail

Hwy 37 Service Rd

Rge Rd 260

Rge Rd 261

Rge Rd 264

Rge

Rge Rd 272

Rge Rd 273

McFeeters Dr

Rge Rd 275

Dr E

Estates Way

St Hwy 825 Ga urge um on Dr on tC r ale

Bo ysd

Park Rd

Rge Rd 225

Hwy 28A Service

Valley Dr

Lamoureux Dr

Abby Dr Lane

Rge Rd 253

Gibbons

Rge Rd 231

Hwy 28A

50 Ave

Rge Rd 260

Rge Rd 261

Rge Rd 262

Hwy 2

Rge Rd 263

Rge Rd 272

Rge Rd 263A

Rge Rd 271

Hwy 803

Vic

555

Rge Rd 221

Rge Rd 220

Rge Rd 223

Rge Rd 225

t La

Poin

Rge Rd 222

Lost

Rge Rd 233

Rge Rd 235

Rge Rd 242

Rge Rd 10

Rge Rd 264

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 230

Rge Rd 273

Rge Rd 274

Rge Rd 275

Rge Rd 12

Hill Rd

Rge Rd 224

Junipe r Dr

Hwy 643

Twp Rd 560 tori a Tr

Iv an Rd Rge Rd 213

Rge Rd 232

Map le

Hwy 38

38 Victo ria

643

Fort Saskatchewan

Existing Rural Classes Class 1 Class 2 21 Class 3 Haul Road Private

Tw p Rd

Vict oria

Rge Rd 204

Rge Rd 205

Rge Rd 230

Rge Rd 204

Edit Cr

Twp Rd 574

830

Rge Rd 202

Rge Rd 234

Ric hfie Ed ld ua Rd rd Rd Rge Rd 235 Greenwood

Rge Rd 241

Map 2. Existing Rural Road Classification

Rge Rd 203

Rge Rd 215

Rge Rd 220

Hwy 28

Aspenridge Cr

Rge Rd 210

Rge Rd 211

Rge Rd 243

Brook Hollow Dr

Hwy 829

Rge Rd 213

Rge Rd 233

Rge Rd 251

Rge Rd 253

Rge Rd 241

Ravine Rd

Hwy 651

Leomar

252A

Rge Rd 253

e Rd

Hwy 644

Rge Rd 210

Twp Rd 572 Rge Rd 214

e Rd

Hwy 28 Servic

Zahar Dr

Woodridge Cr

ights

Meadow Cr

n He

Rge Rd 240

Rge Rd 252B

Rge Rd 255

REDWATER

Rge Rd 211

Hillsborough Dr

Golde

Hillsborough

Rge Rd 252

Rge Rd 254

Rge Rd 220

e Rd

Hwy 28 Servic

Rge Rd 241

2SB to 642

Rge Rd 251

Rge Rd 270

Rge Rd 264

Hwy 28 Hwy 28 Service Rd

Hwy 28 Service Rd

Rge Rd 255

Rge Rd 254

Hwy 44

Rge Rd 235

Rge Rd 240

Rge Rd 230

Hwy 28A

Rge Rd 233

Crozier Cr

Twp Rd 554 Stur ge on Sturge on Dr Dr

Rge Rd 275

Rge Rd 10 Do ver Rd

Twp Rd

Rge Rd 280 s Rd

Casa Vista Dr

eter

Casa Vista Dr

Rge

McFe

Twp Rd 560

St 1 2 St St 3

Rge Rd 280

Twp Rd 560

Rge Rd 223

Salmon Dr

South Sturgeon Dr

Hwy 779

GIBBONS

ll C r ee k

Edmonton

Ra Ave

Rge

Lois Hole Centennial Willow Ave

e Av

Hillsborough Heights

Twp Rd 542

ay ilw

ll Ba y

Twp Rd 553

Coronado

Rge Rd 220

Rge

BON ACCORD

Lane

Rge Rd 11

Gibbonslea

Vista

Nor Dr

orr

Way

ood

ice

Serv

Vista

Wes tw

Bon Accord Hwy 28A

Rex Pl Hewi tt Dr

Fernwood Cr

Range Road 211

y 28

Ridge Dr

ae ton mbr D Shultzr Ca Dr

Twp Rd 575A

212

rle

Twp Rd 580

Rd Rge

Maple

Twp Rd 564

z Cr

Rge Rd 234A

216 Ca

ge Stur 234

See Existing Urban St Albert Road Classification Map

Twp Rd 570

Erickson Dr Twp Rd 573

nsle

Twp Rd 561A

Rge Rd

Hwy 37 Service Rd Hwy 37 Service Rd

Valley

Hewett Dr

Twp Rd 551

Twp Rd 560

Aubrey Pl

Twp Rd 552

Shult

Cambrae Dr W

261A

Enoch Cree Nation No. 135 Twp Rd 554 Dr

ief Cl Paquin St Jasper St Lane St John St Echo Ave Cardi ff Par Pros Pl k Loo Star-Key pe p ct Pl Ca rd iff Pa rk So uth

Hwy 28

Rd ef Dr

Spruce Grove MORINVILLE

Grandview Cr

r Ch Hwy 37

Hwy 642

view

Silve 540A

Morinville

633 Hw

p Rd

Twp Rd 544

Rge

Meadowview Dr Twp Rd 540A

Chi Silver

Reyda Dr Dr Riverview

Cr Twp Rd 544 37 to 2 NB

Ravine

ve r Rd lt Rd Terrau

Sil Service

Kuryluk Blvd Twp Rd 544 Northern Dr Rd Hwy 37

e Rg

Hwy 633

vice

Nelson

Twp Rd 544 37 Ser

Twp Rd 560

803

Honeybear Ave

bo Gib

Twp Rd 562

to 2 SB ice Rd 37 EB Serv Hwy 2

Lassoo Tr Hwy

Hwy 44

Meadowview Dr r

Hwy 633

Twp Rd 572 Oak Dr

Twp Rd 572

Gra

Hwy 37 Service Rd to 37

Riverbend Rd 2 SB

dD rlan

Twp Rd 540 Twp Rd 565

Twp Rd 574

h Pl Hillsboroug

Al exander 134 651 Hw

Twp Rd 572A

Benjamin

Twp Rd 554

Hwy 2

44 Hwy 642 Service Rd

Twp Rd 543 Twp Rd 571

LEGAL

Hohum Cr

Hwy 642

Twp Rd 580

Twp Rd 571 0

ing Land

Twp Rd 563

642 to 2 SB

Villeneuve Airport

Hwy 651

age

Rge Rd 11 Rge Rd 11

44 Rd 58

Twp Rd 572 Twp

e rv

Twp Rd 571

Herit

544A

4A 56

Hwy 633 p Rd

633 Tw

Roy Dr

Service

Twp Rd 545 545A

Hwy 44

Twp Rd et

Flynn Ave Stre

ALEXANDER FIRST NATION St 4 St 2

Erin Dr

779 Dr Zodiac

Galaxy Way

Page 34 James Dr ay ilw Ra

Pin e Av

e Dr

Rge Rd 11

Twp Rd 580

se Re

Twp Rd 563

l Pear

Rge Rd 11

Twp Rd 582

2 d 58 pR Tw

Twp Rd 570 e nio Av U

Stre

St mara McNa

Bow Bay y wa

273

37 il Ra

Twp Rd 564 Twp Rd 564 Rge Rd

St w St illo h W Birc St Fir

Rge Rd 11

Sturgeon County Transportation Master Plan

Opal

County Boundary

Twp Rd 574A

Redwater

570

Twp Rd 564A

Twp Rd 561

830

Twp Rd 555A Twp Rd 555

636

Elk Island National Park

Railways Municipal_Boundary 16

Sherwood Park 630

Cooking Lake-Bl ackfoot

Sturgeon County Transportation Master Plan

Map 3. Existing Urban Road Classification

Rd ine M al

R an ge R oa d 25 1

Co Rd e in lM oa

28A 28

eon turg

Eas

Namao

lle

ro s

Range Road 25 3

Sturgeon Valley d nR Golf & Country geo Stur Club

Canadian Forces Base Edmonton

28A

Township Road 544

Ra n ge Roa d 24 3

MacArthur Siding

Range Road 244

Range Road 252

Range Ro a d 253

Terrae Pines2 Golf Course

Range R oad 245

Rge Rd 251

Kin g swood

Woodlands

216 Provincial Highway

Edmonton Forest Lawn

1 15

St Albert

1 12 St NW

St Albert

Legend

Fort

Spruce Grove

T o w nshi p Ro ad 54 2 28

Hunters Green Golf Club

Braeside Ravine Saskatchewan Lacombe Lake Park

Twp Rd 542

Existing Urban Classes Arterial Collector Local

216

Railways S t NW

T rl

Dee r Rid ge

R i verlot 56

Er i n Ridge

Edmonton Garrison Meml Gol f Club

Municipal_Boundary County Boundary

St NW

St A l b e rt

V i lleneuve Rd

Lancaster Park

Rge Rd 250

Bel

Rang e Road 250

ler

Page 35

Sturgeon County Transportation Master Plan

Table 1. Typical Volume Thresholds and Design Criteria by Road Classification

Sturgeon County Road Classification

Daily Traffic Volume Threshold

Design Speed

< 30,000 vpd

80 km/h

Typical Road Minimum Cross-Section Width Right-of-Way Width

Surface Treatment

Arterial

Urban Roads Four-Lane Divided Sturgeon Valley

20.3m

42.0m 34.0 – 35.0m

Paved

< 5,000 vpd

12.0m

23.0m

Major Residential

< 10,000 vpd

12.5m

25.0m

Industrial /Commercial

< 10,000 vpd

13.5m

26.0m

Sturgeon Valley Residential

<5,000 vpd – 10,000 vpd

12.5m

25.5 – 28.5m

Sturgeon Valley Commercial/Mixed Use

< 10,000 vpd

12.5m

22.5m

Lane

<1,000 vpd

20 km/hr

5.8m

6.0m

Residential

<1,000 vpd

50 km/h

7.5 – 9.0m

20.0 – 30.0m

Industrial/Commercial

<1,000 vpd

50 km/h

11.0m

22.0m

Sturgeon Valley

<1,000 vpd

50 km/h

11.0m

24.0 – 28.0m

Class l Rural Grid

>1,000 vpd

80 - 100 km/h

9.0m

40.0m

Hot mix asphaltic concrete

Class ll Rural Grid

200 – 1,000 vpd

60 - 90 km/h

8.0m

30.0 – 40.0m

Hot mix asphaltic concrete or gravel

Class lll Rural Grid

<200 vpd

60 - 90 km/h

7.5m

30.0m

Gravel (dust mitigation)

Haul Road

<200 vpd

60 - 90 km/h

10.0m

30.0m

Gravel (dust mitigation)

Local

Collector

Minor Residential

50 - 60 km/h

Paved

Rural Roads

Page 36

Sturgeon County Transportation Master Plan

4.4.3 Hamlets Network Connections Access to the 10 hamlets located across Sturgeon County is facilitated by its large network of highways, collector, local, and rural roadways. Each hamlet is served by key roadways, including:

West Sturgeon County • Alcomdale – Primary access to Alcomdale is

• Pine Sands – Primary access into Pine Sands is provided through the intersection of Range Road 10 and Pine Drive. Range Road 10 is classified as Class 2 rural road south of Pine Drive and a Class 3 rural road north of Pine Drive and connects to Highway 37 in the south. Pine Drive is a Class 3 that provides direct access to adjacent private properties.

provided through Highway 44 and Township

• Riviere Qui Barre – Access to Riviere Qui Barre

Road 570. Township Road 570 is classified as

is provided through Township Road 554 (Class

a collector and facilitates direct connections

2 and 3) and Range Road 265 (Class 2), which

to the local roads in Alcomdale. Three local

both connect to Highway 44. These two roads

roads connect directly onto Township Road

also intersect at the center of Riviere Qui Barre,

570, including 4 Street, Main Street, and Union

providing convenient connections for residents.

Avenue. The Alcomdale Community Hall is also

Other key Class 3 include Flynn Avenue and

considered a pedestrian generator.

Poirier Street. Key pedestrian generators include

• Calahoo – Calahoo is located northwest of the Villeneuve Airport and can be accessed directly

the Riviere Qui Barre Arena and Camilla School, both located along Range Road 265.

from Highway 37. Range Road 275 (Main Street)

• Villeneuve – Located immediately west of

is the primary collector in Calahoo and connects

Highway 44, major access to Villeneuve is

to other local roads including Lac St. Anne

facilitated by the intersection of Highway 44 and

Trail and Township Road 545A. Key pedestrian

Highway 633. Range Road 265 is the primary

generators include the Calahoo Arena, the

local road that provides north-south connections

Calahoo Community Hall, and churches located

in Villeneuve and intersects with Highway 633

along Range Road 275.

at the center of Villeneuve. Range Road 265

• Mearns – Primary access into Mearns is provided through the intersection of Township Road 565 and Range Road 263A, which are both classified as Class 3 rural roads. There is also an at-grade

connects to Highway 44 north of the hamlet. Several churches and the Villeneuve Community Hall are key pedestrian connectors within the community.

rail crossing on Range Road 263A, approximately 400m south of Township Road 565.

Page 37

Sturgeon County Transportation Master Plan

Central Sturgeon County • Carbondale – Carbondale can be accessed from Highway 28 through Township Road 552 from the east. Township Road 552 is an eastwest Class 2 road that connects from Highway 2 to Highway 28 and beyond on either ends. Other key Class 3 roads in Carbondale include Township Road 552A and Range Road 224. • Cardiff – Cardiff can be accessed from Highway

• Namao – Namao is primarily served by Highway 37 immediately east of Highway 28. Direct accesses is provided along the Highway 37, including the connection to Range Road 244, which links directly to the Edmonton Garrison. There is also a short segment of trail located on the north side of Highway 37 that facilitate active mode connections from Sturgeon Composite High School.

2 through Township Road 554 (Cardiff Road)

East Sturgeon County

from the west. Both Township Road 554 and

• Lamoureaux – Located along the North

Range Road 251 are Class 1 roads that traverse

Saskatchewan River, Lamoureaux is mainly

through Cardiff and connect to several local

served by Lamoureux Drive (a Class 1 road)

subdivision roads such as Main Street, Mill

which connects to Highway 15 on the west

Road, and Jasper Street. There is also the Cardiff

side. Lamoureux is also served by two trails,

Road Trail that is located on the south side of

the Lamoureux Trail which runs parallel to

Township Road 554, which connects to Red

Lamoureux Drive, and the Fort Augustus

Ribbon Trail located in the Cardiff Park.

Heritage Trail which is located further north east of the Lamoureux Trail.

Page 38

Sturgeon County Transportation Master Plan

4.4.4 Neighborhood Speeds Neighborhood speeding was identified as a concern through the internal stakeholder and community engagement process. Through this process, the County identified several areas within the Sturgeon Valley area where excessive speeding was believed to occur. These locations include Starkey Road, Bellerose Drive, Township

These patterns suggest there is a need for the County to develop effective speed-reduction solutions to slow down traffic and improve safety on the transportation network, especially in areas with higher densities of development and vulnerable users. Mitigation measures and strategic policies to address neighbourhood speeding are further explored in Section 5 and Section 8 of this TMP.

Road 544A, Upper Manor Estates (E Estates Way, Villa Drive), and Pinnacle Ridge Estates (Pinnacle Way). Speed data collected along these corridors in September 2022 indicate that both the average and 85th percentile observed speeds exceeded the posted speed limit on the study corridors.

Page 39

Sturgeon County Transportation Master Plan

4.4.5 Traffic Projections & Analysis Average Daily Traffic volumes were established based on most recent counts collected by Sturgeon County and TEC. As illustrated in Map 4, higher traffic volumes are generally observed along

highway growth rate and best practices for TEC. Higher growth rates are expected on the road network in key growth areas such as the Sturgeon Valley. For these areas, different growth rates and traffic projections reflect future development plans.

the highways and around key economic and

Map 5 and Map 6 illustrate the 10-year and 25-

development areas such as the Sturgeon Industrial

year forecast of daily traffic volumes. The traffic

Park, Sturgeon Valley area, and the Calahoo and

projections suggest that no further road network

Villeneuve area. These patterns are consistent with

capacity upgrades (i.e. road widening) are required

the current population and employment activity

to support traffic growth over the next 10 years.

throughout the County, as well as the current

The 25-year volumes shown reflect the 127 Street

land use patterns in Sturgeon County and the

extension to Sturgeon Road and completion of

surrounding region.

Planning Area 1 within Sturgeon Valley. Most of the

Aside from the provincial highways, most of the roads in Sturgeon County are accommodating 1,000 vpd or less. The main roads within the Sturgeon Valley area currently carry up to 8,000 vpd, while roads serving more populated hamlets such as Cardiff, Calahoo, Lamoureux, and

County’s local roads will continue to accommodate 1,000 vpd or less before the 25-year horizon. As expected, the expansion of Sturgeon Valley will result in significant traffic increases with Sturgeon Road and Starkey Road carrying between 4,000 and 15,000 vpd.

Villeneuve, currently supports 4,000 vpd or less. In

While traffic on the road network is anticipated to

addition, roads serving the Sturgeon Industrial Park

increase by at least 50% over the next 25-years,

and the Alberta Heartland generally accommodate

most of the County’s roadways do not meet the

between 1,000 and 4,000 vpd.

traffic volume thresholds for roadway or bridge

Future traffic volumes are forecasted based on several sources of information, including historic highway growth, travel projections obtained from the EMRB, TNIS, and the Sturgeon Valley ASP traffic review. Taking into consideration future population and employment growth as well as historic traffic growth, traffic volumes on a majority of the roadways in Sturgeon County are forecasted to grow at approximately 2.0% per year, which aligns with historical growth within the community and population projections outlined in the MDP. Most of the highways within Sturgeon County experienced a historic growth rate of less than 2.0% per year, however, to account for existing trends, a 2.0% linear growth rate was applied to the highways. This aligns with the average provincial Page 40

widening from two to four lanes. However, some roads may require reclassification based on the thresholds outlined in Table 1. In addition, new links and road upgrades within the Sturgeon Valley will be required to facilitate planned growth and development. Further discussion on the future road classification is provided in Section 6.

Sturgeon County Transportation Master Plan

Rd fie ld Ric h

2 d 58

Rge Rd 262

Rge Rd 202

Rge Rd 203

Rge Rd 204

Rge Rd 210

Rge Rd 211

Hwy 829

Rge Rd 213

Rge Rd 204

Rge Rd 205 Rge Rd 213

Rge Rd 220

Rge Rd 221

Rge Rd 222

Rge Rd 211

Rge Rd 210

Hill Rd

Rge Rd 224

Rge Rd 223

Rge Rd 225 y8 Hw 5

Rge Rd 220

Rge Rd 252

Rge Rd 245

ax Dr Lamoure

Dr ux re ou

Hwy 28

La m

Old Fort Trail Service Road

HW Y

Rge Rd 232

Rge Rd 231

Rge Rd 242

Lamoureux Dr

St Hwy 825 Ga urge um on Dr on tC r

Rd Rge Rd 223

ale

Bo ysd

Park Rd

Rge Rd 225 25

Rge Rd 234A

Rge Rd 242

Rge Rd 215

Dr Zahar

Rge Rd 230

Rge Rd 231

Sturgeon Dr Rge Rd 235

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 243

Rge Rd 245

Rge Rd 214

Rge Rd 230

Rge Rd 232

Service Rd

Hwy 28A

Rge Rd 230

Rge Rd 240

Hwy 28

d2 25 A

Rge Rd 233 Dr le Map

Rge Rd 233

50 Ave

Rge Rd 235

Rge Rd 233

Hwy 28A

Abby Dr Lane

rk Pa Dr E Cambrae

Hwy 28A Service

Rge Rd 241 Crozier Cr

Shultz Dr

Hwy 28

Cr lsen Nie

Rge Rd 250

McDonell Cr

Rge Rd 252

Rge Rd 253

Rge Rd 262

Rge Rd 261

2 26

Rge Rd 263A

Hwy 44

Hwy 28

ights

Meadow Cr

n He

Woodridge Cr

h Dr

Hillsborough

Golde Rge Rd 235

Rge Rd 242

e Rd Hwy 28 Servic

Rge Rd 252

Hwy 2 Service Rd Service

2 NB

to 37

Hwy 2

Northvie w Cr

Hwy 2 Service Rd

Rge Rd 255

Rge Rd 260

Rge Rd 261

Rge Rd 264

St Albert

Rge Rd 243

Rge Rd 263 Rge Rd 264

Rge Rd 265 Hwy 44

Rge Rd 271

Sil ve rC r 540A Dr Twp Rd

Twp Rd 540A

y 28 Hw

Rge Rd 270

Hwy 28 Service Rd Hwy 28 Service Rd

rvice 2 Se

Hwy 2

Hwy

Hwy 2 Service Rd

ill

Rge Rd 244

2SB to 642

Rge Rd 254

Rge Rd 255

Hwy 44 Service Rd

Rge Rd 265 1 Rd 27 Rge

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 251

Rge Rd 264

Rge Rd 270

Lane Lane Stree Poirier St t

Rge Rd 273 Erin Dr

Rge Rd 273

Rge Rd 272

Rge Rd 273

Hwy 28 28

DrRiverview

Twp Rd 542

Rge Rd 272

636

Rge Rd 274

Hillsboroug

Rge Rd 240

Rge Rd 252

Hwy 2

Rge Rd 261

Rge Rd 263

Rge Rd 253

Rge Rd 263A

Rge Rd 262

Rge Rd 260

Rge Rd 272

Rge Rd 271

Rge Rd 272

Rge Rd 273

Rge Rd 274

Do Rge Rd 10 ver Rd

Rge Rd 220

Brook Hollow Dr Hwy 651

25 2A Leomar Ravine

Rge Rd 253

Rg e Rd

Rge Rd 254

Rge Rd 252B

Rge Rd 255

Rge Rd 273

Rge Rd 274

Rge Rd 264

Rge Rd 10

Rge Rd 275

Rge Rd 11

Rge Rd 275

Lac St. Anne Trail

Twp Rd 544

McFeeters Dr

Fort Saskatchewan

e Rg

St 1 2 St 3 St

Rge Rd 275

Trail

Old Fort

MacArthur Siding Inset - Sturgeon Valley

Sturgeon Cr 100

Rge

1 wy

Hwy 37

Valley

Rge

Estates Way

Sturgeon Way

Rge Rd 280 s Rd

Twp Rd 554

Hwy 779

Twp Rd 555

Rge

eter

555

Stur ge on Sturge on Dr Dr

Horner Dr

McFe

Rge Rd 220

Vista

Twp Rd 553

Twp Rd

Twp Rd 551

Rge Rd 280

Hwy 28A

Salm Be on Dr ll Ba y

e Dr

234

Hewett Dr

Spruce Grove

Twp Rd 555A

SEE INSET

Townsh ip Road 542 Elk Island National Park

830

Dr Chief Silver 261A Rd Rge

779

V Twp Rd 560

Twp Rd 560

Hwy 44

Meadowview Dr

830

Lancaster Park 633

Hwy 633

Reyda Dr

a Tr

ri icto

Ravine Twp Rd 540

Twp Rd 544

643

Hwy 37 Service Rd Hwy 37 Service Rd

Twp Rd 564A

Hwy 37

ria Tr

Twp Rd 561

Vista Way Casa Vista Dr

2378CL

Hwy 633

Twp Rd 543

nd Ferla

633

Villeneuve Airport

37 to 2 NB

Twp

Victo

Hwy 643

Casa Vista Dr

Twp Rd 560

Hwy 38

oria

Vict

570

Kury luk Blvd Twp Rd 544 Twp Rd 544 Northern Dr

Twp Rd 544

Lassoo Tr

Lane

lt Rd

Terrau

Nelson

to 2 SB Rd Service Hwy 2

Service

ae mbr

Cambrae Dr W

Twp Rd 551

37 EB

p Rd

Hwy 37

Carleton Dr

Shultz

Roy Dr

vice Rd

37 Ser

ultz

Ave Discovery

Twp Rd 552

to 37

l Cr

Galaxy Way

Hwy

Rge Rd

Main

uth

2 SB

Pear

ood

tw Wes

Zodiac

Hwy 37 Service Rd Riverbend Rd

Grandview Cr view nd

k Rd

Gra

ff Par

Twp Rd 554

GIBBONS

South Sturgeon Dr

Aubrey Pl

Cardi

mara

Twp Rd 545

Highway Ave

545A

Benjamin

642 to 2 SB

vice

44 Ser

McNa

Twp Rd

Valley

Gibbons

Range Road 211

Hwy

Paquin St Jasper St St John St Echo Ave Cardiff Pl Pros Pl Star-Key pe ct Pl Ca rd iff Pa rk

Hwy 2 Service Rd

Stre

Serv

Twp Rd 574A

Redwater Rd 212

et Twp Rd 554

Twp Rd 560 Hwy 28 Service Rd

Gibbonslea Dr

Maple Ridg

p Tw

y 44

Stre

Hwy 642

MORINVILLE

ge Stur

e Av

St w h St illo Birc St Fir

James Dr

Morinville

Twp Rd 560

Nor

ell

y wa

Bon Accord

BON ACCORD

Rex Pl Hewi tt Dr

il Ra

Avenue

Willow Ave

Lost Point Lake Dr

Ra Ave

e Av

e Av Hwy 642 Service Rd

Hwy 642

Flynn Ave

Coronado

Twp Rd 574

Rge

ALEXANDER FIRST NATION

ay ilw

Gibbonslea Dr

Twp Rd 561A

Iv an

er Dr

ice

Twp Rd 562

Twp Rd 572

Junip

y 28

Al exander 134

Hillsborough Heights

Twp Rd 564

Hwy 644

e nio Av U

273

Twp Rd 563

Twp Rd 570

803

Hohum Cr

y wa

Twp Rd 565

Twp Rd 573

REDWATER

Honeybear Ave

il Ra

Rge Rd

Twp Rd 563

Twp Rd 571

Erickson Dr

Hillsborough

Twp Rd 571

St t 4 2S

Twp Rd 570

Pine

Twp Rd 571

Twp Rd 572

ing Land

Twp Rd 572

orr

Oak Dr

Twp Rd 574

Twp Rd 572A

Twp Rd 572

Twp Rd 564 Twp Rd 564

651

LEGAL

e rv

Hwy 651

Twp Rd 575A

se Re

Twp Rd 580

eC ridg

580

Rge Rd 241

Twp Rd 580

Rge Rd 234

Opal

Rge Rd 243

Rge Rd 251

Rge Rd 253

Rge Rd 235

Eduard Rd

en Asp

p Rd

Twp Rd 580

Edit Cr

Greenwood Rd

Twp Rd 582

Rge Rd 241

Map 4. Existing Average Daily Traffic Volumes

Kingswood

Lois Hole Centennial

216

Edmonton

Legend Existing Daily Traffic volumes (AADT) 0 - 200 4000 - 8000 200 - 500

8000 - 15000

500 - 1000

>15000

1000 - 2000

County Boundary

2000 - 4000

Municipal_Boundary

Page 41

Sturgeon County Transportation Master Plan

Rd fie ld Ric h Rge Rd 235

Rge Rd 243

Opal

2 26 Rd

Rge Rd 262

e Rg

Rge Rd 261

Rge Rd 202

Rge Rd 204

Rge Rd 203

Rge Rd 210

Rge Rd 211

Rge Rd 213

Rge Rd 204

Rge Rd 205 Rge Rd 214

Hill Rd

Rge Rd 213

Rge Rd 220

Rge Rd 221

Rge Rd 222

Rge Rd 211

Rge Rd 224

Rge Rd 223

Rge Rd 225

Rge Rd 210

Dr Zahar

Rge Rd 230

Rge Rd 231

Rge Rd 220

Hwy 28A

Lamoureux Dr

St Hwy 825 Ga urge um on Dr on tC r

Rd Rge Rd 223

ale

Bo ysd

Lamoure ax Dr

Rge Rd 252

Park Rd

Rge Rd 225

Rge Rd 230

Hwy 28A

Sturgeon Dr

25 y8 Hw 5

Rge Rd 245

636

Dr ux re ou m

Hwy 28

HW Y

Old Fort Trail Service Road

Rge Rd 232

Rge Rd 231

Rge Rd 253

Rge Rd 235

Rge Rd 234A

Rge Rd 242

Rge Rd 243

Hwy 829

Rge Rd 215

Hwy 28

eR Rg

Rge Rd 232

Rge Rd 233

Rge Rd 235

Rge Rd 240

Rge Rd 230

Service Rd Hwy 28

Rge Rd 233

50 Ave

Abby Dr Lane

rk Pa Dr E Cambrae

Hwy 28A Service

Rge Rd 241 Crozier Cr

Shultz Dr

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 242

Cr lsen

Rge Rd 250

McDonell Cr

Rge Rd 252

Rge Rd 253

St Albert

540A

Rge Rd 243

Rge Rd 264

Rge Rd 263A

Map

h Dr Hillsboroug

Hillsborough

Meadow Cr

Woodridge Cr

ights n He Golde Rge Rd 235

Rge Rd 242

e Rd Hwy 28 Servic Hwy 28 Service Rd Hwy 28 Service Rd Hwy 28

ill

Rge Rd 252

Nie

Rge Rd 244

rvice 2 Se

Hwy 2

Hwy

Hwy 2 Service Rd

Hwy 2 Service Rd Rd Service Hwy 2

EB to 37

2 NB

Rge Rd 255

Hwy 2 Service Rd

Rge Rd 260 Elliot St

Rge Rd 261

Rge Rd 262

Northview Cr

Rge Rd 264

Rge Rd 263

Rge Rd 245

2SB to 642

Rge Rd 254

Rge Rd 255

Hwy 44 Service Rd

Rge Rd 265 Hwy 44 Hwy 44

Twp Rd 544

Rge Rd 271

Fort Saskatchewan

Hwy

Rge Rd 270

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 251

Rge Rd 264

Rge Rd 270

Lane Lane Stree Poirier St t

Rge Rd 265 1 Rd 27 Rge

Rge Rd 272

Trail

Old Fort

Rge Rd 273 Erin Dr

Hwy 37

St 1 2 St 3 St

Rge Rd 273

Rge Rd 274

d2 25 A

Rge Rd 233

Hwy 651 Rge Rd 240

Rge Rd 252

Hwy 2

Rge Rd 261

Rge Rd 263

Rge Rd 253

Rge Rd 263A

Rge Rd 262

Rge Rd 260

Rge Rd 272

Rge Rd 271

Rge Rd 272

Rge Rd 274

Rge Rd 273

Lac St. Anne Trail

MacArthur Siding Valley Inset - Sturgeon

Sturgeon Cr 100

Rge

Rge Rd 275

Rge Rd 220

Brook Hollow Dr

Rge Rd 241

25 2A Leomar Ravine

Rge Rd 253

Rg e Rd

Rge Rd 254

Rge Rd 252B

Rge Rd 255

Rge Rd 273

Rge Rd 274

Rge Rd 264

Rge Rd 10

Rge Rd 275

Rge Rd 11

Rge Rd 275

McFeeters Dr

Valley

Rge

Estates Way

Sturgeon Way

Rge Rd 280 Rd

Twp Rd 555

eter s

555

Stur ge on Sturge on Dr Dr

Rge

McFe

Twp Rd

Twp Rd 554

Horner Dr

Rge Rd 280

Do Rge Rd 10 ver Rd

Rge Rd 220

Vista

Hwy 779

Hwy 28A

Salm Be on Dr ll Ba y

Range Road 211

e Dr

Hwy 28 28

Page 42

Spruce Grove

Twp Rd 540A

830

Twp Rd 555A

Twp Rd 553

Twp Rd 542

Meadowview Dr

779

Dr Twp Rd

tori

Vic Twp Rd 560

Twp Rd 560

Twp Rd 551

DrRiverview

a Tr

Townsh ip Road 542

SEE INSET

Elk Island National Park

830

Dr Chief Silver 261A Rd Rge

Reyda Dr

Meadowview Dr

Hwy 44

Ravine

ve r

643 Twp Rd 561

Lancaster Park

633

Hwy 633

Sil

Twp Rd 540

Nelson

ria Tr

Victo

oria

Vict

570

Twp Rd 543

Twp Rd 544

Twp Rd 560

Rd Twp

Twp Rd 564A

Hwy 643

Vista Way Casa Vista Dr Casa Vista Dr

South Sturgeon Dr

Hwy 38

e Rg

Villeneuve Airport

to 2 SB Rd Service Hwy 2

Hwy 633

Blvd Twp Rd 544 Twp Rd 544

Hwy 37 Service Rd Hwy 37 Service Rd

633

nd Ferla

Lane

Kuryluk

234

Twp Rd 551

Hwy 37

37 EB

Twp Rd 544

lt Rd

Terrau

37 to 2 NB

ae mbr

GIBBONS

2378CL

to 37

Lassoo Tr

Service

Carleton Dr

Shultz

Rex Pl Hewi tt Dr

Gibbons

Hewett Dr

Twp Rd 552

2 SB

Roy Dr

p Rd

Hwy 37

Rge Rd

uth

Cambrae Dr W

iff Pa rk

ultz

Grandview Cr

view

Ave Discovery

Main

k Rd

Pros

Gra

ff Par

Pl Star-Key

Twp Rd 554

Aubrey Pl

Cardi

vice

44 Ser

ood

tw Wes

Galaxy Way

Zodiac

vice Rd

Ser y 37

Riverbend Rd

l Cr

Twp Rd 545

Highway Ave

545A

Pear

St et

Hwy 37 Service Rd

Benjamin

642 to 2 SB

Hwy

mara McNa Stre

Serv

Twp Rd 574A

Redwater

Rd 212

Paquin St Jasper St St John St Echo Ave

Hwy 2 Service Rd

Twp Rd

Valley

e Av

Twp Rd 560 Hwy 28 Service Rd

Gibbonslea Dr

Maple Ridg

p Tw St

et Twp Rd 554

Hwy 642

MORINVILLE

Nor

ell

y wa

James Dr

y 44

St w h St illo Birc St Fir

Stre

il Ra

Bon Accord

Morinville

Twp Rd 560

Avenue

Willow Ave

BON ACCORD

ge Stur

e Av Hwy 642 Service Rd

Hwy 642

Flynn Ave

Coro

Twp Rd 561A

e Av

Lost Point Lake Dr Gibbonslea Dr

Twp Rd 574

Rge

ALEXANDER FIRST NATION

ay w

il Ra nado Ave

ice

Twp Rd 562

Iv an

er Dr

y 28

Al exander 134

Twp Rd 572

Hillsborough Heights

Twp Rd 564

Hwy 644

Junip

Hohum Cr

e nio Av U

273

Twp Rd 563

803

y wa

Twp Rd 565

Twp Rd 570

Hillsborough

Twp Rd 571

Honeybear Ave

il Ra

Rge Rd

Twp Rd 563

Pine

Twp Rd 571

St t 4 2S

Twp Rd 570

REDWATER

ing Land

Twp Rd 571

Twp Rd 572

Twp Rd 573

Twp Rd 572

Erickson Dr

orr

Oak Dr

Twp Rd 574

Twp Rd 572A

Twp Rd 572

Twp Rd 564 Twp Rd 564

651

LEGAL

e rv

se Re

Hwy 651

Twp Rd 575A

eC ridg

580

Twp Rd 580

en Asp

Rge Rd 251

Rge Rd 253

Twp Rd 580

Greenwood Rd

2 d 58

p Rd

Twp Rd 580

Edit Cr

Eduard Rd

Rge Rd 234

Twp Rd 582

Rge Rd 241

Map 5. 10-Year Average Daily Traffic Volumes

Kingswood

Lois Hole Centennial

216

Edmonton

Legend Future (10 years) Daily Traffic Volumes (AADT) 0 - 200 4000 - 8000 200 - 500

8000 - 15000

500 - 1000

>15000

1000 - 2000

County Boundary

2000 - 4000

Municipal_Boundary

Sturgeon County Transportation Master Plan

Rd fie ld Ric h Rge Rd 235

Rge Rd 243

Opal Rge Rd 202

Rge Rd 204

Rge Rd 203

Rge Rd 210

Hwy 829

Rge Rd 211

Rge Rd 213

Rge Rd 204

Rge Rd 205 Rge Rd 214

Rge Rd 213

Rge Rd 220

Rge Rd 221

Rge Rd 222

Rge Rd 211

Rge Rd 210

Hill Rd

Rge Rd 224

Rge Rd 223

Rge Rd 225 25 y8 Hw 5

Rge Rd 220

Rge Rd 245

Rge Rd 252

Lamoure ax Dr

Dr ux re ou

Hwy 28

La m

HW Y

Old Fort Trail Service Road

Rge Rd 232

Rge Rd 231

Lamoureux Dr

St Hwy 825 Ga urge um on Dr on tC r

Rd Rge Rd 223

ale

Bo ysd

Park Rd

Rge Rd 225

Rge Rd 230

Sturgeon Dr Rge Rd 235

Rge Rd 234A

Rge Rd 242

Rge Rd 243

Rge Rd 215

Dr Zahar

Rge Rd 230

Rge Rd 231

Hwy 28A

Rge Rd 233

Rge Rd 235

Rge Rd 240

Hwy 28

eR Rg Rge Rd 232

Service Rd Hwy 28

Rge Rd 233

50 Ave

Abby Dr Lane

rk Pa Dr E Cambrae

Hwy 28A Service

Rge Rd 241 Crozier Cr

Shultz Dr

Nie

Rge Rd 244

Rge Rd 250

Rge Rd 245

McDonell Cr

Rge Rd 252

Rge Rd 242

Cr lsen

Rge Rd 252

Rge Rd 253

Rge Rd 230

Dr le Map

h Dr Hillsboroug

Hillsborough

Meadow Cr

Woodridge Cr

ights n He Golde Rge Rd 235

Rge Rd 242

e Rd Hwy 28 Servic Hwy 28 Service Rd Hwy 28 Service Rd Hwy 28

ill

2 Ave

Hwy 2

Maple St

rvice 2 Se Hwy

Hwy 2 Service Rd

Hwy 2 Service Rd Rd Service Hwy 2

EB to 37

2 NB

Rge Rd 255

Hwy 2 Service Rd

Rge Rd 260

Rge Rd 261 Northvie w Cr

Rge Rd 262 26 2

Rge Rd 262

Rge Rd 263A

Rg e

Hwy 44

Rge Rd 261

Rge Rd 243

Rge Rd 264

Rge Rd 265 Hwy 44

Rge Rd 270

Rge Rd 271

Cr 540A Dr Twp Rd

Twp Rd 540A

y 28

St Albert

ve r

Rge Rd 272

Hwy 28 Service Rd Hwy 28 Service Rd

2SB to 642

Rge Rd 254

Rge Rd 255

Hwy 44 Service Rd

Rge Rd 264

Rge Rd 263

Rge Rd 273

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 251

Rge Rd 264

Rge Rd 270

Lane Lane Stree Poirier St t

Rge Rd 265 1 Rd 27 Rge

Erin Dr

Rge Rd 272

Rge Rd 273 Rge Rd 273

Rge Rd 274

d2 25 A

Rge Rd 233

Hwy 651 Rge Rd 240

Rge Rd 252

Hwy 2

Rge Rd 261

Rge Rd 263

Rge Rd 253

Rge Rd 263A

Rge Rd 262

Rge Rd 260

Rge Rd 272

Rge Rd 271

Rge Rd 272

Rge Rd 273

Rge Rd 274

Rge Rd 271

Rge Rd 275

Lac St. Anne Trail

636 2

Rge Rd 275

Twp Rd 544

McFeeters Dr

Fort Saskatchewan

Rge Rd 280 s Rd

e Rg

eter

St 1 2 St 3 St

McFe

Trai Old Fort

MacArthur Inset - Siding Sturgeon Valley

Sturgeon Cr 100

Rge

Hwy 37

Rge

Estates Way

Sturgeon Way

Valley

Hwy 28 28

DrRiverview

Rge Rd 280

Twp Rd 555

Stur ge on Sturge on Dr Dr

22 Rd

Do Rge Rd 10 ver Rd

555

Rge

Salm on Dr ll Ba y

Twp Rd

Twp Rd 554

Horner Dr

Hwy 779

Rge Rd 220

Vista

Twp Rd 555A

Twp Rd 553

Twp Rd 542

Spruce Grove

779

a Tr

tori

Vic Twp Rd 560

Twp Rd 560

SEE INSET

Townsh ip Roa d 54 2 Elk Island National Park

830

Dr Chief Silver 261A Rd Rge

Meadowview Dr

Nelson

Hwy 44

Ravine

Reyda Dr

830

Lancaster Park 633

Hwy 633

Sil

Twp Rd 540

643

ria Tr

Victo

Twp Rd 544

Twp Rd 561

Twp Rd 551

Hwy 37 Service Rd Hwy 37 Service Rd

oria

Vict

570

Twp Rd 543

nd Ferla

633

Hwy 633

Villeneuve Airport

Hwy 28A

Twp Rd 551

Hwy 37

Twp Rd 560

Rd Twp

Twp Rd 564A

Hwy 643

Vista Way Casa Vista Dr Casa Vista Dr

South Sturgeon Dr

Hwy 38

e Rg

Kury luk Blvd Twp Rd 544 Twp Rd 544 Northern Dr

Twp Rd 544

Lassoo Tr

Lane

lt Rd

Terrau

37 to 2 NB

to 2 SB Rd Service Hwy 2

37 EB

Service

ae mbr

GIBBONS

2378CL

p Rd

Hwy

Hwy 37

to 37

e Dr

Twp Rd 552

2 SB

Roy Dr

Riverbend Rd

l Cr

Galaxy Way

ood

tw Wes

Zodiac

Pear

Twp Rd 545

Highway Ave

545A

Carleton Dr

Shultz

234

uth

Rex Pl Hewi tt Dr

Gibbons

Hewett Dr

Cambrae Dr W

mara

vice 37 Ser

Rge Rd

k Loo

ultz

ff Par

Aubrey Pl

Cardi

Rd Main Ca rd iff Pa rk

Grandview Cr

vice

44 Ser

Cardiff Park

Twp Rd 554

view

Pl Star-Key

St John St

Paquin St Echo Ave

Gra

Hwy

McNa

Stre

Hwy 37 Service Rd

Benjamin

642 to 2 SB

et Twp Rd 554

Valley

Rge Rd 220

Brook Hollow Dr

Rge Rd 241

25 2A Leomar Ravine

Rge Rd 253

Rg e Rd

Rge Rd 254

Rge Rd 252B

Rge Rd 255

Rge Rd 273

Rge Rd 274

Rge Rd 264

Rge Rd 10

Rge Rd 11

Rge Rd 275

Stre

Hwy 2 Service Rd

Twp Rd

Serv

Range Road 211

Twp Rd 560 Hwy 28 Service Rd

Gibbonslea Dr

Maple Ridg

p Tw

Hwy 642

MORINVILLE

Nor

e Av

y 44

James Dr

Morinville

Twp Rd 560

ell

y wa

Bon Accord ge Stur

il Ra

Hwy 642 Service Rd

St w h St illo Birc St Fir

Willow Ave

BON ACCORD

Twp Rd 561A

e Av

Avenue

Coro

Twp Rd 574A

Redwater

Rd 212

Twp Rd 562

e Av

Lost Point Lake Dr

ice

Hwy 642

Flynn Ave

ay ilw Ra nado Ave

y 28

Al exander 134 ALEXANDER FIRST NATION

Hillsborough Heights

Twp Rd 564

Iv an

er Dr

Gibbonslea Dr

Twp Rd 574

Rge

e nio Av U

273

Twp Rd 563

803

Hwy 644

Twp Rd 572

Junip

Hohum Cr

y wa

Twp Rd 565

Twp Rd 570

Honeybear Ave

il Ra

Rge Rd

Twp Rd 563

Twp Rd 571

Hillsborough

Twp Rd 571

St t 4 2S

Twp Rd 570

Pine

Twp Rd 571

Twp Rd 572

REDWATER

ing Land

Twp Rd 572

Twp Rd 573

Twp Rd 572

Erickson Dr

orr

Oak Dr

Twp Rd 574

Twp Rd 572A

Twp Rd 564 Twp Rd 564

651

LEGAL

e rv

se Re

Hwy 651

Twp Rd 575A

eC ridg

580

Twp Rd 580 en Asp

Rge Rd 251

Rge Rd 253

Twp Rd 580

Greenwood Rd

2 d 58

p Rd

Twp Rd 580

Edit Cr

Eduard Rd

Rge Rd 234

Twp Rd 582

Rge Rd 241

Map 6. 25-Year Average Daily Traffic Volumes

Kingswood

Lois Hole Centennial

216

Edmonton

Legend Future (25 years) Daily Traffic Volumes (AADT) 0 - 200 4000- 8000 200 - 500

8000 - 15000

500 - 1000

>15000

1000 - 2000

County Boundary

2000 - 4000

Municipal_Boundary

Page 43

Sturgeon County Transportation Master Plan

4.5 Goods Movement & Rail The efficient movement of goods, whether through rail or land, is critical to fostering economic health in Sturgeon County and the region. Although the County does not currently have designated truck routes, heavy vehicles through Sturgeon County typically use the provincial highway network such as Highway 37 and Highway 28, as well as the local network with seasonal road bans.

Seasonal Road Bans As illustrated in Map 7, seasonal road bans in Sturgeon County refer to restrictions on certain County roads (paved only) that reduce the maximum allowable weight on any carrying axle of truck or trailer by the specified percentage – 50%, 75%, 90% or 100%. These restrictions are typically put in place to protect the road from damage caused by the weight and size of heavy vehicles and are typically implemented during spring thaw months (March to May), when the ground is softer and more prone to damage. Road bans are also implemented on some subdivision roadways such as Estate Way Drive and Cardiff Road to mitigate truck traffic short-cutting through the neighborhoods.

Rail Goods movement through Sturgeon County is also facilitated by the Canadian National Railway (CN). The CN rail line runs through the western part of the County and serves as an important transportation corridor for commercial traffic, carrying goods such as grain, oil, and other products. Most of the rail crossings in the County

The County is currently using road classification to

are at-grade and act as a barrier to vehicle travel,

determine banned roads. Most oiled and paved

active modes, and the movement of goods and

roads are banned at 75%, but some roads are

services. As rail operations expand to support

banned at 50%. There is also a small segment

economic growth in Sturgeon County, rail crossing

of road (Highway 37 South service road, west of

enhancements or upgrades may be warranted to

Highway 2) banned at 90%. All oiled and paved

provide for the efficient and safe movement of

residentials subdivision and hamlet roads are

goods, services, and freight in the County.

banned at 75%, except for the Hamlet of Riviere

Map 8 illustrates the various types of railway

Qui Barre, where sections of Range Road 265 and

crossings throughout Sturgeon County.

Township Road 554 are banned at 100%.

Page 44

Sturgeon County Transportation Master Plan

Rge Rd 243

Rge Rd 213

Rge Rd 220

Rge Rd 222

Rge Rd 221

26 2 Rd

Rge Rd 262

e Rg

Rge Rd 263A

Rge Rd 261

Rge Rd 264

Rge Rd 270

Rge Rd 272

Rge Rd 265 Hwy 44 Hwy 44

St Albert

Rge Rd 243

Rge Rd 252

Rge Rd 253

Rge Rd 202

Rge Rd 204

Rge Rd 203

Rge Rd 204

Townsh i p R o ad 54 2

SEE INSET 830

Elk Island National Park

Kingswood

Legend

Lois Hole Centennial

Provincial Highway Spruce Grove

Rge Rd 210

Hwy 28

Rge Rd 262

Rge Rd 263

Rge Rd 273

Rge Rd 271

y 28

r ve Sil 540A

Rge Rd 245

ax Dr Lamoure

Meadowview Dr

Twp Rd

Rge Rd 205 Rge Rd 211

Rge Rd 220

Lamoureux Dr

Rge Rd 223

St Hwy 825 Ga urge um on Dr on tC r

ale

Bo ysd

Park Rd

Sturgeon Dr 25 y8 Hw

Rge Rd 231

Rge Rd 232

Rge Rd 231

636

Twp Rd 544

Dr Chief Silver 261A Rd Rge

Reyda Dr

Hwy 28 28

Dr Riverview

Twp Rd 542

y Hw

Ravine Twp Rd 540

ve r

Rge Rd 210

Hill Rd

Rge Rd 224

Rge Rd 223

Rge Rd 225

Rge Rd 230

Hwy 28A

Rge Rd 233

Rge Rd 235 Rge Rd 235

Rge Rd 234A

Rge Rd 242

reu

mou

Hwy 44

Sil

Rge Rd 211

Rge Rd 213

Rge Rd 214

Dr Zahar Rge Rd 230

Rge Rd 231

Hwy 28A

Hwy 829

Rge Rd 215

Hwy 28

eR Rg

Rge Rd 232

Service Rd Hwy 28

Rge Rd 233

Abby Dr Lane

rk Pa E Cambrae Dr

Rge Rd 240

Crozier Cr

Shultz Dr

Rge Rd 243

Rge Rd 250

Rge Rd 245

McDonell Cr

Rge Rd 252

Rge Rd 242

Rge Rd 244

Nie

lsen

Rge Rd 252

Rge Rd 253

Hwy 28A Service

Rge Rd 241

Hwy 28 Service Rd Hwy 28 Service Rd Hwy 28

Mill

Cardiff Park Rd

Main

Hwy 2

50 Ave

e Rd Hwy 28 Servic

Rge Rd 251 rvice 2 Se Hwy

Hwy 2 Service Rd

Hwy 2 Service Rd Service Rd Hwy 2

EB to 37

2 NB

Rge Rd 255

Hwy 2 Service Rd

Rge Rd 260

Northview Cr

Rge Rd 261

Rge Rd 264

Rge Rd 230

Dr le Map

h Dr Hillsboroug

Hillsborough

Meadow Cr

Woodridge Cr

ights n He Golde

Rge Rd 235

Rge Rd 242

Hwy 803

Rge Rd 244

Rge Rd 245

Hwy 2 Rge Rd 253

2SB to 642

Rge Rd 254

Rge Rd 255

Hwy 44 Service Rd

Rge Rd 265 1 Rd 27 Rge

d2 25 A

Rge Rd 233

Hwy 651 Rge Rd 240

Rge Rd 252

Rge Rd 250

Rge Rd 261

Rge Rd 263 Rge Rd 264

Rge Rd 270

Lane Lane Stree Poirier St t

Rge Rd 273 Erin Dr

Rge Rd 273

Trai Old Fort

Rge Rd 272

Rge Rd 274

Rge Rd 220

Brook Hollow Dr

Rd Ravine

2A 25

Leomar

Rge Rd 253

Rg e Rd

Rge Rd 254

Rge Rd 252B

Rge Rd 255

Rge Rd 263A

Rge Rd 262

Rge Rd 260

Rge Rd 272

Rge Rd 271

Rge Rd 272

Rge Rd 274

Rge Rd 273

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 273

Rge Rd 274

Rge Rd 264

Rge Rd 10

Rge Rd 275

Rge Rd 11

Rge Rd 275

Lac St. Anne Trail

Fort Saskatchewan

e Rg

Rge Rd 275

St 1 2 St 3 St

McFeeters Dr

Rge Rd 280 s Rd

eter

Rge

oure

Lam

Sturgeon Cr 100

MacArthur Siding Inset - Sturgeon Valley

Sturgeon Way

Hwy 37

Rge

Estates Way

Valley

McFe

Twp Rd 555

Dr 44 y Hw

Rge Rd 280

555

Stur ge on Sturge on Dr Dr

22 Rd

Do Rge Rd 10 ver Rd

Twp Rd 553

Twp Rd

Twp Rd 554

Rge

Salm on Dr ll Ba y

a Tr

Twp Rd 555A

Horner Dr

Hwy 779

830

Rge Rd 220

Vic

Range Road 211

643

Lancaster Park

633

Hwy 633

Twp Rd 543

oria

Vict

570

Villeneuve Airport

Rd Twp

ria Tr

Twp Rd 560

Twp Rd 551

633

Hwy 633

Ferla

Lane

779

Hwy 38

Victo

tori

Vista

Hwy 37 Service Rd Hwy 37 Service Rd Nelson

to 2 SB Rd Service Hwy 2

Twp Rd 544

Hwy 28A

Hwy 37

37 EB

Kuryluk Blvd Twp Rd 544 Twp Rd 544 Northern Dr

37 to 2 NB

Redwater

Twp Rd 561

2378CL

Twp Rd 544

lt Rd

Terrau

ae mbr

Twp Rd 560

Twp Rd 574A

Twp Rd 564A

Hwy 643

Vista Way Casa Vista Dr Casa Vista Dr

South Sturgeon Dr

Iv an

Rd 212

e Dr

Twp Rd 551

to 37

Carleton Dr

Shultz

234

Twp Rd 552

2 SB

Lassoo Tr

Service

uth

Rex Pl Hewi tt Dr

GIBBONS

Hewett Dr

k Loo

Cambrae Dr W

p Rd

Hwy 37

Rge Rd

ff Par

iff Pa rk

ultz

Aubrey Pl

Cardi

Grandview Cr

Pros

Twp Rd 554

view

y Pl

Star-Ke

Paquin St St John St

Jasper St Lane Echo Ave

Gra

vice

44 Ser

Roy Dr

vice Rd

37 Ser

Hwy

Benjamin

642 to 2 SB

Hwy

Galaxy Way

ood

tw Wes

Zodiac

Hwy 37 Service Rd

Valley

Gibbons

Twp Rd 574

Rge

et Twp Rd 554

Riverbend Rd

l Cr

Highway Ave

545A

Pear

St et

Serv

Hwy 644

mara McNa

Twp Rd

Stre

Twp Rd 560 Hwy 28 Service Rd

Gibbonslea Dr

Maple Ridg

p Tw

Hwy 642

MORINVILLE

Nor

e Av

y 44 Stre

ge Stur

ell

y wa

Bon Accord

Hwy 2 Service Rd

Twp Rd 545

Willow Ave

Twp Rd 561A

il Ra

St w illo St W ruceAsh St Sp

Coro

Lost Point Lake Dr

BON ACCORD

Morinville

Twp Rd 560

Avenue

James Dr

Twp Rd 564

e Av

e Av Hwy 642 Service Rd

Hwy 642

Flynn Ave

ay ilw Ra nado Ave

Gibbonslea Dr

er R

ALEXANDER FIRST NATION

Hillsborough Heights

ice

Twp Rd 562

Twp Rd 572

er Dr

y 28

Al exander 134

Junip

Hohum Cr

e nio Av U

273

Twp Rd 563

803

REDWATER

y wa

Twp Rd 565

Twp Rd 570

Hillsborough

Twp Rd 571

Honeybear Ave

il Ra

Rge Rd

Twp Rd 563

Twp Rd 571

St t 4 2S

Twp Rd 570

Twp Rd 573

ing

Twp Rd 571

Twp Rd 572

Re dw at

Land

Twp Rd 572

Erickson Dr

orr

Oak Dr

Twp Rd 572

Pine

e rv

Twp Rd 574

Twp Rd 572A

Twp Rd 564 Twp Rd 564

651

LEGAL

se Re

Twp Rd 575A

eC ridg

580

Hwy 651

Opal Twp Rd 580 en Asp

p Rd

Twp Rd 580

Rge Rd 241

Twp Rd 580

Rge Rd 251

Rge Rd 253

Rge Rd 235

2 d 58

Ed ua rd

Ric h

fie ld

Edit Cr

Rge Rd 234

Twp Rd 582

Rge Rd 241

Map 7. Seasonal Road Ban Map

216

Restrictions 50

Municipal_Boundary

County Boundary

Edmonton Sherwood Park

Page 45

Sturgeon County Transportation Master Plan

2 d 58 pR Tw

Rge Rd 243

Rge Rd 221

Rge Rd 222

Rge Rd 202

Rge Rd 204 Rge Rd 204

Rge Rd 205 Rge Rd 220

Rge Rd 210

Rge Rd 213

Rge Rd 211

Hill Rd

Rge Rd 224

Rge Rd 223

Rge Rd 225

Rge Rd 203

Rge Rd 210

Rge Rd 211

Rge Rd 213

Hwy 829

Rge Rd 215

Hwy 28

Rge Rd 214

Dr Zahar

Lake

Lost Poin t

Rge Rd 230

Rge Rd 231

Rge Rd 220

Hwy 28A

Lamoure ax Dr

Sturgeon Dr

Lamoureux Dr

St Hwy 825 Ga urge um on Dr on tC r

d Rge Rd 223

ale

Bo ysd

Park Rd

Rge Rd 225

Rge Rd 230

Hwy 28A

Rge Rd 233 Rge Rd 235

25 y8 Hw 5

Old Fort

Trail

Rge Rd 231

Old

Fo rt

Rge Rd 232 Horner Dr Tra il

HW Y

Hwy 37

" u

Old Fort Trail Service Road

" u

Rge Rd 242

Rge Rd 243

Rge Rd 245

Rge Rd 220

Aspenridge Cr d2 25 A

eR Rg

Rge Rd 232

Rge Rd 230

Dr Map

Hwy 28

Rge Rd 233

Abby Dr Lane

rk Rge Rd 240

Rge Rd 235

Pa Dr E Cambrae

Hwy 28A Service

Rge Rd 241 Crozier Cr

Shultz Dr

Rge Rd 242

Rge Rd 244

50 Ave

e Rd Hwy 28 Servic Hwy 28 Service Rd Hwy 28 Service Rd Hwy 28

Hwy 28 Service Rd Hwy 28 Service Rd

lsen

Nie

Rge Rd 250

McDonell Cr

Rge Rd 252

Hwy 2 Ser

ill

M Rge Rd 252

Rge Rd 253

37 EB to 2 SB

2 NB to 37 EB

Rge Rd 255

Service Rd

Woodridge Cr

ights n He

Golde

Hillsborough

Hillsborough Dr

Rge Rd 235

Rge Rd 242

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

rvice 2 Se

Hwy 2

Hwy

Hwy 2 Service Rd

Saskatchewan

636

" u

Twp Rd 542

1 25 Rd Rg e

243 Rge Rd

Hales St

Hwy 2 Service Rd

vice Rd

Rge Rd 262

Elliot St

Northview Cr

Rge Rd 262 2 26 Rd e Rg

Rge Rd 263A

Rge Rd 261

Rge Rd 263

Hwy 44

Rge Rd 260

Rge Rd 261

Rge Rd 264 Rge Rd 265

Rge Rd 264

Rge Rd 271

Rge Rd 270

Rge Rd 272

Meadow Cr

Rge Rd 240

Rge Rd 252

Hwy 2

2SB to 642

Rge Rd 254

Rge Rd 255

Hwy 44 Service Rd

Rge Rd 265 1 Rd 27 Rge

Rge Rd 272

Rge Rd 273 Rge Rd 273

"u u " Fort La

Rge Rd 234A

Rge Rd 261

Rge Rd 264

Rge Rd 270

Lane Lane Stree Poirier St t Hwy 44

Rge Rd 273 Rge Rd 273

Rge Rd 274

Rge Rd 275

Rge Rd 233

Hwy 651

25 2A Leomar Ravine

Rge Rd 253

Rg e Rd

Rge Rd 254

Rge Rd 253

Rge Rd 263

Rge Rd 260

Rge Rd 272

Rge Rd 271

Rge Rd 272

Rge Rd 274

Rge Rd 273

Lac St. Anne Trail

Rge Rd 10 Do ver Rd

Rge Rd 251

Rge Rd 273

Rge Rd 274

Rge Rd 275

McFeeters Dr

s RdRge Rd 280 McFe eter Rge Rd 280

" u

ure

Sturgeon Cr 100

" u " u

n Dr

" u

Sturgeon Way

" u

Valley

Rge

Estates Way

" u

St 1 2 St 3 St

Salmo

Stur ge on Sturge on Dr Dr

Twp Rd 554

Hwy 779

" u

Twp Rd 555

Be ll Ba y

830

Lane

643

Rge

ood

Wes tw

" " " u u u

555

Rge Rd 11 Rge Rd 11

" u

Twp Rd

Rge Rd 11

" u

a Tr

Twp Rd 560

Rge

Rge Rd 11

oria

Vict

570

ria Tr

Rge Rd 220

Rge Rd 11

Rd Twp

Victo

tori

Vic

Twp Rd 560

St Albert

540A Rd Twp ief Cl

r Ch

Legend

Lois Hole Centennial

Provincial Highway

216

Elk Island National Park

830 15

Urban Classes

Rural Classes

Arterial

Class 1

Collector

Class 2

Local

Class 3

Edmonton

Railway Crossing " u

Haul Road Private

Sherwood Park

Page 46

Hwy 38

Twp Rd 561

Casa Vista Dr

South Sturgeon Dr

Twp Rd 560

Redwater

Twp Rd 564A

Hwy 643

Vista Way Casa Vista Dr

Hwy 28

Silve

GIBBONS

" u " u

Twp Rd 553

" u

Spruce Grove

Meadowview Dr

" u

ve r

Twp Rd 540A

Twp Rd 551

y Hw

Dr Riverview

Dr Chief Silver 261A Rd Rge

Reyda Dr

" u

Iv an

" u

633 Sil

Ravine Twp Rd 540

n Rd

" u

Twp Rd 544

Nelso

Hwy 44

" u

Hwy 633

Hwy 37 Service Rd Hwy 37 Service Rd

" u

Hwy 37

Hwy 633

y 37 to 2 NB 37 Se rv ice Rd

Twp Rd 543

Twp Rd 544

e Rg

44 "u u "u "

ult Rd

er Dr

Twp Rd 574A

Twp Rd 555A

2378CL

Villeneuve Airport

rlan

Hwy 633

633

Terra

Kuryluk Blvd Twp Rd 544 Northern Dr

Twp Rd 544

Service

" u

Twp Rd 551

ultz

Ca Dr rle ton brae Shultz Dr Cam Dr

Rex Pl Hewi tt Dr

Junip

Gibbons

North Sturgeon Dr

Twp Rd 574

" u

Twp Rd 572

Vista

" u

to 37

Hwy 37

234

uth

Twp Rd 552

Cambrae Dr W

Hewett Dr

Twp Rd 554

" u

Ave Discovery

iff Pa rk

Grandview Cr

Main

view

k Rd

"u u "

Paquin St Jasper St St John St Echo Ave Prospect Pl

2 SB

" u

Lassoo Tr

vice Rd

37 Ser

Valley

Gra

ff Par

" u

p Rd

Hwy

Twp Rd 560

Hwy 28 Service Rd

Pl Star-Key

Rge Rd

Hwy 642

Cardi

vice

44 Ser

Erin Dr

Roy Dr

" u

Hwy 37 Service Rd

Meadowview Dr

779

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Map 8. Existing Railway Crossings

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Highway At-Grade Crossing (Total = 8)

Railways

Highway Grade Separated Crossing (Total = 4)

Municipal_Boundary

County Road AtGrade Crossing (Total = 70)

County Boundary

Sturgeon County Transportation Master Plan

4.6 Active Modes The County’s active mode network is primarily located in the Sturgeon Valley, Cardiff, and Lamoureux area in the form of multi-use trails. The trail network offers a variety of opportunities for residents and visitors to explore the County’s natural beauty and recreational activities. The network includes both on- and off-road

County residents also have access to trails outside the County’s boundary, including trails in the Riverlot 56 Natural Area and Edmonton Garrison. There are also opportunities to connect to the neighboring network including Carrot Creek Trails and Red Willow Park in the City of St. Albert and to Fort Saskatchewan through the new pedestrian underpass on Highway 15.

trails with some trails having direct access to

Through the Sturgeon Valley Trails System

existing subdivisions or the Sturgeon and North

assessment, the lack of trails or sidewalks in many

Saskatchewan Rivers.

locations as well as between neighborhoods within

As illustrated in Map 9 through to Map 11, there are currently 14 trails among the three key areas with the majority of trails located within the Sturgeon Valley Area, including:

the Sturgeon Valley are considered a barrier. Further, due to the rural nature of the County, current development guidelines for country residential do not include provision for sidewalks and boulevards. Other barriers identified through TMP engagement include disconnected, unfinished,

Sturgeon Valley Area

or dead-end trails and the absence of crossings

1. Bellerose Trail

over the Sturgeon River. Stakeholders also desire

2. Namao Trail 3. Pinnacle Ridge Trail

better protected facilities for pedestrians and cyclists.

4. River’s Gate Trail 5. Riverstone Connector Trail 6. Riverstone Pointe Trail 7. Starkey Road Trail 8. Sturgeon Road East Trail 9. Valley Trail 10. Valor Avenue Trail Cardiff Area 1. Red Ribbon Trail 2. Cardiff Road Trail Lamoureaux Area 1. Fort Augustus Heritage Trail 2. Lamoureux Trail

Page 47

Sturgeon County Transportation Master Plan

Existing Pedestrian Crossings Pedestrian crossings facilitate the safe movement

intersections, the placement of stop signs after the

of pedestrians and other vulnerable users while

marked pedestrian crossings, and inconsistent trail

minimizing the risk of conflicts. These crossings

or crosswalk widths at the crossing.

must be highly visible to all road users and designed consistently to meet pedestrian and motorist expectations.

The County does not currently have a consistent process for implementing or prioritizing crossing improvements. This lack of structure presents

There are several crossing locations across the

challenges for enhancing pedestrian safety in

County in areas with higher pedestrian activity (e.g.,

the County. Careful consideration of pedestrian

schools, churches etc.) that have some form of

crossings within the community and prioritizing

crossing treatment inconsistent with best practices.

candidate locations for crossing improvements is

These crossings require upgrades to meet design

key to enhancing active mode connectivity within

and industry standards. As highlighted below,

the County. These improvements will also ensure

examples of these inconsistencies include the

the appropriate treatments are in place to provide

use of zebra markings for pedestrian crossings at

a safe and enjoyable user experience.

This crossing is located before the stop sign, which increases the likelihood drivers will stop in the crossing zone. The further offset of the crossing from the intersection also reduces clear sight lines for drivers turning in. Crossings at intersections should be located as close to the intersection as possible to improve sight lines between approaching vehicles and pedestrians.

Zebra crossings are typically used at midblock, nonstandard, or offset intersections where drivers are not expecting pedestrians.

Inconsistent trail, sidewalk, and marked crosswalk widths may lead to pedestrian and driver confusion. The marking and crossing widths should be aligned with industry and design standards.

Page 48

Sturgeon County Transportation Master Plan

Map 9. Existing Trail Network – Sturgeon Valley 28

Sturgeon County Transportation Master Plan 2022 Trail Network Map 1 -Sturgeon37Valley Area

Map Scale: 1:50,000

Scale Bar

Range R o a d 245

Range Road 25 3

R a nge R oa d 251

MacArthur S i d i ng

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Range Road 24 3

Ra n ge Road 244

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Canadian Forces Base Edmonton

Edmonton Garrison Meml Golf Club

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Spruce Grove

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County Boundary

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ler

Sturgeon Valley Golf & Country Club

Page 49

Map 10. Existing Trail Network – Cardiff Area Sturgeon County Transportation Master Plan 2022

Trail Network Map 2 - Cardiff Area Scale Bar 0.15

0.3

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3 rd Ave

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Range Road 252

Sturgeon County Transportation Master Plan

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Page 50

Legend

Existing Trails County Boundary

Sturgeon County Transportation Master Plan

28A

Sturgeon County Transportation Master Plan 2022

825

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Trail Network Map 3 - Lamoureux Area Map Scale: 1:50,000

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Page 51

5. Transportation Safety Strategy A safe and reliable transportation network in Sturgeon County is essential to community well-being and economic vitality. Enhancing transportation safety at pedestrian crossings, reducing neighborhood speeding, and at rail crossings is a TMP priority. The Transportation Safety Strategy outlines policies and programs to address transportation safety in Sturgeon County and to reduce barriers and improve connections for all road users, particularly vulnerable users.

Page 52

Sturgeon County Transportation Master Plan

5.1 Pedestrian Crossings Safe and effective connections for active modes

generally can be grouped within the overarching

plays an important part in linkages and community

themes of safety, equity, and connectivity. The

as well as community well-being. One aspect of

County should use these three guiding principles

improving active modes safety is enhancing or

to evaluate and identify candidate locations for

implementing pedestrian crossings to reduce

crossing treatments, whether for existing crossing

barriers and improve connections between trails

locations or new crossings. Possible indicators and

and sidewalks.

data corresponding to each of these principles can

Based on best practice review, key items to consider when identifying candidate locations

be used to inform the location identification process outlined in Table 2.

for pedestrian crossing control treatments can

Table 2. Indicators to Identify Potential Pedestrian Crossing Treatment Locations

Key Principle

Potential Indicators and Informative Data

• Observed history of vehicle – pedestrian collisions. • Anecdotal or observed evidence of vehicle – pedestrian near misses. Safety

• Observed pedestrian delays (higher delays correspond to increased risk taking and non-compliance). • Observed history of vehicle speeding • Citizen reported concerns related to safety

• Community demographics. Equity

• Primary mode of travel for community members in the area. • Available access to community gathering locations and essential services for various travel modes.

• Evaluation of latent pedestrian demand and pedestrian desire lines. Connectivity

• Review of major pedestrian generators/attractors. • Determine Connectivity Index (e.g., how well pedestrians/active mode users are connected to destinations) and conduct network gap analysis.

Page 53

Sturgeon County Transportation Master Plan

Based on human factors and the principles of

Consistent with any transportation improvement,

safety, equity, and connectivity, the following

the safety context of a location should always be

hierarchy prioritizes the implementation of

considered to ensure that areas with a collision

pedestrian crossing treatments or upgrades

history are prioritized and addressed in a timely

throughout the County:

manner. The County may choose to implement a formal

Priority #1: Locations with an increased

scorecard or scoring criteria for pedestrian crossing

presence of child, older, or disabled

upgrades or implementation. This scorecard

pedestrians including schools/playground

should be completed with input from County

areas, community centres, senior

Administration to formalize a definitive evaluation

residences, churches, hospitals, and parks.

framework that ensures the scoring system meets

Priority #2: Locations that facilitate access

the needs of the County.

for communities to shopping centres,

The scoring for candidate crossing locations should

employment centres, and other services.

consider the following criteria, with each criterion

Priority #3: Existing gaps in the community active transportation system.

Page 54

rating ranging from 1 to 3 points. The location with the highest cumulative score is considered the highest priority location.

Sturgeon County Transportation Master Plan

The County should prioritize candidate crossing locations in descending order of their scores, while taking into account factors such as ongoing construction which may influence the priority order. Utilizing the priorities and principles noted above, a decision-making framework was developed to help guide County Administration in identifying priority locations for crosswalk treatments. Figure 10 illustrates the decisionmaking flow chart that can determine whether an uncontrolled location is a priority for crosswalk treatments and to identify what treatment should be considered. This flow chart is intended to serve as the first step of the decision-making process in considering and selecting crossing treatments.

Safety 1 = Crossing is already very safe 2 = Crossing is somewhat safe 3 = Existing conditions are unsafe for active modes.

Connectivity 1 = Many existing connections along corridor allow for safe pedestrian movement 2 = Some existing crossings nearby 3 = No existing nearby crossings Equity 1 = Few active modes users that are particularly at risk (ie older and younger demographics, physically challenged, etc.) 2 = Some vulnerable users 3 = Many vulnerable users

Location 1 = Locations that fill in missing links in the active transportation network 2 = Locations near shopping centres, employment centres or other public services 3 = Locations near schools/playgrounds, community centres, senior residences, churches, hospitals and parks

Corridor Traffic Demands 1 = Low traffic volumes (0 - 300 AADT) 2 = Moderate traffic volumes (300 - 1,000 AADT) 3 = High traffic volumes (Over 1,000 AADT)

Speed 1 = No evidence of speeding (85th percentile speed below speed limit) 2 = Moderate evidence of speeding (85th percentile speed near speed limit 3 = Significant evidence of speeding (85th percentile well above speed limit)

Page 55

Sturgeon County Transportation Master Plan

Pedestrian Crossing Treatments Figure 10. Pedestrian Crossing Treatment Decision-Making Flow Chart

Request received for crosswalk at an uncontrolled location

Does the location of a history of pedestrianrelated incidents or near misses

Further site-speciﬁc safety review required to determine the appropriate crosswalk treatment (see Treatment Selection Table)

Location is within 200m of school, park, community centre, senior residences or other recreational or institutional facilities and employment areas

Does it facilitate or enhance connections to the existing active transportation network

Low priority location. Complete ongoing monitoring of location and re-evaluate as warranted.

Road posted speed is less than 60 km/h and/or there is adequate stopping sight distance

Consider alternate location or enhanced crosswalk treatment, if feasible (see Treatment Selection Table)

Is there another existing marked or protected crossing within 200m

Consider standard crosswalk treatment (see Treatment Selection Table)

Direct pedestrians to nearest crossing (see Treatment Selection Table)

As demand for pedestrian modes of travel continue to increase in Sturgeon County, there will be a greater need to provide high-quality pedestrian facilities that enhance walkability and accessibility through the County.

Page 56

Sturgeon County Transportation Master Plan

Within Sturgeon County, typical crossing treatments can be separated into standard and enhanced treatments where standard treatments are considered the base requirement of a typical pedestrian crossing. The following highlights the two categories of crossing treatment and its application.

Standard Crossing Treatment(s) Standard crossing treatments include the applicable crosswalk markings (intersection, mid-block, or school area) supplemented by ground mounted “Pedestrian Crosswalk” or “School Crosswalk” (in school areas) signs. Where possible, pedestrian crossings in the County should be upgraded or installed to meet the criteria of a standard crosswalk treatment and follow the guidelines and standards established by the Transportation Association of Canada and the Manual on Uniform Traffic Control Devices.

Enhanced Crossing Treatment(s)

Enhanced crossing treatments include a range of treatments to further enhance pedestrian safety at a crossing location. Treatments range from installing pedestrianactivated assemblies such as “Rectangle Rapid Flashing Beacons” (RRFBs) to minor geometric upgrades such as curb extensions and raised crosswalks. Pedestrian signal control upgrades and other geometric upgrades such as crosswalk realignment can also be considered as warranted. The type and level of enhanced crosswalk treatment will depend on the specific context of the subject location and should be installed as warranted or feasible. Generally, the application and enhanced pedestrian treatments at mid-block locations can improve pedestrian visibility compared to what may be adequate for intersection crossing locations. The presence of lighting and provision of enhanced pedestrian infrastructure can significantly improve pedestrian safety in smaller communities and rural areas even where existing pedestrian volumes may be lower than typical thresholds.

The County should regularly review and monitor active mode crossings within County limits to identify any deficiencies and address them in a timely manner. Deficiencies are considered any features that do not meet typical crossing standards. Table 3 summarizes the features that should be used at intersection crossings and mid-block crossings for both standard and enhanced crossings. Figure 11 highlights the typical crosswalk signage, markings, and assemblies.

Page 57

Sturgeon County Transportation Master Plan

5.2 Speed Reduction Measures Neighbourhood speeding was identified as a key concern for County residents through community engagement. This is a common concern in many municipalities, whether small or large, across Canada, and has been typically addressed through the implementation traffic calming measures.

Table 3. Active Modes Crossing Treatments

Crosswalk Treatment

Intersection Crossing

• Twin parallel crosswalk markings Standard

• Typical RA-4 signs

• Zebra crosswalk paint markings

• In school areas, zebra crosswalk markings must be used with typical RA-3 signs

• In school areas, use RA-3 with RRFBs

• Enhance crosswalk markings with use of zebra markings (other than school areas) • RRFBs or overhead mounted signs (RA-5) with alternating amber flashing beacons (on approaches of intersections that are not controlled by traffic signals or stop signs) Enhanced

• Pedestrian warning signs (WC-2) if visibility is limited on the approach • Enhance with curb extensions • Enhance with curb corner radius reduction • Geometric upgrades as warranted/ feasible • Pedestrian signal control or illumination (warrant analysis is required)

Page 58

Mid-Block Crossing

• Typical RA-4 signs

• RRFBs or overhead mounted signs (RA-5) with alternating amber flashing beacons • Enhance with Advance Yield to Pedestrian line markings • Pedestrian warning signs (WC-2) if visibility is limited on the approach • Provide median refuge • Enhance with curb extensions • Enhance with raised crosswalk • Geometric upgrades as warranted/ feasible • Pedestrian signal control or illumination (warrant analysis is required)

Sturgeon County Transportation Master Plan

Figure 11. Typical Crosswalk Signage, Markings and Assemblies

General Pedestrian Crosswalk Signage RA-4 Pedestrian Crosswalk

WC-2 Pedestrian Crosswalk Ahead

RA-5 Special Crosswalk Overhead

Pedestrian Crosswalk Markings Twin Parallel Crosswalk Markings

Zebra Crosswalk Markings

Advance Yield to Pedestrian Markings

Pedestrian-Activated Crosswalk Assemblies Rectangular Rapid Flashing Beacon (RRFB)

RA-5 Special Crosswalk with Flashing Beacon

School Area-Specific Signage RA-3 School Crosswalk

WC-16 School Crosswalk Ahead

Page 59

Sturgeon County Transportation Master Plan

Applicable traffic calming measures that can be implemented in residential areas in the County include: • Curb Extensions - This solution has become common place in many regions within Alberta. A curb extension narrows a roadway and intersections by creating a “bulb-out” where the concrete curb and gutter extend further into the intersection. This shortens the distance for pedestrians to cross and encourages vehicles to slow down as the road narrows. • Raised Crosswalks - Often implemented in conjunction with curb extensions, this solution provides better visibility for pedestrians or other vulnerable users while crossing the roadway. With a raised crossing, the surface of the roadway is marginally raised from the typical surface while also slowing down high-speed vehicles • Enhanced Pedestrian Crossings - As discussed earlier in the report, enhanced pedestrian crossing treatments such as pedestrian signs, flashing lights, or other features can improve the safety of pedestrians crossing the roadway and also serve as a traffic calming measure. Several factors should be considered when prioritizing locations for improvements, including public concerns, activity level of pedestrians, and coordination with other construction projects within the study area.

Page 60

Sturgeon County Transportation Master Plan

In general, pedestrians are at a higher risk of serious injury if struck by a vehicle travelling at higher speeds. For locations with a high activity of pedestrians, enhanced pedestrian crossing treatments (see Section 5.1) may be ideal to protect pedestrians crossing the roadway while reducing traffic speeds along the corridor.

1. Speed: determine 85th percentile speed at location of concern 2. Volume: determine traffic volumes along corridor (average daily traffic – ADT) 3. Collisions: determine number of collision within 3 years at or along the same corridor of the location

investment, County Administration should use a

4. Pedestrians: determine number of pedestrian generator or connections to the trail network

point-ranking system outlined in Table 4 based on:

Further details on the prioritization process can be

To inform decision making on where to prioritize

found in Appendix D.

Table 4. Active Modes Crossing Evaluation Matrix

Criteria

Speed

Traffic Volume

Collisions

Pedestrians

Measure

• 85th Percentile Speed

• Average Daily Traffic (ADT)

• Number of Collisions in past 3 years

• Pedestrian Generator (e.g. School, park, seniors centre, church etc.) • On or connect to trail network

Point Allotment • Residential Roads: 2 points for each km/h over speed limit • Non-Residential Roads: 1 points for each km/h over speed limit • Residential Roads: 1 point for each 50 vehicles in excess of 200 ADT • Non-Residential Roads: 1 points for each 100 vehicles in excess of 500 ADT • 2 points per collision within the past 3 years • Pedestrian Generator (e.g. School, park, seniors centre, church etc.) • On or connect to trail network

Maximum Score

Maximum Points

Page 61

Sturgeon County Transportation Master Plan

5.3 Rail Crossing CN Rail operations within the County have a significant impact on the transportation network. There are currently numerous crossings on county roads, including at-grade and grade separated highway crossings. Maintaining a good understanding of the operations of these rail lines will help safely manage traffic operations and prioritize investment. The following guidelines will help maintain safe and efficient traffic operations: 1. Maintain an inventory of all rail crossings and complete regular reviews of rail crossings. The County maintains an inventory of existing rail crossings and should continue to do so on a regular basis. The inventory should include information to answer the following questions: • Is the crossing at-grade or grade-separated? • Does the crossing have gates, arms, lights, or bells? • What is the road surface type and condition at the crossing? • Is there adequate sightlines between traffic and rail operations? • Is there adequate signage at the crossing?

2. Engage CN Rail on rail crossing improvements as required. If, upon review, it is determined that the crossing does not meet the County’s safety standards, the County should engage CN rail with the detailed inventory documentation to advocate for rail improvements. In some cases, it may be a simple improvement such as tree clearing/

• Is there any other public safety concerns or

grubbing or improved signage, or a more complex

feedback received from the public or other

improvement such as warning bells, gates, or grade

stakeholders?

separation.

In general, higher traffic volume roadways with

Map 12 identifies potential new crossing locations

rail crossings should be prioritized for review such

or candidate locations for crossing review.

as Highways and Class I rural roadways. The more information that is properly logged, the better supporting documentation will be available when advocating for rail crossing improvements with CN Rail.

Page 62

Sturgeon County Transportation Master Plan

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Rge Rd 202

Rge Rd 204 Rge Rd 204

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Rge Rd 210

Rge Rd 213

Rge Rd 211

Rge Rd 223

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Rge Rd 210

Rge Rd 211

Rge Rd 213

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Rge Rd 215

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Rge Rd 221

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Rge Rd 274

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Rge Rd 12

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Rge Rd 234

Twp Rd 582

Rge Rd 241

Map 12. Recommended 25-Year Rail Crossing Locations

Highway At-Grade Crossing (Total = 9)

Railways

Highway Grade Separated Crossing (Total = 5)

Municipal_Boundary

County Road AtGrade Crossing (Total = 63)

County Boundary

New Crossing or

Required # Review * (Total = 7)

Page 63

Sturgeon County Transportation Master Plan

6. Road Network Strategy As growth and development occurs within the County, transportation infrastructure upgrades and expansion will support increased traffic demands and accommodate evolving travel patterns on the network. These investments will ensure that the County provides an efficient and reliable transportation network that maintains a high-quality of life for residents while supporting economic development. The Road Network Strategy outlines the key recommendations for establishing a consistent road classification system as well as major transportation investments in Sturgeon County over the next 25 years.

Page 64

Sturgeon County Transportation Master Plan

6.1 Major Network Improvements While the County’s existing road networks have the

of protected turn bays at various intersections to

capacity to accommodate the projected growth,

improve corridor safety and operations along the

several major networks require improvements to

corridor. Further, single-lane roundabouts should

facilitate growth and development in the Sturgeon

be installed at major intersections to maintain safe

Valley area while addressing regional connections.

speeds, improve traffic operations and enhance

These projects include:

the overall aesthetic of the area. It is recommended

1. Sturgeon Road The segment of Sturgeon Road between River’s Gate and Highway 28 (see Figure 12) is expected to experience moderate to significant growth as the first stages of development in Sturgeon Valley builds out to 26,000 people. Under this population horizon, Sturgeon Road should maintain as a two-lane arterial cross-section, with the addition

that single-lane roundabouts be implemented at the intersection of Sturgeon Road / River’s Gate, Sturgeon Road / Township Road 542A and Sturgeon Road / Essex Point / Township 543A to maintain safe speeds along the corridor, improve traffic operations and enhance the overall aesthetic of the region. The remaining intersections should remain stop-controlled, except for the intersections at Highway 28 and 127 Street, where it is signalized.

Figure 12. Sturgeon Road Functional Plan Study Limits

Page 65

Sturgeon County Transportation Master Plan

As warranted by the rate of development towards full build-out conditions, the section of Sturgeon Road between Essex Point/Township Road 543A and Highway 28 may be upgraded to a four-lane arterial. The segment of Sturgeon Road between Essex Point and 127 Street will remain a two-lane arterial due to significant right-of-way constraints. A summary of the proposed improvements is provided in Table 5. Table 5. Sturgeon Road Functional Plan Recommended Improvements

Sturgeon Road Intersection

1. 127 Street

Recommended Improvements

Construct T-intersection as per the 127 Street interim plan. The full 4-leg intersection will be required when 127 Street is connected across the Sturgeon River. Single left-turn lanes should be constructed as part of both the T-Intersection and 4-leg Intersection configuration. • When 127 Street is twinned from 2-lanes to 4-lanes, dual left-turn bays may be required on Sturgeon Road on the leg that connects to the City of St. Albert. Temporary access to future development provided by constructing an access

2. River’s Gate

as needed at the River’s Gate intersection. Complete a single-lane roundabout as development progresses and local traffic becomes active in the new development area to maintain fluid traffic operations for all movements.

3. Township Road 542A

Upgrade intersection to a single-lane roundabout and properly align the Sturgeon Valley Golf Club access at the roundabout.

4. Viscount Road West

Some geometric changes to Viscount Road West to limit intersection to right-in/right-out movements. This intersection should be monitored, and if safety concerns are observed, the intersection should be closed with access consolidated to Viscount Road East.

5. Starkey Road (Range Road 251)

Minor geometric improvements to existing roundabout, including implementation of concrete splitter islands and the addition of pedestrian facilities.

6. Viscount Road East / Equestrian Place

Addition of left-turn bays on Sturgeon Road.

7. Viscount Drive

Addition of westbound left-turn bays on Sturgeon Road.

Page 66

Sturgeon County Transportation Master Plan

Sturgeon Road Intersection

Recommended Improvements

8. Crestview Drive West

Access is limited to right-in/right-out traffic movements as a result of nearby turn bays.

9. Crestview Close / Crestview Drive East

Addition of left-turn bays on Sturgeon Road.

10. Essex Point

Upgrade intersection to a single-lane roundabout, properly aligning the Essex Point local road access at the roundabout. Further, add pedestrian facilities at the intersection. • Approaching the 61,000 population horizon, a dual lane roundabout may be required at this intersection.

11. Range Road 250

Maintain existing lane configuration.

12. Edinburgh Road W

Addition of left-turn bays on Sturgeon Road as well as geometric improvements to the north leg to provide safer turning movements and shorter pedestrian crossing. Improve the local access road that ties into Range Road 250 (south leg).

13. Edinburgh Road E

Addition of left-turn bays on Sturgeon Road as well as geometric improvements to the north leg to provide safer turning movements and shorter pedestrian crossing. • If the 112 St Flyover is completed and connected all the way to Sturgeon Road, the south leg will need to align with the 112 St roadway extension as shown in the 4-lane concept.

14. Crozier Drive

Addition of left-turn bays on Sturgeon Road. • If needed due to development access, construct a south leg to mirror the north leg.

15. Range Road 245

Addition of left-turn bays on Sturgeon Road. • If needed due to development access, construct a south leg to mirror the north leg. The proposed north/south collector south of Sturgeon Road should connect to this intersection to minimize the number of accesses near the highway 28 intersection.

16. Highway 28

Maintain existing intersection configuration and existing access 200m west of intersection. Limit additional development trips at the access beyond what is currently approved (i.e., Commercial development as part of Planning Area 2). Page 67

Sturgeon County Transportation Master Plan

Infrastructure supporting active modes will also

• Implement a roundabout at the Sturgeon Road/

improve connections between existing trails in the

Township Road 543A/Essex Point intersection,

area and better protect vulnerable users within the

and Sturgeon Road/River’s Gate intersection in

Sturgeon Valley. This includes a 3.0m shared use

the short-term horizon (1-5 Years) to address

path along the south side of the corridor, west of

traffic operations and overall corridor safety.

Sturgeon Road/Essex Point/Township Road 543A

Traffic operations are expected to fail by the

and on the north side of the roadway east of the

time population within Sturgeon Valley reaches

intersection.

approximately 10,000 people.

Finally, given the rural nature of the corridor,

• Implement protected left turn bays at various

the speed limit should be reduced to 60 km/h to

intersections throughout the corridor to address

further protect all road users, especially vulnerable

traffic operation concerns and provide a safe

users.

and efficient corridor (minimize queuing and

The rate of growth and development in the Valley will influence the implementation timelines for the proposed improvements. The County should use a staged approached for project implementation as follows: • As the first priority, provide the recommended active modes infrastructure and connections in the plans as soon as reasonably possible.

Page 68

interrupted flow). These improvements are required in the medium-term horizon and can be implemented in sections through the Sturgeon Road Corridor. • Implement a roundabout at Sturgeon Road/ Township Road 542A in the long-term horizon (10+ years) as traffic operations are expected to fail by the time population within the Valley reaches approximately 26,000 people.

Sturgeon County Transportation Master Plan

6.2 127 Street Extension In 2012, County Council approved the

• Two major structural components including a

recommended plan to extend 127 Street from

CN Rail grade-separated crossing as well as the

the City of Edmonton boundary to Highway 2,

Sturgeon River Crossing.

north of St. Albert. The recent approval of the Sturgeon Valley South and Sturgeon Valley Core ASP initiated an update of the 2012 plan to ensure the recommendations align with new growth initiatives in the Valley. Building from the 2012

• A 3.0m shared use path on the north/east side of the roadway as well as pedestrian crossings at all the cross-sections. ROW is protected for optional future active modes if required.

recommendations, the updated recommendations

• The introduction of an underground stormwater

maintain 127 Street as a two-lane arterial road in

system to provide a future-ready urbanized

the long-term and ultimately, to a four-lane divided

environment.

arterial through a multi-phase implementation process. The 127 Street extension will also include: • Nine (9) at-grade intersections with Corriveau Avenue (signalized), Poundmaker Road (signalized), Valour Avenue (signalized), New East-West Arterial (signalized), Sturgeon

While each stage of construction will be driven by development in the Valley, the first stage of extending 127 Street to Sturgeon Road is critical in providing the initial connection into the first phases of development in the Valley. It will also alleviate demands on Sturgeon Road and Starkey Road,

Road (signalized), Bellerose Drive (signalized),

deferring the need for further corridor upgrades.

Coal Mine Road (unsignalized), New North-

The recommended stages of implementation is

East Arterial (unsignalized) and Highway 2 (signalized).

highlighted in Figure 13.

Page 69

Sturgeon County Transportation Master Plan

Figure 13. 127 Street Extension Recommended Staging

Stage 1 (Interim) Corriveau Ave to Sturgeon Rd

Stage 2 (Interim) Sturgeon Rd to Highway 2

Stage 3 (Ultimate) Corriveau Ave to Sturgeon Rd

Stage 4 (Ultimate) Sturgeon Rd to Highway 2

Page 70

• Construct 2-lane semi-urban collector (future arterial) to Sturgeon Road, with 3.0m shared use path and illumination • Complete full CN rail underpass if funding is available • Construct stormwater main and catch basins • Construct Stormwater Management Facility East of Sturgeon River • Complete all utility relocations required for ultimate cross-section

• Construct 2-lane semi-urban collector (future arterial) to Highway 2, with 3.0m shared use path and illumination • Complete bridge crossing over the Sturgeon River • Construct stormwater main and catch basins • Construct Stormwater Management Facility West of Sturgeon River • Complete all utility relocations required for ultimate cross-section

• Construct 4-lane divided arterial cross-section to Sturgeon Road with additional turn lanes at intersections • Complete catch basins and all stormwater tie-ins

• Construct 4-lane divided arterial cross-section to Highway 2 with additional turn lanes at intersections • Complete remaining bridge deck construction over the Sturgeon River • Complete catch basins and all stormwater tie-ins

Sturgeon County Transportation Master Plan

6.3 Sturgeon Valley Local Improvements The build-out of the Sturgeon Valley South will require new arterials and collectors to enable effective connections to and from new development. These new connections, as outlined in the Sturgeon Valley South ASP and confirmed through traffic review are illustrated in Figure 14 and further described below.

Page 71

Sturgeon County Transportation Master Plan

Figure 14. Sturgeon Valley Proposed Ultimate Road Network

Page 72

Sturgeon County Transportation Master Plan

1. New East-West Arterial – A new east-west

be completed as a two-lane roadway and upgraded

arterial, connecting from the future 127 Street in

to a four-lane road as daily volumes approach

the west to the future 112 Street in the east was

15,000 vpd or are warranted by development.

proposed in the ASP to facilitate access to future development in Planning Area 1 and 3. Future traffic projections for this roadway suggest that the roadway can function as a two-lane collector in the initial stages of development but should be upgraded to a four-lane arterial as the area fully

The first two-lane segment will be implemented in the medium to long-term horizon (15-20 years) and the remaining upgrades will occur beyond the 25-year (long-term) horizon or as warranted by development.

develops. As the need for this new connection is

2. Nicolson Road – Building from the existing

dependent on development, the arterial should be

Nicolson Road alignment, a new east-west collector

completed in three segments over multiple stages,

was proposed in the ASP, linking Range Road 250 in

with the first segment linking 127 Street to the

the west to Highway 28 in the east through a new

future collector ring road. The second segment will

intersection with Highway 28. This collector should

link the collector ring road to Range Road 250 while

be completed in, at minimum, two segments as

the last segment will extend from Range Road 250

warranted by development in Planning Area 3 and

to the future 112 Street link. The first segment

4, with the first segment linking Range Road 250

is expected at the onset of development east of

to the future 112 Street and the second segment

the rail line as the 127 Street extension is being

connecting from 112 Street to Highway 28.

completed. For each segment, the arterial should

However, the connection to Highway 28 is likely not

Page 73

Sturgeon County Transportation Master Plan

feasible due to the spacing from the intersection at

Primarily driven by development in Planning

Sturgeon Road / Highway 28, which will ultimately

Area 4, 112 Street should be completed in three

be upgraded to an interchange. Therefore, the

segments over multiple stages, with the first

second segment of the east-west collector should

segment linking Sturgeon Road to Nicolson Road.

be completed up to the Industrial Collector which

The second segment will connect Nicolson Road

will provide effective access and connections

to Valour Avenue/Township Road 542, while the

between Planning Area 2, 3 and 4.

last segment will extend 112 Street to the collector

The implementation of Nicolson Road will occur beyond the 25-year horizon.

ring road. The first and second segment will be implemented at the onset of Planning Area 4 with the third segment to follow. The third segment is

3. Industrial Collector – A new north-south

not considered a critical link as traffic can utilize the

collector (Industrial Collector) that traverses parallel

Highway 28 or 127 Street connections. The City of

to Highway 28 was proposed in the ASP, connecting

Edmonton is expected to complete the flyover, and

Sturgeon Road from the north to Valour Avenue/

therefore the roadway is expected to terminate at

Township Road 542 in the south. This connection

the collector ring road.

is required to support industrial development in Planning Area 2, with development anticipated to start in the north and move south. The collector

The implementation of 112 Street will occur beyond the 25-year horizon.

should be completed in two stages as warranted

5. Range Road 250 – Range Road 250 is currently

by development, with the first segment linking

a two-lane rural collector and was proposed as

Sturgeon Road to Nicolson Road and the second

an arterial road in the ASP. Based on the traffic

segment connecting Nicolson Road to Valour

projections, Range Road 250 should be maintained

Avenue/Township Road 542.

as a two-lane roadway and upgraded to four-lane

The Industrial Collector will be implemented beyond the 25-year horizon.

arterial as the corridor approached 15,000 vpd or as warranted by development in Planning Area 3. Depending on the staging and rate of development,

4. 112 Street – A new 112 Street link was proposed

upgrades to Range Road 250 can be completed all

in the ASP connecting Sturgeon Road in the north

at once or in three segments – Sturgeon Road to

to Anthony Henday Drive in the south. While

New East-West Arterial, New East-West Arterial to

112 Street is proposed as an arterial, future

Valour Way/Township Road 542, and Valour Way/

traffic projections suggest that the roadway can

Township Road 542 to City of Edmonton limits.

function as a collector road and is not expected to generate enough traffic for an upgrade to an arterial. Arterial roads are generally intended to efficiently move traffic through a community, and with other parallel north-south arterials/highways such as Range Road 250 and Highway 28, 112 Street functioning as an arterial would provide very limited network benefits.

Page 74

The two-lane urban collector upgrades between the New East-West Arterial and the City of Edmonton limits will be required in the longterm horizon (20 years) and the four-lane upgrade will occur beyond the 25-year horizon or as warranted by development.

Sturgeon County Transportation Master Plan

6. Valour Way/Township Road 542 – The

continues south within Planning areas 1 and as

extension and upgrade of Valour Way/Township

the 127 Street, extension is being completed.

Road 542 was proposed in the ASP to provide

The second segment should be implemented

east-west connections between the future 127

as Planning Area 1 continues to build-out, while

Street and Highway 28 and beyond. Future traffic

implementation of the third and fourth segment

projections for this roadway suggest that the

is dependent on development in Planning Area 3

corridor can function as a two-lane collector in

and 4. For each segment, the arterial should be

the initial stages of development but should be

completed as a two-lane roadway and upgraded

upgraded to a four-lane arterial as the area fully

to a four-lane road as daily volumes approaches

builds-out. As the need for this new connection is

15,000 vpd and/or warranted by development.

dependent on development, the arterial should be completed in four segments over multiple stages, with the first segment linking 127 Street to the future collector ring road. The second segment will link the collector ring road to Range Road 250, the third segment will extend from Range Road 250 to the future 112 Street and the final segment will

The first segment linking 127 Street to the future collector ring road is required as a twolane roadway in the long-term horizon (20-25 years). The remaining segments and four-lane upgrades will occur outside the 25-year horizon and beyond.

link 112 street to the Highway 28 flyover. The first segment should be implemented as development

Page 75

Sturgeon County Transportation Master Plan

7. Collector Ring Road – A new collector ring road

These upgrades will be necessary to facilitate

that starts north of the new East-West Arterial to

future growth in the Sturgeon Valley core.

112 Street was proposed in the ASP to complete the road system within Planning Area 1 and 3. As the need for this new connection is dependent on

These upgrades will not be required until outside the 25-year horizon.

development, the collector should be completed in

9. Coal Mine Road – Coal Mine Road is currently a

four segments over multiple stages, with the first

two-lane rural collector within the Sturgeon Valley

segment connecting to the new East-West Arterial

that also begins at Starkey Road and continues

from the north. The second segment will then

west into St. Albert. Similar to Bellerose Drive, as

extend south to Valour Way/Township Road 542A,

development in Planning Area 5 is initiated and

while the third segment will extend south to east

development in the Sturgeon Valley Core continues

to Range Road 250. The final segment will extend

the daily volumes will eventually increase to 15,000

further east to 112 Street.

vpd, and Coal Mine Road will need to be ultimately

The first segment should be implemented as Planning Area 1 begins to build-out east of the rail line and the first segment of the East-West Arterial and 127 Street extension is constructed. The second and third segment will follow after completion of the first segment and as required by development. The fourth segment is not considered a critical link and is only needed as a means to connect people in the immediate vicinity of the ring road to the overall network. The first and second segment of the collector ring road will be required in the long-term horizon (15-20 years) while the remaining segments will be required beyond the 25-year horizon. 8. Bellerose Drive –Bellerose Drive is currently a two-lane rural collector within the Sturgeon Valley that begins at Starkey Road and continues west into St. Albert. As development in Planning Area 5 is initiated and daily volumes increase to 15,000 vpd, Bellerose Drive will need to be upgraded to a fourlane arterial. The upgrades will also complement the second stage of the 127 Street extension, providing enhanced local and regional connections north of the Sturgeon River. Bellerose Drive will also intersect with the future 127 Street extension. Page 76

upgraded to a four-lane arterial. Coal Mine Road will also intersect with the future 127 Street extension. Coal Mine Road is currently constructed to a rural standard and in the near-term, Coal Mine Road should be upgraded to an improved rural standard with a wider paved surface to align with the future Neil Ross Road from St. Albert Trail to Coal Mine Road, which is anticipated for 2029. Neil Ross Road is proposed to be staged, with the initial stage as a two-lane divided roadway that will expand to a four-lane arterial. The completion of Neil Ross Road is expected to increase traffic on Coal Mine Road, however, the trigger for a four-lane upgrade on Coal Mine Road will likely occur well beyond the 25-year horizon. The two-lane rural upgrade will be required in the near-term and the four-lane upgrade will be required beyond the 25-year horizon.

Sturgeon County Transportation Master Plan

10. Starkey Road and Bellerose Drive

The four-lane upgrade will be required by the 25-

Intersection – A roundabout can be considered at

year horizon.

the Starkey Road and Bellerose Drive intersection to serve as a calming measure in the medium term

Timeline

as well as to address future intersection delays as

The transportation network within the Sturgeon

a result of increased development traffic in the Sturgeon Valley core. This will also help improve the level of service for the Bellerose drive leg of the intersection as volumes on Starkey Road continue to increase. The roundabout can be implemented in the medium term (10 years) to enhance intersection safety and address potential future operational

Valley is dependent on the rate and phasing of development. To address these uncertainties, the County should continue to monitor growth and development in the Valley and reassess the need for improvements as development plans and growth policies evolve. Detailed corridor and intersection improvements should be confirmed through a Traffic Impact Assessment when

constraints.

development permits are being reviewed.

11. Starkey Road – Starkey Road is currently

As noted above, several new connections in the

a two-lane collector connecting Highway 37 in the north to Sturgeon Road in the south. The segment of Starkey Road between Coal Mine Road and Bellerose Drive should be upgraded to

Valley are required beyond the planning horizon (25-year) of this TMP, therefore, the County should protect the appropriate right-of-way for the ultimate cross-section on all identified roadways.

a four-lane arterial as development occurs in the northern section of the Sturgeon Valley Core. This improvement will improve the distribution of eastwest traffic between Bellerose Drive and Sturgeon Road. Page 77

Sturgeon County Transportation Master Plan

6.4 Intersection Improvements Continued investments in intersection upgrades are a critical aspect in mitigating existing and anticipated operational and safety issues, extending the life of infrastructure, and potentially deferring larger and more expensive improvements. These investments also improve efficiency and network reliability for goods movements along key economic corridors. Through the County’s recent Intersection Improvement Program, 21 of the 37 intersections reviewed required some type of intersection improvement over the next 20 years, whether through illumination improvements or intersection treatment upgrades. Although the majority of the intersections requiring upgrades are maintained by TEC, the County should continue to monitor these locations and collaborate with TEC to address future constraints. The County intersections identified for improvements and the recommended implementation timeframe is highlighted in Table 6. The Intersection Improvement Program should be updated on a regular basis (e.g., every 3 to 5 years) to ensure an efficient and safe transportation network within the County. This also allows Administration to incorporate any required improvements into the County’s operating and capital plans. Table 6. Intersection Improvement Program (2022) Recommended Improvements

Intersection

Recommended Upgrade

Range Road 250 / Township Road 542

Upgrade Intersection Control (Signal or roundabout)

Increased intersection delays

Medium-term (15 Years)

Range Road 240 / Township Road 554

Type I to Type II Intersection Treatment

Traffic Volumes

Short-term (10 Years)

Range Road 251 / Township Road 542

Upgrade from Type l to Type ll Treatment

Traffic Volumes

Near-term (< 5 Years)

Range Road 272 / Township Road 554

Brushing and geometric improvements (e.g. construct proper crosssection and ditches)

Sight Distances

Implement based on ongoing monitoring or as funding is available.

Range Road 255 / Township Road 544

Upgrade from Type l to Type ll Treatment

Traffic Volumes

Near-term (< 5 Years)

Range Road 224 / Township Road 572

Upgrade to Type ll Treatment (20 Year)

Traffic Volumes

Long-term (20 Years)

Range Road 224 / Heartland Drive

Delineation Lighting for Cross Street

Illumination Warrant

Near-term (< 5 Years)

Page 78

Warrant for Upgrades

Implementation Timeframe

Sturgeon County Transportation Master Plan

6.5 Future Road Network Plan To ensure the road network remains efficient, safe and responsive to evolving needs of Sturgeon County, several roadways are also recommended to be reclassified as per the volume thresholds and road classification criteria outlined in the 2023 GMSS. Table 7 highlights the recommended road reclassifications for the 10-year and 25-year horizon. Map 13 through Map 16 illustrates the recommended rural and urban road classifications for the 10-year and 25-year horizon.

Table 7. Recommended 10-Year and 25-year Road Classification Upgrades

Recommended 10-Year Road Classification Changes Roadway Section

Existing Road Class

Recommended Road Class

Range Road 231, Highway 37 to Township Road 552

Class 3

Class 2

Range Road 261, Highway 37 to Township Road 544

Class 3

Class 2

Range Road 253, Highway 2 to Township Road 580

Class 3

Class 2

Range Road 272, Highway 633 to Township Road 540

Class 3

Class 2

Recommended 25-Year Road Classification Changes Roadway Section Range Road 230, Highway 37 to Fort in View Golf Course Access

Existing Road Class

Recommended Road Class

Class 2

Class 1

Range Road 240, Township Road 564 to Sturgeon County/Bon Accord Class 3 Limits

Class 2

Township Road 562, Range Road 254 to Highway 2

Class 3

Class 2

Township Road 562, Range Road 253 to Range Road 252

Class 3

Class 2

Township Road 570, Highway 28 to Range Road 224

Class 2

Class 1

Page 79

Rge Rd 262

Rge Rd 263A

Rg Rd

Hwy 44

Rge Rd 271

Rge Rd 273

Rg 25 1

Rge Rd 264

Rge Rd 261

Rge Rd

Rge Rd 273

Rge Rd 265

Rge Rd 270

Rge Rd 272

243

Rge Rd 274

Rge Rd 273

Rd 27

Rge Rd 261

Rge Rd 264

Rge

Rge Rd 272

37 EB to 2 SB

2 NB to 37 EB

Rge Rd 252

Rge Rd 253

Hwy 2 Service Rd

Rge Rd 255

Rge Rd 260

Hales St

Elliot St

Northview Cr

Rge Rd 262

Rge Rd 263

Rge Rd 275

Legend

Provincial Highway

Rge Rd 232 Horner Dr Tra il

Hw y1

Rge Rd 231

Old Fort

Rge Rd 244

Rge Rd 225

Rge Rd 234A

Rge Rd 235

Rge Rd 242

Twp Rd 551

Hwy 37

Trail

y Old Fort Trail Service Road

Rge Rd 231

Fo rt

Rge Rd 242

Rge Rd 243

Hwy 2

Rge Rd 274

Hwy 44 Service Rd

Hwy 2 Service Rd

lsen

Rge Rd 252

Nie

Rge Rd 271

Rge Rd 265

Rge Rd 272

Rge Rd 273

Sturgeon Dr

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 250

McDonell Cr

Rge Rd 245

Old

Rge Rd 273

Service Rd

Lac St. Anne Trail

Rge Rd 275

Cambrae

Sturgeon Way

82 Hw y1 5

Sturgeon Cr 100

La mo

5 ne

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Crozier Cr

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Stur ge on Sturge on Dr Dr

St Hwy 825 Ga urge um on Dr on tC r

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ale

Park Rd

Rge Rd 225

Hwy 28A Service

Rge Rd 235

Rge Rd 240

Rge Rd 230

Hwy 28A

Shultz Dr

Valley Dr Lamoureux Dr

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 233

Bo ysd

ill

Rge Rd 255

2SB to 642

Rge Rd 254

Twp Rd

Lamoure

Dr E

Hwy 28

2 Se

Hwy 2

Hwy 2 Service Rd

Hwy rvice

Lane Lane Stree Poirier St t Hwy 44

Twp Rd 554

McFeeters Dr

Rge Rd 10 Do ver Rd

Abby Dr Lane

Twp Rd 560

s RdRge Rd 280

2378CL

McFe eter

Rge Rd 241

50 Ave

Rge Rd 253

Hwy 2

Rge Rd 263

Rge Rd 231

Hwy 28A

Gibbons Vista Way Casa Vista Dr

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Twp Rd 560

555 Rge Rd 220

e Rd

Rge Rd 251

Hwy 28 Servic

Rge Rd 264

Rge Rd 270

Casa Vista Dr

St 1 2 St 3 St

Rge Rd 280

Rge Rd 260

Rge Rd 261

Rge Rd 262

Rge Rd 230

Rge Rd 272

Rge Rd 263A

Rge Rd 271

Rge Rd 273

Rge Rd 274

Rge Rd 275

Rge Rd 233

Rge Rd 235

Rge Rd 242

Rge Rd 225

Lake

Rge Rd 221

Rge Rd 222

e Av

Rge Rd 220

Rge Rd 223

Lost Poin t

Rge Rd 264

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 10

Hill Rd

Rge Rd 224

Hwy 28

Junip er Dr

Hwy 643

Fort Saskatchewan

Iv an Rd

Rge Rd 213

Zahar Dr

Service Rd

Woodridge Cr

Rge Rd 214

Meadow Cr

Rge Rd 254

Rge Rd 232

Map le

Hwy 38

643

10-Year Rural Classes Class 1 Class 2 21 Class 3 Haul Road Private

Twp Rd Vict oria

Rge Rd 204

Rge Rd 205

Rge Rd 230

Twp Rd 574

830

Rge Rd 251

Rge Rd 241

Rge Rd 243

Rge Rd 215

Rge Rd 220

Hwy 28

Aspenridge Cr

Rge Rd 241

Ric Rge Rd 235 hfie Ed ld ua Rd rd Rd

Rge Rd 234

Edit Cr

Rge Rd 202

Rge Rd 203

Rge Rd 204

Rge Rd 210

Rge Rd 211

Rge Rd 253

Brook Hollow Dr

Hwy 829

Rge Rd 213

d2 25 A

Rge Rd 233

Hwy 651

25 2A Leomar Ravine

Rge Rd 253

Rge Rd 255

Rg e Rd

Rge Rd 252B

Hwy 644

Rge Rd 210

Twp Rd 572

Rge Rd 211

Hillsborough Dr

Rge Rd 240

Golde n He ights

Hillsborough

Rge Rd 252

Hillsborough Heights

Rge

Salmon Dr

GIBBONS

Hwy 779

South Sturgeon Dr

Be ll Ba y

Rge Rd 220

Twp Rd 560

Ra Ave

Lane

ay ilw

Rge

ood

Willow Ave

Wes tw

Rge Rd 12

Range Road 211

ice

REDWATER

212

Rge Rd 11

Fernwood Cr

Rd Rge

Coronado

Twp Rd 575A

Page 80 Twp Rd 580

Rge

Edmonton

Twp Rd 542

orr

Vista

216 Twp Rd 553

North Sturgeon Dr

Hwy 28A

Bon Accord

e Dr

BON ACCORD

Serv r

y 28

Twp Rd 564

Maple Ridg

Hwy 28

Lois Hole Centennial N Dr

Erickson Dr Twp Rd 573

See 10-Year Urban St Albert Road Classification Map Valley

nsle

Twp Rd 560

Gibbonslea Dr

bo Gib

633 Cr 234

Hwy 28 Service Rd Hewett Dr

Hwy 37 Service Rd Hwy 37 Service Rd

Twp Rd 561A Rge Rd

Hwy 642

Cambrae Dr W

37 Ca Dr rle ton brae Shultz Dr Cam Dr

Twp Rd 551

ultz

Grandview Cr

Twp Rd 552

Sh view

uth

Twp Rd 570

Hohum Cr

Honeybear Ave

Twp Rd 554 nd

Hwy 37

Morinville

Gra

Enoch Cree Nation No. 135 Twp Rd 544 rd iff Pa rk

n Rd

540A Rd Twp ief Cl

37 to 2 NB

Nelso

Spruce Grove 2

r Ch

Silve

Twp Rd 544

Dr Chief Silver 261A Rd Rge

Twp Rd 540A

ult Rd

Meadowview Dr

Dr Riverview Terra

Paquin St Jasper St St John St Echo Ave Prospect Pl Pl Star-Key

Main

Ravine ve r

Kuryluk Blvd Twp Rd 544 Northern Dr

Service

ice

Hwy 44

Sil

Hwy 37

Hwy 633 vice Rd

Twp Rd 544 37 Ser

y Hw

Lassoo Tr Hwy

k Rd

Hwy 37 Service Rd

ff Par

et Twp Rd 554

MORINVILLE Rex Pl Hewi tt Dr

Aubrey Pl

Stre

Riverbend Rd

Twp Rd 560

Reyda Dr Hwy 642 Service Rd

803

Benjamin

Hwy 642

to 37

44 Twp Rd 572

Oak Dr

Twp Rd 572 Hillsborough

Al exander 134 Twp Rd 574

Twp Rd 572A

Twp Rd 562

Cardi

Hwy 2 Service Rd

2 SB

Ferla

Hwy 633 Twp Rd 565

ing Land

Twp Rd 563 Twp Rd 571

Twp Rd 571

651 e rv

Twp Rd 571 LEGAL

se Re

Twp Rd 572

Ave Discovery

Rge Rd 11 Rge Rd 11

Hwy 651

642 to 2 SB

Meadowview Dr

vice

Twp Rd 540

44 Ser

Twp Rd 543 4A

Villeneuve Airport 56

4A Rd

54 Service Rd

p Rd Hwy

Hwy 633 Tw p Tw

633 Erin Dr

Roy Dr

l Cr

Twp Rd 545

545A

Pear

Galaxy Way

779 Zodiac

Twp Rd

St 4 St 2

ALEXANDER FIRST NATION

Hwy 44

y wa

Stre

il Ra

James Dr

Bow Bay Dr

e Av

Twp Rd 563

mara

Rge Rd 11

580

McNa

Rge Rd 11

2 d 58

p Rd

44 Twp Rd 580 pR

Twp Rd 582 Tw

Twp Rd 580 Tw

Twp Rd 570

e nio Av U

37 y wa

273

Pine

il Ra

Twp Rd 564 Twp Rd 564 Rge Rd

St w illo W h St Birc Fir St

Rge Rd 11

Sturgeon County Transportation Master Plan

Map 13. Recommended 10-Year Road Network (Rural Roads)

Opal

County Boundary

Twp Rd 574A

Redwater

570

Victo ria Tr

Twp Rd 564A

Twp Rd 561

830

Twp Rd 555A

Twp Rd 555

636

Elk Island National Park

Railways

Municipal_Boundary 16

Sherwood Park 630

Cooking Lake-Blackfoot

Sturgeon County Transportation Master Plan

Map 14. Recommended 10-Year Road Network (Urban Roads)

Rd ine M al

R an ge R oa d 25 1

Co Rd e in lM oa

28A 28

eon turg

Eas

Namao

lle

ro s

Range Road 25 3

Sturgeon Valley d nR Golf & Country geo Stur Club

Canadian Forces Base Edmonton

28A

Township Road 544

Ra n ge R o a d 24 3

MacArthur Siding

Range Road 244

Range Road 252

Range Ro a d 25 3

Terrae Pines2 Golf Course

Range R oad 245

Rge Rd 251

Kin g swood

Provincial Highway 216 Woodlands

Edmonton Forest Lawn

1 15

St Albert

1 12 St NW

St Albert

Legend

Fort

Spruce Grove

T o w nshi p Ro ad 54 2 28

Hunters Green Golf Club

Saskatchewan Braeside Ravine Lacombe Lake Park

Twp Rd 542

10-Year Urban Classes Arterial Collector Local

216

Railways County Boundary S t NW

T rl

Dee r Rid ge

R i verlot 56

Er i n Ridge

Edmonton Garrison Meml Gol f Club

Municipal_Boundary

St NW

St A l b e rt

V i lleneuve Rd

Lancaster Park

Rge Rd 250

Bel

Rang e Road 250

ler

Page 81

Rge Rd 262

Rge Rd 263A

Rg e Rd

Hwy 44

26 2

Rge Rd 271

Rge Rd 273

Rge Rd 272

Rge Rd 264

Rge Rd

Lane

Rge Rd 273

Rge Rd 265

Rge Rd 270

Rge Rd 261

ood

243

Hwy 779

McFeeters Dr

Rge Rd 274

Rd 27

Rge Rd 261

Rge Rd 264

Rge

Rge Rd 272

Hwy 2 Service Rd

2 NB to 37 EB

Rge Rd 255

Rge Rd 260

Hales St

Elliot St

Northview Cr

Rge Rd 262

Rge Rd 263

Rge Rd 275

Rge Rd 273

Rge Rd 280 Rd

ers

McFe et

Lac St. Anne Trail

Rge Rd 273

Rge Rd 252

Rge Rd 253

Provincial Highway

Fo rt

Rge Rd 232 Horner Dr Tra il

Hw Old l Fort Trai

Rge Rd 244

Rge Rd 234A

Twp Rd 551

Rge Rd 235

Rge Rd 242

Hwy 37 Y

Hwy 44 Service Rd

lsen

Nie

Rge Rd 252

vice Rd Hwy 2 Service Rd Hwy 2 Service Rd

Hwy 2 Ser

Rge Rd 271

Rge Rd 265

Rge Rd 272

Rge Rd 275

Cr 2378CL

Sturgeon Dr

Cardiff Park Rd

Cambrae

y1 5

Hw y1 5

Rge Rd 225

Sturgeon

La mo

ne u ure

xD r

Stur ge on Sturge on Dr Dr

St Hwy 825 Ga urge um on Dr on tC r

Hwy 28A Service

Rge Rd 235

Rge Rd 240

Cr 100

Valley Dr Lamoureux Dr

Twp Rd

d Rge Rd 223

ale

Bo ysd

Crozier Cr

Rge Rd 230

Hwy 28A

Rge Rd 233

Estates Way

Park Rd

Rge Rd 255

2SB to 642

Rge Rd 254

Hwy 28 Service Rd Hwy 28 Service Rd

Shultz Dr

Dr E

Hwy 28

3 Ave 2 Ave

ill

Main

2 Se

Twp Rd 554

Lamoure ax Dr

Hwy

Hwy 2 Hwy 2 Service Rd

rvice

Lane Lane Stree Poirier St t Hwy 44

Abby Dr Lane

Rge Rd 241

Vista Way Casa Vista Dr

Twp Rd 560

Vic tori

555 a Tr Rge Rd 220

e Rd

Rge Rd 251

Hwy 28 Servic

Rge Rd 264

Rge Rd 270

Casa Vista Dr

Old Fort Trail Service Road

Rge Rd 231

Old

Rge Rd 274

Rge Rd 273

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 242

Rge Rd 243

Rge Rd 245

Rge Rd 250

McDonell Cr

Rge Rd 10 Do ver Rd

Twp Rd 560

Rge Rd 280

South Sturgeon Dr

St 1 2 St St 3

Wes tw

50 Ave

Rge Rd 253

Hwy 2

Rge Rd 263

Rge Rd 231

Hwy 28A

Gibbons

Rge Rd 220

GIBBONS

Rge Rd 261

Rge Rd 260

Rge Rd 11

Rge Rd 272

Rge Rd 263A

Rge Rd 230

Rge Rd 233

Rge Rd 235

Rge Rd 242

Rge Rd 225

Lake

Rge Rd 221

Rge Rd 222

e Av

Rge Rd 220

Rge Rd 223

Lost Poin t

Rge Rd 10

Rge Rd 264

Hwy 803

Rge Rd 244

Rge Rd 245

Rge Rd 250

Rge Rd 12

Rge Rd 273

Rge Rd 274

Rge Rd 275

Rge Rd 271

Rge Rd 262

Page 82 Ra Ave

Edmonton

Twp Rd 560

Rge

Twp Rd 542

Willow Ave

Twp Rd 553

ay ilw

216 N

Hill Rd

Rge Rd 224

Hwy 28

Junip er Dr

Hwy 643

Iv an Rd Rge Rd 213

Zahar Dr

Service Rd

Twp Rd 572

Rge Rd 214

Meadow Cr

Woodridge Cr

Map

Rge Rd 232

Hwy 38

643

Fort Saskatchewan

Legend

25-Year Rural Classes Class 1 Class 2 21 Class 3 Haul Road Private

Twp Rd Vict oria

Rge Rd 204

Rge Rd 205

Rge Rd 230

Twp Rd 574

830

Rge Rd 243

Rge Rd 215

Rge Rd 220

Hwy 28

Aspenridge Cr

Rge Rd 241

Rge Rd 234

Ric Rge Rd 235 hfie Ed ld ua Rd rd Rd Edit Cr

Rge Rd 202

Rge Rd 203

Rge Rd 204

Rge Rd 210

Rge Rd 211

Hwy 829

Rge Rd 213

d2 25 A

Rge Rd 233

Rge Rd 251

Rge Rd 253

Rge Rd 241

Brook Hollow Dr

Ravine

Hwy 651

Leomar

Rge Rd 253

Rge Rd 255

Rg e Rd

Rge Rd 252B

Hwy 644

Rge Rd 210

Golde n He ights

Rge Rd 240

Rge Rd 254

REDWATER

Rge Rd 211

Hillsborough Dr

Hillsborough

Rge Rd 252

Hillsborough Heights

Lois Hole Centennial Dr

Coronado

Rge

See 25-Year Urban St Albert Road Classification Map ton ae D mbr Shultzr Ca Dr

Hwy 37 Service Rd Hwy 37 Service Rd rle

North Sturgeon Dr

37 z Cr

Erickson Dr Twp Rd 573

Rge

Twp Rd 551

Twp Rd 552 Shult

Rex Pl Hewi tt Dr

Fernwood Cr

Range Road 211

Bon Accord

orr

Vista

Twp Rd 575A

212

BON ACCORD

Hwy 28A

k Loo Dr

Twp Rd 580

Rd Rge

ice

Serv r aD nsle e Dr Maple Ridg

Hwy 28 Service Rd Valley

Gibbonslea Dr

y 28

Gib

uth

234

ff Par

Twp Rd 564

M 38

Honeybear Ave Hohum Cr

Hwy 37 Pl

Twp Rd 570

iff Pa rk

Twp Rd 560 Hewett Dr

Enoch Cree Nation No. 135 Cardi

Hwy 28

Spruce Grove rd

Twp Rd 561A

Rge Rd

r Ch Rd Twp ief Cl 540A

Twp Rd 544 ct

Cambrae Dr W

Twp Rd 544

633 y Hw

Silve

Dr Chief Silver 261A Rd Rge

Twp Rd 540A

ult Rd

Meadowview Dr

Dr Riverview

Terra

Ravine ve r

e Rg

Hwy 44

Sil

Service pe

Pros

Twp Rd 554

Grandview Cr

Kuryluk Blvd Twp Rd 544 Northern Dr

Hwy 37

NB to 2 SB Rd 37 EB Service Hwy 2

Hwy 633 vice Rd

Echo Ave

n Rd

Twp Rd 544 37 Ser

Pl Star-Key St John St

Nelso

Lassoo Tr Hwy

MORINVILLE

view

Hwy 37 Service Rd

Paquin St

et Twp Rd 554 Hwy 642

Aubrey Pl

Stre

Morinville

Riverbend Rd

Twp Rd 560

Reyda Dr Hwy 642 Service Rd

803

Benjamin

Hwy 642

Twp Rd 572

Oak Dr

Twp Rd 572 Hillsborough

Al exander 134 Twp Rd 574

Rd Hw

Twp Rd 572A Dr

Twp Rd 562

nd Ferla

Hwy 633 Twp Rd 565

ing Land

Twp Rd 563 Twp Rd 571

Twp Rd 571

651 e rv

Twp Rd 571 LEGAL

se Re

Twp Rd 572

Gra

Rge Rd 11 Rge Rd 11

Hwy 651

642 to 2 SB

Meadowview Dr

vice

Twp Rd 540

Twp Rd 543 44 Ser

Villeneuve Airport 56

4A Rd

Hwy 633 54 Service Rd

633 p Rd Hwy

Roy Dr Hwy 44

Galaxy Way

779 Zodiac

Tw p Tw

ALEXANDER FIRST NATION St 4 2 St

545A Erin Dr

Highway Ave

Twp Rd y wa

il Ra

Stre

e Av

Twp Rd 545

l Cr

lB James Dr

Pear

Bel Dr

Rge Rd 11

580

Twp Rd 563

mara

Bow Bay McNa

Rge Rd 11 Salmon Dr

2 d 58

p Rd

44 Twp Rd 580 pR

Twp Rd 582 Tw

Twp Rd 580 Tw

Twp Rd 570 e nio Av U

37 y wa

273

Pine il Ra

Twp Rd 564 Twp Rd 564 Rge Rd

St w St illo h W Birc St Fir

Rge Rd 11

Sturgeon County Transportation Master Plan

Map 15. Recommended 25-Year Road Network (Rural Roads)

Opal

County Boundary

Twp Rd 574A

Redwater

570

Victo ria Tr

Twp Rd 564A

Twp Rd 561

830

Twp Rd 555A

Twp Rd 555

636

Elk Island National Park

Railways

Municipal_Boundary 16

Sherwood Park 630

Cooking Lake-Blackfoot

Sturgeon County Transportation Master Plan

Map 16. Recommended 25-Year Road Network (Urban Roads)

Rd ine M al

R an ge R oa d 25 1

Co Rd e in lM oa

28A 28

eon turg

Eas

Namao

lle

ro s

Range Road 25 3

Sturgeon Valley d nR Golf & Country geo Stur Club

Canadian Forces Base Edmonton

28A

Township Road 544

R an ge R o a d 24 3

MacArthur Siding

Range Road 244

Range Road 252

Range Ro a d 253

Terrae Pines2 Golf Course

R a nge R oad 245

Rge Rd 251

Kin g swood

Provincial Highway 216 Woodlands

Edmonton Forest Lawn

1 15

St Albert

1 12 St NW

St Albert

Legend

Fort

Spruce Grove

T o w nshi p Ro ad 54 2 28

Hunters Green Golf Club

Saskatchewan Braeside Ravine Lacombe Lake Park

Twp Rd 542

25-Year Urban Classes Arterial Collector Local

216

Railways County Boundary S t NW

T rl

Dee r Rid ge

R i verlot 56

Er i n Ridge

Edmonton Garrison Meml Gol f Club

Municipal_Boundary

St NW

St A l b e rt

Villeneuve Rd

Lancaster Park

Rge Rd 250

Bel

Rang e Road 250

ler

Page 83

7. Network Management Strategy Investment in infrastructure maintenance is one of the key contributing factors in establishing a reliable and effective transportation network. This approach to managing the transportation network is an important way to ensure that infrastructure continues to meet the needs of the community while reducing the long-term costs associated with infrastructure. The Network Management Strategy outlines how the County can maximize its existing infrastructure through investments in regular maintenance and rehabilitation, longterm planning, and asset management to ensure the transportation network is safe, efficient, and effective over the next 25-years.

Page 84

Sturgeon County Transportation Master Plan

7.1 Network Maintenance The County’s transportation network is a critical

Regular expected maintenance (such as snow

piece of infrastructure that enables the movement

clearing) is a function of the weather and should

of people and goods, and it is vital that the

remain accounted for in operating budgets.

network is well-maintained to support mobility and

Sidewalk and trail maintenance should fall into

economic development and growth. The County’s

the same operations approach as roadway

Pavement Condition Assessment conducted in 2022

maintenance, where operations respond to existing

indicates that approximately 25% of the County’s

conditions (snow, heaves, etc.), and renewal is

paved roads had poor to very poor surface

planned based on the overall condition of the

conditions and almost 40% of the paved network

infrastructure, ideally in coordination with road and

were in good condition. In addition, local roads

utility works.

were found to have the highest percentage (~35%) of road segments in poor to very poor condition.

It is also best practice within industry to plan and coordinate capital construction amongst all

For transportation infrastructure, it is best

infrastructure. For example, if a roadway requires

practice to utilize condition reports to prioritize

rehabilitation, and the servicing under the right-of-

rehabilitation and establish the funding

way is also in need of rehabilitation, these should

framework for rehabilitation. The prioritization

be combined into single capital improvement

for rehabilitation should align with the County’s

projects and identified for year of construction.

budgeting process, which occurs every 3 years.

This holistic approach to infrastructure planning

The County should aim to have at least 80% of the

can maximize the efficiency and effectiveness of

paved road network in good condition through

investment while minimizing redundancies and

regular maintenance and rehabilitation.

throw-away construction costs. This approach also

This goal will require the County to increase its annual maintenance budget, which can be supplemented through cost-sharing opportunities.

provides Administration with the ability to better respond to changing conditions and prioritize projects to better meet the needs and expectations of the community.

A cost-sharing strategy can be applied to Class 2 or Class 3 roads, where the County will be responsible for the full cost of maintenance on a road carrying over 500 vpd. A road with volumes between 200 vpd and 500 vpd will be a 50/50 split between the County and adjacent property owner, while a road with less than 200 vpd will receive dust suppression treatment, with associated costs the sole responsibility of the owner.

Page 85

Sturgeon County Transportation Master Plan

7.2 Seasonal Road Bans

7.3 Road Surface & Cross Section Upgrades

Sturgeon County, like many other municipalities

The County’s road classification system is a

in Alberta, implements seasonal road bans to

fundamental tool for determining how its road

protect the roads during periods of thaw and

network will function and be managed. It also

prevent damage to the road infrastructure.

helps determine the appropriate design standards

Regular monitoring and maintenance of seasonal

for future road upgrades or new construction,

road bans is an important part of protecting road

including right-of-way requirements.

infrastructure in Sturgeon County and ensuring that residents and industry can continue to travel safely and efficiently throughout the year.

As development increases in the County, there may be a need to upgrade existing roadways to accommodate the anticipated traffic demands and

The County should continue to review and update

overall road function as well as the location context

its seasonal road bans on an annual basis based

of the road. The design requirements for roads

on the combination of data analysis, community

that experience volumes over 10,000 vpd are quite

input and expert technical recommendations. The

different than roads with traffic volumes less than

County will also want to monitor weather and road

500 vpd. This is also the case with roads located

conditions throughout the spring and may adjust

within an urban environment versus in a rural

restrictions accordingly. This approach will allow

setting, which require different design treatments

the County to effectively extend the service life of

to meet the needs of the road user as well as the

road surfaces and prolong the need for major road

function of the road.

upgrades.

Page 86

Sturgeon County Transportation Master Plan

The County’s current design standards were

to some rural road classifications over the 10-

amended in 1999, and since that time, road

year and 25-year horizons, there are also some

design standards have evolved to incorporate new

existing roadways where the surface condition

industry standards and current mobility trends,

does not meet the surface criteria for the existing

including the provision of infrastructure for active

road classification. This is specifically relevant to

modes and other vulnerable users. Building

roadways that are currently designated as Class

from the County’s current efforts in updating its

1 as they are required to be paved per the GMSS

GMSS and industry standards, Table 1 in Section

standards. The following list and subsequent map

4.4 outlines the recommended typical design

outline the roads that require surface upgrades.

standards by road classification for both urban

For roadways that are designated as an arterial

and rural roads. These standards will guide how

but are functioning as a two-lane collector in the

the roadway classification system is applied to the

interim, it should be upgraded to the four-lane

development of new roadways and reclassification

arterial standard, where possible, as daily traffic

of existing roadways based on their current and

volumes approach 15,000 vpd.

future functionality. Design standards for roads in Sturgeon Valley also include provisions for sidewalks or trail accommodation. The GMSS

Roadways to be upgraded to pavement to meet classification surface standards:

includes typical cross-sections for each road

• TWP 544, RR 275 to RR 274

classification.

• RR 261, S of TWP 544

Daily traffic volumes are one of the primary

• TWP 544, E of RR 261

factors used to determine road classification. Generally, higher traffic volumes require roads to

• RR 251, Hwy 37 to TWP 552

be wider, more durable and have higher design

• RR 251, N of TWP 554

speeds than roads with lower traffic volumes.

• RR 225, Hwy 825 to TWP 554

As such, the County should consider road crosssection upgrades as daily traffic volumes reach

• TWP 552, RR 230 to RR 225

the maximum threshold for each corresponding

• Boysdale Rd, W of RR 222

road class. While Section 6 discusses the upgrades

Page 87

Rge Rd 263A

Rge Rd 262

Rge Rd 261

Rge Rd 262

Hwy 44 Hwy 44 Rge Rd 265 Hwy 44

Rge Rd 270 Rge Rd 270

Rge Rd 264

Rge Rd 243

Rge Rd 263

Elliot St

North view

Rge Rd 261

Rge Rd 262 Rge Rd 262

Rge Rd 263

Te rra ult Rd

2 NB to 37

Rge Rd 252 Rge Rd 252

Rge Rd 253 Rge Rd 253

Hwy 2 Service Rd

Rge Rd 255

Rge Rd 260

Hales St Rge Rd 260

Rge Rd 261

Rge Rd 264 Rge Rd 264

Rge Rd 271

Rd 27

Rge Rd 243 Rge Rd 243

Rge Rd 232

Rge Rd 242

HW Y 82

Old Fort

Rge Rd 231

Rge Rd 244 Rge Rd 244

Rge Rd 231

Rge Rd 235

Rge Rd 242

Rge Rd 225

lsen

Nie

Rge Rd 252 Rge Rd 252

Cambrae Dr

Hwy 28

Sturgeon Dr

Hw y

Trail

Hw y1

Old Fort

reux

5 y

Trail

ale

Bo ysd

Class 1 Surface Upgrade Railways

Roads Municipal_Boundary

Edmonton Sherwood Park

Lamo

x Dr

Sturgeon Way Sturge on Cr 10

Lamourea

Main

M ill Rd

Shultz Dr

Hwy 28 Service Rd

Crozier Cr

Rge Rd 240

Hwy 28A Service Rd

Hwy 28A Service

Rd B

Lamoureux Dr

Hwy 825

Hwy 28 Service Rd

Abby Dr

Lane Abby Dr

Hw 2

Casa Vista Dr Casa Vista Dr Vista Way

Vista Way

Vict oria Tr

Rd 55

Vic to ria Tr

Twp Rd 561 Twp Rd 561

Twp Rd 560 Twp Rd 560

Rge Rd 220 Rge Rd 220

Hwy 643 Hwy 643

Fort Saskatchewan

Rge Rd 220

Rge Rd 231

Hwy 28A

Rge Rd 234 Rge Rd 234

50 Ave

Rge Rd 250

Hwy 803 Hwy 803

Rge Rd 242 Rge Rd 242

Rge Rd 235 Rge Rd 235

Hohum

Rge Rd 233 Rge Rd 233

Rge Rd 222 Rge Rd 222

Woodridge Cr

Twp Rd 572 Twp Rd 572

Iv an Rd

Hwy 38 Hwy 38

38 Victo ria Rge Rd

643

Rge Rd 210

212

Rge Rd 213 Rge Rd 213

Redwater

Tw p Rd

Legend 830

Vict oria Tr

Rge Rd 204

Rge Rd 205 Rge Rd 205

Rge Rd 251 Rge Rd 251

Rge Rd 253 Rge Rd 253

Rge Rd 243 Rge Rd 243

Rge Rd 215

Rge Rd 220

Hwy 28

Rg eR

Brook Hollow Dr

Hwy 829 Hwy 829

Twp Rd 580

Twp Rd 574 Twp Rd 574

Vic

Rge Rd 202 Rge Rd 202

Rge Rd 203 Rge Rd 203

Rge Rd 204 Rge Rd 204

Rge Rd 210 Rge Rd 210

Rd Greenwood Rd

Ric hfie ld

Rge Rd 241

Rge Rd 234 Rge Rd 234

Greenwood Rd

Edit Cr Rge Rd 235 Rge Rd 235

Rge Rd 241 Rge Rd 241

Rge Rd 213 Rge Rd 213

Rge Rd 211 Rge Rd 211

Rge Rd 214 Rge Rd 214

Morris Rd

Hwy 651

Rge Rd 233

Rge Rd 232 Rge Rd 232

Zahar Dr Rge Rd 230 Rge Rd 230

Zahar Dr

e Rd

Meadow Cr

Rge Rd 253

e Rd 252A Leomar Ravine Rd

Rge Rd 252B

Rge Rd 255

Rge Rd 254

Hwy 644 Hwy 644

Rge Rd 211

Hill Rd

r Juniper Dr

Hwy 28 Servic

Victor ia

Rge Rd 220 Rge Rd 220

Rge Rd 221 Rge Rd 221

Hillsborough

Rge Rd 224 Rge Rd 224

Rge Rd 225 Rge Rd 225

Rge Rd 240 Rge Rd 240

Go Golde lden He n He ights ights

Rge Rd 252 Rge Rd 252

Rge Rd 244 Rge Rd 244

Rge Rd 223 Rge Rd 223

Rge Rd 230 Rge Rd 230

Rge Rd 264

Rge Rd 245 Rge Rd 245

Rge Rd 250

Rge Rd 10

Juni

Rge Rd 220

Hwy 2 Hwy

Rge Rd 260

Rge Rd 263A

Rge Rd 271

Rge Rd 10

Rge Rd 273 Rge Rd 273

Rge Rd 272

Rge Rd 274

Rge Rd 275

Rge Rd 271

Rge Rd 261 Rge Rd 261

Rge Rd 251 Rge Rd 251

Rge Rd 241 Rge Rd 241

Rge Rd 273

Rge Rd 262 Rge Rd 262

Rge Rd 263

Rge Rd 253 Rge Rd 253

Hwy 28 Service Rd

2SB to 642

Rge Rd 263

Gibbons

Lamoureux Dr

ureux

Hwy 825 Ga Stur um geon Dr on tC r Valle y Dr Rd Stu rg eo ale

oy sd

Rge Rd 235

Rge Rd 240

Rge Rd 225 Rge Rd 225 Park Rd

Rge Rd 254 Rge Rd 254

rvice

2 Se

4 Ave

Hwy

Rge Rd 230 Rge Rd 230

Hwy 28A Hwy 28A

Rge Rd 233 Rge Rd 233

Rge Rd 235

Cardiff Park Rd

Hwy 2

Rge Rd 255

Rge Rd 270 Rge Rd 270

Rge Rd 264 Rge Rd 264

Hwy 44 Hwy 44

Rge Rd 255

StreeLane t

Lane

Hwy 44 Service Rd Hwy 44 Service Rd

Rge Rd 265 Rge Rd 265

Rge Rd 271

Hwy 2 Service Rd Hwy 2 Service Rd

Service

Hwy 28 Service Rd Hwy 28 Service Rd

Rge Rd 250

Rge Rd 245 Rge Rd 245

Hwy 2

Hwy 37

St 1 2 St 3 St

Rge Rd 271 Rge Rd 271

Rge

Estates Way 3

Twp Rd 551 p 555 Tw

Rge Rd 272 Rge Rd 272

Twp Rd 554

Rge Rd 272 Rge Rd 272

Twp Rd

Rge Rd 273 Rge Rd 273 Erin Dr Pearl Cr

22 Rd

Rge Rd 273 Rge Rd 273

Twp Rd 560 Twp Rd 560

Rge Rd 274

Rge Rd 274 Rge Rd 274

Rge Rd 273 Rge Rd 273

22 Rd

Rge Rd 274

Lac St. Anne Trail

North Sturgeon Dr GIBBONS

Rge

Street

Rge Rd 10

Rge Rd 275 Rge Rd 275

Rge

Rge Rd 275 Rge Rd 275

Dover Rd

Rge Rd 10

Lost Point Lake Dr Gib bo Gibbonslea Dr nsl ea Dr

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Lamoureux Dr

James Dr

Willow Ave

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Rge Rd 280 Rge Rd 280

Rge Rd 11 Rge Rd 11

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Hwy 779 Hwy 779

Twp Rd 554

Lake

Sturge

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Horner Dr

Rge Rd 280

Twp Rd 553

Lois Hole Centennial Twp Rd 560

Dr South Sturgeon Dr

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St Albert

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Rge Rd 234A

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Twp Rd 551 Twp Rd 551

Twp Rd 560 Twp Rd 560

570 hts eig hH ug Hillsborough Dr Hohum Cr

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Twp Rd Oak Dr

Twp Rd 572 Twp Rd 572

Dr Hewett Benjamin Rd Rd Dr Hewett

Twp Rd 552

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Twp Rd 580 Twp Rd 580

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Twp Rd 571 Twp Rd 571

Reyd

Meadowview Dr 2

Twp Rd 544

Hwy 2 ice

26 Rd

Reyda Dr Rd Service

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Twp Rd 562

Hwy 633 Hwy 633

Kuryluk Blvd Twp Rd 544 Hwy 37

33 Rd

Hwy 44

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Hwy 37 Service Rd

Twp Rd 543 Hwy 37

Meadowview Dr Twp Rd 554

Twp Rd 544 Hwy 642 Service Rd

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Spruce Grove Hwy 642 Hwy 642

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Riverbend Rd Twp Rd 562

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Twp Rd 571 Twp Rd 571

Hwy 2

Hwy 651 Hwy 651

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Twp Rd 580 Twp Rd 580

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Twp Rd 540 Twp Rd 540 Rd

Villeneuve Airport

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ALEXANDER FIRST NATION Twp Rd 570

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Sturgeon County Transportation Master Plan

Map 17. Existing Classification Surface Condition Upgrades

Opal

Twp Rd 574A

tori a Tr

570

Twp Rd 564A

830

Twp Rd 555A 5

Twp Rd 555 Twp Rd 555

636

La mou

Elk Island National Park

County Boundary 16

Sturgeon County Transportation Master Plan

7.4 Haul Roads

7.5 Off -Site Levies

Within Sturgeon County, haul roads play an

The County typically funds transportation

important role in supporting the transportation

infrastructure and programs through a variety

needs of businesses and industries in the County.

of revenue sources including cost-sharing

While these roads are typically gravel or dirt roads,

opportunities. The County should leverage

haul roads should be properly maintained as they

transportation investments during the planning of

are mostly used to transport agricultural products,

new development through the collection of off-site

industrial materials, or construction materials by

levies. These levies are intended to help offset the

large and heavy equipment. Regular maintenance

cost of new infrastructure, including transportation

of haul roads ensures the infrastructure is

infrastructure as developers are building new

protected while providing safe and efficient

subdivisions or commercial properties in the

movement of goods and materials through the

County.

region.

Page 89

8. Implementation & Funding Strategy The TMP includes five key objectives: Regional & County Integration, Asset Management, Economy, Transportation Safety and Active Transportation. Each objective has associated strategic directives to provide a clear direction for action to achieve each objective. These directives build on current transportation policies, allowing County Administration to adapt and implement renewed or improved policies that address the evolving needs of Sturgeon County. This section also provides the necessary information to begin implementing the various projects needed to successfully manage the transportation network over the longterm horizon.

Page 90

Sturgeon County Transportation Master Plan

8.1 Strategic Directives

Objective 1: Regional & County Integration The County will align transportation priorities and investments with regional objectives, sharing in the commitment for future growth and connectivity in the region.

R.1 The County shall work in collaboration with

R.2 New developments shall comply with

the Province, key stakeholders within the

provincial standards for highway access

region, and the Edmonton Metropolitan

management and comply with all

Area to facilitate network improvements

county standards at the subdivision and

across jurisdictions, while prioritizing main

development stages.

transportation corridors by recognizing these as a key economic driver within Sturgeon County and the region.

New development in the County is expected to continue and, due to the nature of the transportation network within the region,

As the County and Region grows, some

provincial highways will continue to provide

operational improvements may be required,

key connections throughout the county to and

creating the need for the County to advocate

from these developments. To maintain safe

for transportation planning that addresses

and efficient highway operations, it important

potential concerns before the infrastructure

to adhere to the provincial highway standards

begins to fail. Support for the improvement

for access management, including access

of these corridors through project investment

geometry and spacing. It is also important

will be required at the regional level, which will

that all development plans are reviewed and

include realizing opportunities to partner with

approved by the County to ensure county

other jurisdictions for the advance of regional

design standards are being adhered to and

projects.

new roadways and trails integrate effectively with the County’s overall transportation network.

Page 91

Sturgeon County Transportation Master Plan

R.3 The County should continue to collaborate

R.4 The County shall complete a review of

with major regional partners to coordinate

the Transportation Master Plan every

transportation improvements and

three years and update as necessary to

facilities, while developing partnership

ensure Sturgeon County’s transportation

opportunities for infrastructure

objectives and policies continue to align

investment.

with regional transportation objectives and

The City of St. Albert, City of Edmonton, and

the County’s Municipal Development Plan.

TEC are all key partners for the County and

The County should review the TMP every

will play an important part in the maintenance

three years, including a review of all the

and upgrades of the regional transportation

specific policies within the report, and

network. Specifically, within the Sturgeon

update the document as necessary to reflect

Valley, new roadways will provide mutually

the most current strategic direction of the

beneficial transportation connections for both

County. Other updates should include an

the City of St. Albert and County.

update of transportation projects completed

In addition to growth projects, there may be other opportunities to partner on infrastructure initiatives or provide an opportunity for regional partners to access operational facilities (ie., snow dumps). Partnering on these projects can provide a mutual benefit to each jurisdiction and create more efficient operations for all parties. Page 92

(progress), review of development progression throughout the County, traffic volumes (AADT), and the corresponding roadway classification throughout the transportation network.

Sturgeon County Transportation Master Plan

Objective 2: Asset Management The County shall maintain an inventory of transportation assets and continue to provide regular maintenance and rehabilitation on County infrastructure.

A.1 The County should maintain and annually

the County’s overall maintenance strategies.

update a transportation asset inventory on

Maintenance best practices should be

County roads, including several elements

clearly communicated between County

such as the road classification, road

Administration, Engineering services, and

condition and volume of traffic along the

Operations Staff to ensure the overall strategic

roadway.

directions of the County.

As the County continues to grow, the types of

A.3 The County shall maintain a Local Roads

assets that are County-owned and operated

Improvement Program as part of the three-

will change and evolve. The County should

year Capital Plan for transportation.

regularly update a transportation asset inventory to ensure proper maintenance and management of the network is being completed in both rural and urban areas. As the urban environment grows within the hamlets and Sturgeon Valley, it is imperative that proper urban infrastructure maintenance be completed which will be informed by the asset inventory. As part of the inventory updates, the road classification map should also be updated to inform maintenance practices. In general, higher classification roadways should be prioritized for both maintenance and investment in alignment with the County’s Strategic Plan. A.2 The County shall maintain the roadways

The County’s local road network is crucial for facilitating daily commutes and access for residents and local businesses. Regular maintenance and rehabilitation of local roads through re-construction and intersection improvements will serve to enhance quality, safety, and functionality of the local transportation network. A dedicated local road program allows for targeted investments, as well as to reduce wear and tear, extending the lifespan of roads. A comprehensive assessment of the local road network will be required to prioritize locations for improvements, with projects prioritized based on factors such as surface condition, traffic volumes, safety history and public concerns. This assessment should

per the County’s approved service level and

be completed every three years to align with

best practices.

the County’s Capital Plan.

Understanding that industry maintenance practices are continuously evolving, the County shall continue to maintain roadways at an acceptable level of service and follow Page 93

Sturgeon County Transportation Master Plan

A.4 The County shall review and update, as

A.6 The County should develop a maintenance

necessary, transportation policies around

plan to maintain intersection safety

road construction and maintenance, gravel,

and operations including procedures for

and subdivision roads every five years to

signal maintenance, intersection lighting

streamline procedures and processes for

maintenance, landscape maintenance,

transportation-related decision-making.

as well as the maintenance of other key

In adopting the TMP, many existing County

intersection features.

transportation policies defined in other

An annual report on collision locations should

plans may become inaccurate or irrelevant

be developed by County staff, with top

to the transportation system and directives

locations (repeated collisions) having a field

outlined in the TMP. The County should

safety review completed that identify areas for

review all transportation policies pertaining

safety improvements, including maintenance.

to road construction and maintenance,

Traffic Signals (including cabinets and

gravel, and subdivision roads for relevance to

controllers) shall be cleaned, inspected,

the TMP and make necessary amendments

and tested annually. The County should

or changes to these documents. This will

also develop an on-line reporting system,

ensure a cohesive and effect approach

where residents can report down signs,

to transportation asset management and

malfunctioning streetlights, and signals, as well

development. The review should be completed

as sightlines and other intersection concerns.

every five (5) years, which aligns with the

These reports would then be resolved as a

timeline for a comprehensive TMP update.

priority for public works.

A.5 Regular updates of the Bridge Asset Management Plan (BAMP) should be completed every two years, continuously reviewing required maintenance and improvements. As with any program that affects the transportation network, regular updates should occur to ensure the programs remain up to date. The BAMP clearly outlines that many bridge structures within the County will require rehabilitation as they are at or near the end-of-life cycle. Investment should thus be focused on rehabilitation over the upcoming years. Rehabilitation efforts should also be measured against replacement of the bridge structure to ensure investments are considered long-term.

Page 94

Sturgeon County Transportation Master Plan

Objective 3: Economy The County will invest in the transportation network to support industrial and economic growth.

E.1 The County should work with the Ministry

E.3 The Sturgeon County Growth Nodes area

Transportation & Economic Corridors (TEC)

should continue to be recognized as a key

to provide input to the Province on the

economic driver for the County, reliant on

importance of Highways through Sturgeon

the safe and efficient movement of goods

County.

and services.

Highways are the primary transportation

Both established nodes as well as Growth

routes for citizens and goods movement

nodes, are important for the economic health

within the County and beyond. Identifying

of the County. While most nodes are located

and presenting to ATEC a prioritized list of

with safe and efficient access to the highway

improvements for investment annually from

network, where access is challenging or not

the County is important to continue to develop

reasonably close to the highway network,

the highway network for the County.

investments should be made to improve

E.2 The County should invest in Goods Movement Corridors and connecting businesses to economic corridors through transportation improvements. Goods Movement corridors shall be prioritized for investment and development needs. County roads that connect County businesses to highways should be improved to reflect

intersections, County roads and other corridor investments as required. Additionally, as these nodes continue to grow, it is an opportunity to partner with industry to realize improvements. E.4 The County shall continue to annually update a long-term capital investment plan for transportation facilities and infrastructure.

the importance of the need to move products

A complete list of planned transportation

within and beyond the County. The prioritized

projects shall be maintained and updated

investment should reflect the employment

annually. Projects shall be placed into

and logistical size of the business.

three categories based on priority of implementation: within 10 years, within 25 years and beyond 25 years.

Page 95

Sturgeon County Transportation Master Plan

E.5 The County shall continue to support

transportation network within the County,

the provincial highway network through

truck routes may be re-evaluated and added

efficient connections between the highway

or removed from the network. A review of

network and industry access.

truck routes within the County should occur

Industrial locations are typically connected with safe and efficient access to the highway

every three to five years, based on the changes within the transportation network.

network, however where these connections

E.7 The County should continue to work with

are not as effective, investments should be

TEC and the Edmonton Metropolitan

made to improve intersections, County roads

Regional Board to support the integration

and other corridor investments as required.

of transportation modes and facilities to

E.6 A designated truck route map should be regularly updated (every 3-5 years, or

ensure economic activities are connected to markets in Canada and abroad.

as needed), allowing for transportation

The Edmonton area, including Sturgeon

infrastructure to properly be designed

County, is a major hub of economic activity

to accommodate over dimensional and

in Western Canada, which is reliant on the

agricultural vehicles.

integration of transportation modes (ground,

An established truck route or goods movement map will help provide for clear criteria when improving roadways within the County, which may also include future routes. As improvements are made on the Page 96

air, rail, pipeline). Providing efficient access to these modes and facilities across the region is supported by Sturgeon County, through partnerships and investment.

Sturgeon County Transportation Master Plan

Objective 4: Transportation Safety The County will provide safe transportation infrastructure for all users by ensuring the safety of all transportation modes is considered in the design and construction of all transportation projects. S.1 The County shall ensure safety is

S.3 The County should facilitate intersection

paramount in road design and should

improvements that address safety

prepare and implement a traffic safety

concerns through the construction of

strategy with regular safety reviews and

additional turn lanes, widened roads,

reports to identify safety concerns for

sight line improvements, crosswalks, and

targeted investment.

traffic control improvements even if an

Supporting the County’s Strategic Plan of

operational warrant is not met.

providing safe, welcoming, and diverse

Specific locations that are identified with

communities, it is paramount that safety is

opportunities for safety improvements shall

considered across all transportation modes.

be considered and prioritized within the 10-

The County should develop an annual

year Capital Plan as project scope and budget

collision report, with the top collision locations

permits. The prioritization of improvements

reviewed for potential safety improvement

can be established through regular updates of

investments. The County should also continue

the Intersection Improvement Program, which

monitoring safety concerns brought forward

should be reviewed and updated every 3 years

by the public and determine if further safety

to align with the budgeting process.

studies are warranted. S.2 When making land use and development decisions, the County shall consider the safe, efficient, and cost-effective provision of transportation infrastructure services.

S.4 The County should formulate a Traffic Calming Directive for both neighbourhood and collector traffic. Traffic calming uses physical design features to improve the overall safety of all users of

The County shall provide safe and cost-

transportation corridor regardless of means

effective investment decisions to encourage

of travel. This program should include the

and support future development. This

County’s preferred features that work best in

will include leveraging investment from

each environment and when they should be

Developers to support the County’s

used. Several of these features are described

transportation network with timely

within the Transportation Safety section of

implementation that creates connections

this TMP such as raised pedestrian crossings,

when needed.

curb extensions, rapid rectangular flashing beacons, speed indicator signage and several others. Through the development of this program, the County should aim to implement Page 97

Sturgeon County Transportation Master Plan

a few features at a time to see what is the

S.7 The County shall complete in-service road

most successful in each type of environment

safety reviews at high frequency collision

and refine the program as additional

locations and following major incidents.

information becomes available.

Recommendations from the in-service

S.5 Through upgraded or new projects, the County shall identify and incorporate safety improvements, specifically as it relates to more vulnerable users such as pedestrians and cyclists. Every transportation project shall consider all road users, including cyclists, pedestrians, motorcyclists, scooters, children, seniors, and those who require mobility assistance. Through the lens of vulnerable road users, design improvements will develop into safe and accessible facilities. S.6 The County shall protect right-of-way for transportation facilities to maintain and improve network safety.

safety review shall be implemented as soon as reasonably possible and shall be prioritized over any other planned transportation improvements. The County shall ensure all major incidents that involve significant human injury or fatality are followed up by an in-service review. This allows the County to determine potential safety countermeasures that can be implemented to reduce the likelihood of a reoccurrence. An in-service safety review shall also be conducted for locations that are deemed as a high-collision risk location based on the annual collision report. Recommendations from an inservice review should be considered a priority

The County shall protect right-of-ways

for implementation above other planned

according to the Recommended Future Road

capital projects.

Network Plan to ensure that there is sufficient space available for new and expanded transportation infrastructure. Where opportunity exists, the County may acquire additional right-of-way in support of the Long Term Capital Plan. Page 98

Sturgeon County Transportation Master Plan

Objective 5: Active Transportation The County will support opportunities for active transportation modes that promote non-vehicular transportation connections throughout the County, speciﬁcally in the places you work, play and live.

T.1 The County should invest in new multi-

parks) should include a review of surrounding

use pathways, maintenance of existing

active mode infrastructure to determine

active transportation infrastructure, safety

whether improvements can be completed in

improvements, and wayfinding with the

conjunction with the other works.

Sturgeon Valley, in accordance with the Sturgeon Valley Trails System – The Path Forward plan.

T.3 The County should identify opportunities to partner with developers and neighbouring municipalities to improve access and

Following the principles set out within the

connectivity to open spaces and multi-use

Sturgeon Valley Trails System - The Path Forward

pathways in the region.

plan, the County should invest in the high priority active modes initiatives within the Sturgeon Valley to enhance the overall active transportation network.

Regional connections, include pathways, sidewalks and open spaces all help to improve the connections between Sturgeon County and both Edmonton and St. Albert. These

T.2 The County should promote investment

connections should be protected, and where

in sidewalks and multi-use pathways at

possible opportunities to partner on regional

locations where there is an increased

connections be realized by the County.

pedestrian activity such as new development areas, near community facilities, and where gaps in the active transportation exist. Throughout the County, there will be opportunities to provide additional active transportation connections as outlined within this report, specifically within the hamlets and growth areas in the County. The County should continue to identify strategic locations where missing links can be filled in and key connections to community facilities can be provided. Any project near a key pedestrian generator (ie., school, community centre,

Page 99

Sturgeon County Transportation Master Plan

T.4 The County shall update and maintain

T.5 All new Area Structure Plans within the

the Trails and Active Transportation

County shall include opportunity for trail

Plan to ensure Sturgeon County’s

and active transportation connections to

active transportation objectives and

existing trails within the County, where

policies continue to align with regional

feasible.

transportation objectives.

Active transportation facilities will be included

In alignment with the TMP, The County should

in all Area Structure Plans, with connections to

review the Trails and Active Transportation Plan

existing facilities wherever possible. This will

every three years including a review of all the

ensure the development incorporates active

specific policies within the report and update

transportation facilities within its vicinity and

them as necessary to reflect the most current

promotes connectivity with the larger active

strategic direction of the County.

transportation network.

Page 100

Sturgeon County Transportation Master Plan

8.2 Strategic Directives Phasing & Prioritization The recommended Strategic Directives outlined

• Expenditure – Indicates the type of County

in this TMP are reflective of current and future

expenditure – Capital or Operating. High-level

community needs as well as the County’s

magnitude of costs is also included to guide

overall vision for transportation and growth

effective budgeting and planning.

over the next 25-years. As outlined in Table 8, an implementation framework for the Strategic Directives has been developed to inform decisionmaking, resource allocation and overall planning on transportation in Sturgeon County. The key components of the framework include: • Timelines – Indicates when the Strategic Directives should be addressed with respect to the short-term (1 - 5 years), medium-term (6 – 15 years) and long-term (16 - 25 years) horizon. Some directives are recommended as an

• Land-Use Context – Indicates the general type of area where the Strategic directives should be implemented. This allows County Administration to make informed decisions about resource allocation and development strategies. • Regional Partners – Indicates the partnerships and/or agencies potentially involved to achieve the Strategic Directives. This allows the County to take a holistic and collaborative approach to regional development and implementation.

ongoing initiative or policy and therefore, should be attained across multiple timelines. The proposed timelines allow the County to manage resources effectively and continuously monitor progress.

Page 101

Sturgeon County Transportation Master Plan

Table 8. Strategic Directives Phasing & Prioritization

Timeframe Recommended Strategic Directives

Expenditure

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Long Term (16 - 25 Years)

The County shall work in collaboration with the Province, key stakeholders within the region and the Edmonton Metropolitan Area to facilitate network improvements across jurisdictions, while prioritizing main transportation corridors, recognizing these as a key economic driver within Sturgeon County and the region.



New developments shall comply with provincial standards for highway access management and comply with all county standards at the subdivision and development stages.



The County should continue to collaborate with major regional partners to coordinate transportation improvements and facilities, while developing partnership opportunities for infrastructure investment.

The County shall complete a review of the Transportation Master Plan every three years and update as necessary to ensure Sturgeon County’s transportation objectives and policies continue to align with regional transportation objectives and the County’s Municipal Development Plan.

Land-Use Environment

Regional Partners

Urban

Rural

Transportation & Economic Corridors

Other Jurisdictions



Capital

Operating

Regional & County Integration (R)

 



Asset Management (A)

The County should maintain and annually update a transportation asset inventory on County roads, including several features such as the road classification, road condition and volume of traffic along the roadway.



The County shall maintain the roadways per the County’s approved service level and best practices.



The County shall maintain a Local Roads Improvement Program as part of the threeyear Capital Plan for transportation.



The County shall review and update, as necessary, transportation policies around road construction and maintenance, gravel, and subdivision roads every five years to streamline procedures and processes for transportation-related decision-making.



Regular updates of the Bridge Asset Management Plan (BAMP) should be completed every two years, continuously reviewing required maintenance and improvements.



The County should develop a maintenance plan to maintain intersection safety and operations including procedures for signal maintenance, intersection lighting maintenance, landscape maintenance, as well as the maintenance of other key intersection features.



Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 102

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Expenditure

Medium-Term (6 - 15 years)

Long Term (16 - 25 Years)

Capital

Operating

Land-Use Environment

Regional Partners

Rural

Transportation & Economic Corridors



Urban

Other Jurisdictions

Economy (E)

The County should work with Alberta Transportation & Economic Corridors (ATEC) to provide input to the Province on the importance of Highways through Sturgeon County.



The County should invest in Goods Movement Corridors and connecting businesses to economic corridors through transportation improvements. Goods Movement corridors shall be prioritized for investment and development needs.



The Sturgeon County Growth Nodes are recognized as a key economic driver for the County, reliant on the safe and efficient movement of goods and services.



The County shall continue to annually update a long-term capital investment plan for transportation facilities and infrastructure.



The County shall continue to support the provincial highway network through efficient connections between the highway network and industry access.



A designated truck route map should be regularly updated (every 3-5 years, or as needed), allowing for transportation infrastructure to properly be designed to accommodate over dimensional and agricultural vehicles.



The County should continue to work with Alberta Transportation and the Edmonton Metropolitan Regional Board to support the integration of transportation modes and facilities to ensure economic activities are connected to markets in Canada and abroad.



Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 103

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Land-Use Environment

Regional Partners

Long Term (16 - 25 Years)

Capital

Operating

Urban

Rural

Transportation & Economic Corridors



Other Jurisdictions

Transportation Safety (S)

The County shall ensure safety is paramount in road design and should prepare and implement a traffic safety strategy with regular safety review and report to identify safety concerns for targeted investment.



When making land use and development decisions, the County shall consider the safe, efficient, and cost-effective provision of transportation infrastructure services.



The County should facilitate intersection improvements that address safety concerns through the construction of additional turn lanes, widened roads, sight line improvements, crosswalks, and traffic control improvements even if an operational warrant is not met.



$$$



The County should formulate a Traffic Calming Directive for both neighbourhood and collector traffic.



Through upgraded or new projects, the County shall identify and incorporate safety improvements, specifically as it relates to more vulnerable users such as pedestrians and cyclists.



The County shall protect right-of-way for transportation facilities to maintain and improve network safety.



The County shall complete in-service road safety reviews at high frequency collision locations and following major incidents. Recommendations from regular safety review shall be implemented as soon as funding and partnerships become available.



Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 104

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Land-Use Environment

Long Term (16 - 25 Years)

Capital

Operating

Urban

Rural

Regional Partners Transportation & Economic Corridors

Other Jurisdictions

Active Transportation (T)

The County should invest in new multi-use pathways, maintenance of existing active transportation infrastructure, safety improvements, and wayfinding with the Sturgeon Valley, in accordance with the Sturgeon Valley Trails System – The Path Forward plan.



The County should promote investment in sidewalks and multi-use pathways at locations where there is an increased pedestrian presence such as new development areas, near community facilities and where gaps in the active transportation exist.



The County should identify opportunities to partner with developers and neighbouring municipalities to improve access and connectivity to open spaces and multi-use pathways in the region.



The County shall update and maintain a trails and active transportation network Plan to ensure Sturgeon County’s active transportation objectives and policies continue to align with regional transportation objectives.



All new Area Structure Plans within the County shall include opportunity for trail and active transportation connections to existing trails within the County, where feasible.



Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M

Page 105

Sturgeon County Transportation Master Plan

8.3 Capital Planning Strategy The effective implementation of this TMP will require community approval as well as adequate funding resources and collaborative partnerships. A Capital Planning Strategy has also been established to direct transportation investments in the County over the next 25 years. This strategy encompasses all the recommended programs or initiatives that will involve construction expenditures. Similar to the Strategic Directives, an implementation framework was developed for the Capital Planning Strategy and is outlined in Table 9.

Page 106

Sturgeon County Transportation Master Plan

Table 9. Capital Planning Strategy

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Long Term (16 - 25 Years)

Beyond Long Term (25+ Years)

Land-Use Environment

Level of Investment

Urban

Rural

Regional Partners Transportation & Economic Corridors

Other Jurisdictions



Capital Programs (CP)

CP.1

Develop and maintain an Intersection Safety program that includes maintenance procedures for signals, lighting, landscape features, signage and other intersection features.



CP.2

Develop and maintain a Traffic Safety Strategy to ensure safety is paramount in all transportation design. This strategy should also include regular safety reviews (i.e. In-service road safety reviews) of transportation infrastructure to identify targeted areas of improvement.



CP.3

Develop a Traffic Calming Directive Program to outline the recommended design features to address traffic calming in neighbourhoods and collector roadways. This program should include preferred design treatments, when and where they should be used and any other information that will aid in the implementation of traffic calming measures.



CP.4

Maintain and update an inventory of roadways that do not meet their road classification surface criteria and upgrade these roads as funding and County capital priorities permit.



$$ - $$$



Master Planning (MP) MP.1

Update the Transportation Master Plan to capture updated county and region transportation objectives.



MP.2

Maintain and update an County-Wide Active Transportation Plan (ie Path Forward)



 

Maintain and update annually a Transportation Asset MP.3 Inventory including road classifications, truck routes, road condition, traffic volumes, etc. MP.3

Maintain and update bi-annually the Bridge Asset Management Plan

MP.4

Maintain and update a long-term capital investment plan for future transportation infrastructure

Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 107

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Long Term (16 - 25 Years)

Beyond Long Term (25+ Years)

Level of Investment

Land-Use Environment Urban

Rural

Regional Partners Transportation & Economic Corridors

Other Jurisdictions

  

Functional Planning FP.1

Starkey Road & Bellerose Drive Intersection Improvements Functional Planning Study

FP.2

New East/West Arterial Functional Planning Study

FP.3

Nicolson Road Functional Planning Study

FP.4

112 Street Functional Planning Study

FP.5

Valour Way/Twp Rd 542 Functional Planning Study

FP.6

Range Road 250 Functional Planning Study

FP.7

Collector Ring Road Functional Planning Study

FP.8

Coal Mine Road Functional Planning Study

FP.9

Bellerose Drive Functional Planning Study

 

$ $ $ $ $

  

$ $ $ $

 

        

Preliminary Design PD.1

Sturgeon Road & Essex Point Preliminary Design

PD.2

Sturgeon Road & River's Gate Preliminary Design

PD.3

Sturgeon Road Protected Turn Bays - Starkey Road to Essex Point - Preliminary Design

PD.4

Sturgeon Road & Twp Rd 542A Preliminary Design

PD.5

Sturgeon Road Protected Turn bays & Lane Realignment Essex Point to Highway 28

PD.6

127 Street Stage 1 Preliminary Design

PD.7

127 Street Stage 2 Preliminary Design

PD.8

127 Street Stage 3 Preliminary Design

  

Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M

Page 108

$ $ $

 

$ $$

 

$$ $$

       

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Long Term (16 - 25 Years)

Beyond Long Term (25+ Years)

Level of Investment



Land-Use Environment Urban

Rural

Regional Partners Transportation & Economic Corridors

Other Jurisdictions



Preliminary Design PD.9

127 Street Stage 4 Preliminary Design

PD.10

Starkey Road & Bellerose Drive Intersection Improvements Preliminary Design

PD.11

Range Road 250 / Township Road 542 Intersection Control Upgrade - Preliminary Design

PD.12

Range Road 240 / Township Road 554 Intersection Upgrade Preliminary Design

PD.13

Range Road 251 / Township Road 542 Intersection Upgrade Preliminary Design

PD.14

Range Road 224 / Heartland Drive - Delineation Lighting Preliminary Design

PD.15

Range Road 224 / Township Road 572 Intersection Upgrade Preliminary Design

PD.16

Range Road 255 / Township Road 544 Intersection Upgrade Preliminary Design

  

$ $

  

 



 

$ $

     

Detailed Design DD.1

Sturgeon Road & Essex Point Detailed Design

DD.2

Sturgeon Road & River's Gate Detailed Design

DD.3

Sturgeon Road Protected Turn Bays - Starkey Road to Essex Point - Detailed Design

DD.4

Sturgeon Road & Twp Rd 542A Detailed Design

DD.5

Sturgeon Road Protected Turn bays & Lane Realignment Essex Point to Highway 28 - Detailed Design

DD.6

127 Street Stage 1 Detailed Design

DD.7

Starkey Road & Bellerose Drive Intersection Improvements Detailed Design

DD.8

Range Road 250 / Township Road 542 Intersection Control Upgrade - Preliminary Design

DD.9

Range Road 240 / Township Road 554 Intersection Upgrade Preliminary Design

  

$ $ $



    

$ $$ $ $ $

       

 

Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 109

Sturgeon County Transportation Master Plan

Timeframe Recommended Strategic Directives

Short-Term (1 - 5 years)

Medium-Term (6 - 15 years)

Expenditure

Long Term (16 - 25 Years)

Beyond Long Term (25+ Years)

Land-Use Environment

Level of Investment

Urban

Rural



   

Detailed Design DD.10

Range Road 251 / Township Road 542 Intersection Upgrade Preliminary Design

DD.11

Range Road 224 / Heartland Drive - Delineation Lighting Preliminary Design

DD.12

Range Road 224 / Township Road 572 Intersection Upgrade Preliminary Design

DD.13

Range Road 255 / Township Road 544 Intersection Upgrade Preliminary Design

 

$ $

Construction C.1

Sturgeon Road & Essex Point Construction

C.2

Sturgeon Road & River's Gate Construction

C.3

Sturgeon Road Protected Turn Bays - Starkey Road to Essex Point - Construction

C.4

Sturgeon Road & Twp Rd 542A Construction

C.5

Sturgeon Road Protected Turn bays & Lane Realignment Essex Point to Highway 28 - Construction

C.6

127 Street Stage 1 Construction

C.7

Starkey Road & Bellerose Drive Intersection Improvements Construction

C.8

Range Road 250 / Township Road 542 Intersection Control Upgrade - Construction

C.9

Range Road 240 / Township Road 554 Intersection Upgrade Construction

C.10

Range Road 251 / Township Road 542 Intersection Upgrade Construction

C.11

Range Road 224 / Heartland Drive - Delineation Lighting Construction

C.12

Range Road 224 / Township Road 572 Intersection Upgrade Construction

C.13

Range Road 255 / Township Road 544 Intersection Upgrade Construction

  

$$$

    

$$$

 

$$$$$ $

       

$$$ $$$ $

 

$$$ $$$

 

Note: Expenditure Assumptions: $ - <$150k, $$ - <$500k, $$$ - <$2.5M, $$$$ - <$5M, $$$$$ - >$5M Page 110

$$$ $$$



     

Regional Partners Transportation & Economic Corridors

Other Jurisdictions

9. Next Steps This section outlines the key short-term recommendations within the TMP that can immediately be implemented to improve the transportation network within the County. The short-term recommendations encompass a range of strategic directives and projects that prioritize both the immediate challenges faced by the transportation network and the long-term vision outlined in the TMP. By beginning with these projects, the County can ensure that steady progress is made towards improving the transportation network while minimizing any wasted efforts over the long-term horizon.

Page 111

Sturgeon County Transportation Master Plan

This TMP provides a strategic framework to enhance the safety, efficiency and connectivity of the transportation network in Sturgeon County. By considering various infrastructure needs, future growth projections and community values, the directions established in this TMP enables County Administration to address existing challenges and proactively plan for future demands. To ensure that steady progress is made towards improving the transportation network while minimizing any wasted efforts over the long-term horizon, the key short-term (1 – 3 years) recommendations within this plan can be initiated immediately to enhance the County’s transportation network. As outlined below, the short-term recommendations encompass a range of strategic directives and projects that prioritize both the immediate challenges faced by the transportation network and the County’s long-term vision for growth.

Page 112

Sturgeon County Transportation Master Plan

In addition to above mentioned projects, the County should continue to monitor the overall road network and identify potential opportunities for improvement, including maintenance and operations or capital improvements. The successful implementation of this TMP requires commitment, collaboration and ongoing monitoring and evaluation to ensure its effectiveness and adaptability to changing mobility needs and growth. Regular updates to the TMP are also essential to ensure its continued relevance and effectiveness in addressing the evolving needs of the community. These updates provide an opportunity to incorporate new information, technological advancements, and changing priorities into the plan. It is recommended that County review the TMP priorities on an annual basis and complete a comprehensive update every three (3) years.

Page 113

Appendix A Supplemental Engagement Information

CREATED 2022-12-06 7:40 2022-12-06 12:16 2022-12-06 12:17 2022-12-06 12:18 2022-12-06 7:41 2022-11-12 20:16 2022-11-12 20:16 2022-11-12 20:19 2022-11-17 1:41 2022-11-17 1:48 2022-12-06 2:29 2022-11-18 1:39 2022-12-10 4:24 2022-11-04 1:25 2022-11-04 1:28 2022-11-04 1:35 2022-11-04 1:38 2022-11-04 20:58 2022-11-12 16:42 2022-11-18 1:39 2022-11-27 3:05 2022-12-10 4:22 2022-11-18 1:12 2022-11-18 1:13 2022-11-18 1:13 2022-11-18 1:14 2022-11-18 1:14 2022-11-18 1:16 2022-11-18 1:17 2022-11-18 1:17 2022-11-18 1:40 2022-11-18 1:40 2022-11-18 1:41 2022-12-10 4:24 2022-11-17 1:44 2022-11-03 22:08 2022-11-12 16:39 2022-11-12 16:42 2022-12-06 4:22 2022-11-04 1:32

2022-11-04 1:26

2022-11-10 17:42 2022-12-07 7:01

FEEDBACK

FEEDBACK_TYPE Pedestrian Safety Concern

The fence here makes it very difficult to see any incoming traffic when you're trying to turn left or right Sightline Concern Train holds up traffic here very often Traffic Congestion Lights here would be super! It is very difficult to turn left on to 100 street here. Other Pedestrian Safety Concern New Trail Opportunity New Trail Opportunity Add advance turn lights Road Safety Concern Road Safety Concern New Trail Opportunity New Trail Opportunity Pedestrian Safety Concern New Trail Opportunity Potholes remain for multiple years and require repairs Road Safety Concern speed concerns, seeking lower speed limit, potential traffic calming measures. Speed Concern Crosswalk across Bellerose Drive. New Crosswalk Opportunity Pedestrian traffic on carriageway, recommend sidewalk or trail. No illumination requested. Pedestrian Safety Concern Require connections to St. Albert for Valley residents to not require the use of automobiles New Sidewalk Opportunity New Trail Opportunity Pedestrian Safety Concern Series of severe dips especially when hauling a trailer. Road Safety Concern Pedestrian Safety Concern Speed Concern Speed should be reduced on Bellerose dr. between Starkey rd and Range Rd 252 from 70klh to 60klh. Speed Concern Speed Concern Speed Concern Speed Concern Noise Concern Noise Concern Noise Concern Pedestrian Safety Concern Other New Crosswalk Opportunity New Trail Opportunity New Trail Opportunity Poorly lit intersection Lighting Concern Speed Concern New Trail Opportunity Speed Concern Sever speed concerns throughout area. Especially in Estate Way. If crosswalk added in easement, after emergency traffic is rerouted potential for a speed bump. Speed Concern Noise concerns, weekends and evenings. Looking for lower speed limit Noise Concern The rest of RR231 is a speed limit of 80. This small section calls for a limit of 40, even though it's still on the range road and not in a subdivision. The speed limit should be raised to at least 60. Speed Concern Speeding concern especially during school hours. Speed Concern

AGREES 0 0

DISAGREES 0

COMMENT

LOCATION 100 Street

0 0 0 1 0 0 0 0 0

0 0 0 0 0 0 0 0 0

0 1

0 0

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

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

LONGITUDE LATITUDE -113.6449736 53.80371248 -113.6451869 53.80380347

100 Street 100 Street 100 Street 101 Avenue 36 Avenue 53 Street Access to 10-08-056-22W4 Access to 10-12-056-23W4 Access to 10-26-057-20W4 Access to 12-25-054-25W4 Arcand Lane Arcand Lane Bellerose Drive

Lighted and flashing

Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive

Larger,lighted (activated)signage would be helpful.

Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Bellerose Drive Casa Vista Drive Erin Ridge Drive Estate Way Estate Way Estate Way

-113.6448626 53.79481974 -113.6449457 53.79569988 -113.6471355 -113.3310218 -113.3359141 -113.2362432 -113.2866473 -112.8601224 -113.567657 -113.5889392 -113.5852737

53.80364595 53.81035708 53.81572877 53.83224494 53.83194102 53.95429893 53.69696055 53.6863629 53.68586837

-113.5690303 53.68862581 -113.5820156 53.68501676 -113.5765868 53.68635741 -113.5802132 53.68513748 -113.6023326 53.67395977 -113.5846514 53.68497512 -113.5722665 53.68772892 -113.5954822 53.67910109 -113.5876421 53.68403687 -113.5685716 53.68867187 -113.5765458 53.68627184 -113.5792951 -113.5861052 -113.5907883 -113.5772325 -113.5806979 -113.5857243 -113.5844652 -113.5843258 -113.5719983 -113.5844181 -113.2657046 -113.6245267 -113.580038 -113.5877413 -113.5914535

53.68556975 53.68426879 53.68295985 53.68610664 53.68524729 53.68432121 53.68452665 53.68452665 53.68779245 53.68454042 53.81694491 53.65770993 53.69107441 53.691049 53.69037929

-113.5767765 53.69381934 Estate Way Drive

Fernwood Crescent

-113.5828705 53.68504238

-113.3107047 53.88143254 Gibbonslea Drive Grandin Drive

-113.6248172 53.79643971

2022-12-06 12:22 2022-12-06 12:17 2022-11-04 1:52

Very minimal lights here, hard to see pedestrians in the dark Lighting Concern Traffic Congestion east or west turning movements onto Hwy 37 are unsafe. Sightline Concern

2022-11-10 1:37

Road Condition 2022-11-18 15:42 2022-11-20 1:45 2022-11-20 2:56 2022-11-20 15:03 2022-11-20 17:09 2022-12-06 12:13

2022-12-17 19:04

2022-12-17 19:07 2022-11-10 1:08 2022-11-10 1:28 2022-11-17 1:51 2022-12-06 12:15 2022-12-06 12:26 2022-12-06 12:27 2022-11-10 17:34 2022-11-10 17:34 2022-11-10 17:35 2022-11-10 17:35 2022-11-10 17:35 2022-11-10 17:35 2022-11-10 17:35 2022-11-11 22:42 2022-11-11 22:43 2022-11-19 16:35

2022-11-19 16:38

2022-11-19 16:39

2022-11-10 4:09 2022-11-10 17:35 2022-11-10 21:20

Looking at the map, have you noticed most concerns are in East Sturgeon? Our turn for some consideration and action.

Other

Numerous collisions/fatalities in around 28 and 223 Road Safety Concern Road Safety Concern Needs lights/intersectiom Other Needs a turning lane Road Safety Concern I see lots of people walk by the outside of the school. There is no sidewalk here- would be nice to have one! New Sidewalk Opportunity Additional lane(s) should be added to reduce congestion. This would make it easier to safely enter the highway and reduce the number of dangerous passing attempts we see daily. Traffic Congestion Additional lane(s) would reduce the dangerous practice of using the existing turning lanes for passing Road Safety Concern Lighting Concern This is a busy corner that is congested and needs turning lanes installed. Traffic Congestion Road side rest stop and trail around Kimura Lake. New Trail Opportunity Pedestrian Safety Concern Lots of dips and holes Road Condition Could there be 3 lanes here? Turning left to Cardiff, straight, turning right. Road Safety Concern Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Speed Concern Speed Concern Area needs windbreak against winter storm whiteouts and snow drifts. Please look into the installation of snow fences or shelter belt trees on the west side of 28 A. Road Safety Concern Area needs windbreak against winter storm whiteouts and snow drifts.Please look into the installation of snow fences or shelter belt trees on the west side of 28 A. Road Safety Concern Area needs windbreak against winter storm whiteouts and snow drifts. Please look into the installation of snow fences or shelter belt trees on the west side of 28 A. Road Safety Concern Addition of turning lanes are great, however, passing lanes or twining the highway would have been more effective for traffic congestion. Traffic Congestion Traffic Congestion Traffic Congestion

Grandin Drive Highway 2 Highway 28 Highway 37 from St Albert to Fort Saskatchewan narrow no shoulders and heavy truck use. The road been patched for 20 years and requires total upgrade to standards of major highway routes. Wider shoulders and safe turning lanes on 50 st South and Range Road 240. A major gateway to Henday Highway 28

-113.6292262 53.80127989 -113.6614668 53.79869435 -113.5020429 53.71553606

-113.5001082 53.71575848

-113.316173

53.90163279

-113.197083

53.94898922

Highway 28 0

0 1 0

0 0 1

Highway 28 Highway 28 Highway 28 Highway 28

-113.495995 53.73180073 -113.4959025 53.77437182 -113.494617 53.77253097 -113.4229976

53.8328165

Highway 28 0

-113.4946729 53.76655142 Highway 28

0 0 1

0 0 0

1 1 1 1 1 1 1 0 0

0 0 0 0 0 0 0 0 0

-113.496825 Highway 28 Highway 28 Highway 28 Highway 28 Highway 28 Highway 28 Highway 28 Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A

53.77141314

-113.3197856 53.89839456 -113.5003228 53.71591086 -113.2367797 53.95126219 -113.4201957 53.83213041 -113.4994762 53.71644331 -113.4961977 53.77438833 -113.3228678 -113.3229108 -113.3226533 -113.3229966 -113.3231468 -113.3227606 -113.3229108 -113.3230395 -113.3230395

53.81441758 53.80903306 53.80011222 53.79519481 53.78900921 53.78317769 53.77549405 53.74345742 53.80087893

-113.3229223 53.75133996 Highway 28A

-113.3232657 53.79944961 Highway 28A

-113.3228794 53.76927657 Highway 28A

4 1 0

1 0 0

-113.3230395 53.75381126 Highway 28A Highway 28A Highway 28A

-113.323061 53.80229192 -113.3259577 53.76578606

Speed Concern Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Road Safety Concern

2022-11-12 20:15 2022-11-12 20:15 2022-11-12 20:17 2022-11-12 20:17 2022-11-12 20:17 2022-11-12 20:18 2022-11-12 20:18 2022-11-12 20:18 2022-11-12 20:18 2022-11-19 16:27

Area needs windbreak against winter storm whiteouts and snow drifts. Please look into the installation of snow fences or shelter belt trees on the west side of 28 A.

2022-11-20 1:42 2022-11-20 2:54 2022-11-20 2:56 2022-11-20 2:57 2022-11-20 2:57 2022-11-20 2:58

2022-11-27 3:06

2022-11-12 20:18 2022-11-20 1:42

2022-12-04 18:12

2022-12-04 18:16 2022-12-06 13:30 2022-11-10 1:45 2022-12-05 21:02 2022-12-06 12:12 2022-12-06 13:26 2022-12-06 12:11 2022-12-06 12:12 2022-12-06 17:15 2022-12-06 7:39 2022-12-06 7:39 2022-12-06 12:10 2022-12-06 12:17 2022-11-17 1:42 2022-11-17 1:42 2022-12-03 17:10 2022-12-03 17:11 2022-11-10 1:29 2022-11-10 1:32 2022-11-19 16:47

This is the poorest intersection around involving two primary highways. Large truck traffic makes it even worse. An elementary and high school are nearby with numerous buses. Why there has not been a fatality here is unknown. This intersection needs to be channelized and controlled with lights. Add Right turn lane Intersection simply needs turning lanes so traffic could be moving from hwy 37 to 28 even when some traffic is still continuing on 37 Desperately need proper turning lanes on highway 37 for those turning north/south onto highway 28. This intersection has many, many accidents regularly. Its just a matter of time before one becomes a fatality. Due to the lack of turning lanes highway 37 becomes severely backed up during peak commuting times. Traffic gets backed up all the time going east/west due to no proper turning lanes on highway 37. Dangerous corner to turn from Starkeh to go west on Hwy 37 due to traffic and siteline of westbound traffic coming up the hiill Requires 4-stop, many deadly accidents, many accidents, many near misses The bridge here is super uneven Extremely dangerous corner with lots of accidents due to large vehicles, speed and traffic Slow down to 70 sign is missing This intersection gets very icy. It is hard to turn left on to 28 from 642

This is terrible for pedestrians No sidewalks on this side of the road!

Needs to be rerouted straight across Lilly Lake. Needs to be paved.

Big potholes in northbound lane

Road Safety Concern Road Condition Road Safety Concern Road Condition Road Condition Road Condition Traffic Congestion

Road Safety Concern Other

0 1 1 1 1 1 1 1 0

0 0 0 0 0 0 0 0 0

0 0 0 0 0 0

Road Safety Concern

Road Safety Concern New Sidewalk Opportunity Pedestrian Safety Concern Speed Concern Road Safety Concern New Sidewalk Opportunity Road Safety Concern Road Safety Concern Road Condition Road Condition Road Condition Road Condition Road Condition

-113.5006178 -113.5001619 -113.5092344 -113.5058978 -113.5019281 -113.5007157

53.71629816 53.71633626 53.71612753 53.71615928 53.71630213 53.71634658

-113.4999781 53.71627356 Highway 37 Highway 37

-113.3206362 53.71613944 -113.5005856 53.71627912

-113.5000047 53.71627681

Highway 37 1

Road Safety Concern

Road Safety Concern Other

53.82753393 53.81963042 53.78561815 53.7714171 53.76248826 53.73685804 53.7254336 53.71613944 53.71619023

-113.3227936 53.74253152 Highway 28A Highway 37 Highway 37 Highway 37 Highway 37 Highway 37 Highway 37

Road Safety Concern

Road Safety Concern Speed Concern Road Safety Concern

-113.3220095 -113.3226103 -113.3229537 -113.3226962 -113.3221812 -113.322267 -113.321752 -113.3211512 -113.3208079

Highway 37

Traffic Congestion

Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A Highway 28A

Highway 37

-113.5001914 53.71636723 -113.5705698 53.71566324

Highway 37 0

0 0

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

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

Highway 642 Highway 642 Highway 642 Highway 642 Highway 642 Highway 642 Highway 642 / 100 Avenue Highway 642 / 100 Avenue Highway 642 / 100 Avenue Highway 642 / 100 Avenue Highway 642 / 100 Avenue Highway 643 Highway 643 Highway 651 Highway 651 Highway 825 Highway 825 Highway 825

-113.8183791

53.8034831

-113.526072 53.80369219 -113.5389692 53.80355635 -113.8404269 53.80371753 -113.6024676 53.80355834 -113.4973955 53.80353227 -113.6578865 -113.6303878 -113.6341912 -113.6301781 -113.6580385 -113.2825274 -113.2821841 -113.3834643 -113.2866473 -113.2242055 -113.2232613 -113.2235135

53.80184205 53.80293948 53.80185917 53.8028998 53.80174099 53.83427101 53.83254886 53.95924186 53.95075709 53.8247856 53.82017985 53.82705077

2022-11-19 16:48 2022-11-19 16:48 2022-11-20 1:44

2022-12-05 18:58

2022-11-18 1:33 2022-11-18 1:33 2022-11-27 3:03 2022-11-10 2:04 2022-11-15 15:52 2022-11-15 15:56 2022-12-07 3:57 2022-11-10 2:28 2022-11-10 3:58 2022-11-10 4:01

2022-11-10 17:35

2022-11-10 17:37 2022-11-17 1:45 2022-11-08 18:25 2022-12-06 2:26 2022-12-06 2:27 2022-12-06 2:27 2022-12-06 2:27 2022-12-06 2:29 2022-11-04 1:26 2022-11-04 1:59

2022-12-17 5:50

2022-11-04 1:19

2022-11-04 1:21 2022-11-04 1:24

Excellent job with reconstruction of bridge Excellent job redirecting traffic and resurfacing

Other Other Road Condition

The speed limit goes from 80 to 50 and then back 80 again in a ver ver yshort space. Not sure why this is in place but it creates uncertainty for drivers as they can see all 3 speed signs at one time. Reccomendation would be to make this road 80 all the way through. Speed Concern Speed Concern Speed Concern Tree growth as well as vertical curves reduce sight lines. Also traffic is typically exceeding speed limit. Road Safety Concern Pedestrian Safety Concern Busy road. Dusty. Washboard. Loose gravel. Low spots (akin to a pothole) Please consider paving road. Road Condition Despite the appearance of an open intersection, it is deceivingly blind. Please consider stop signs Sightline Concern This road should be paved now that there’s heavy traffic from the plants. The gravel sees too much traffic and not enough maintenance. Road Condition Road Condition Pave dirt road (range road 230) up to Road Condition Rge road 230 in desperate need of pavement. Constantly washboarded and rarely gets graded. Road Condition Lost Point Lake Estates is an established subdivision, however the county has not paved RR231 north of Gibbonslea, leaving the residents of Lost Point Lake to still drive on gravel. The road should be upgraded (as in spring there is always issues with the gravel road) and paved. Road Condition Road should be paved past Gibbonslea to train tracks, as most of Lost Point Lake Estates is developed. Road Condition Needs to be paved !!! Road Condition Pedestrian Safety Concern Traffic moves too fast. Turning safety concern Speed Concern New Sidewalk Opportunity New Trail Opportunity New Trail Opportunity Pedestrian Safety Concern Concerns getting to and from St. Albert, increased traffic volume for 127st extension Traffic Congestion Sightline concerns horizontal curve. Sightline Concern 127st and Sturgeon Road are heavily used for biking and walking/running , there is a serious need for a trail along this route connecting to Allen ridge , military base , and to north side of river up starkey road New Trail Opportunity Round-about is typically utilized by cars who do not signal intentions properly. Need to have a reminder to users to advise others of their intents Road Safety Concern A traffic circle can be an effective tool, however make sure there is adequate signage/education on the proper use. Road Safety Concern Pot holes remain in place for multiple years and need repair Road Safety Concern

0 0 0

0 0

Highway 825 Highway 825 Highway 825

-113.2233043 53.78713751 -113.2237769 53.74098226 -113.2235617 53.82218909

-113.9350552 53.68133156 Lassoo Trail Pinnacle Way Pinnacle Way Pinnacle Way Range Road 220

-113.5630773 53.68992398 -113.565781 53.68869781 -113.5680754 53.68875605 -113.1243844 53.90985758 -113.2725067 53.73336757

Range Road 230 0

0 5

0 0

Range Road 230

-113.27285

53.7743211

-113.2731719 53.78300653 Range Road 230 Range Road 230 Range Road 230 Range Road 230

-113.2733677 53.73951157 -113.2707866 53.7889237 -113.2719268 53.76725283

-113.2977902

53.8829512

Range Road 231 0

0 0 0 0 0 0 0

-113.3039542 53.87959502 Range Road 231 Range Road 231 Range Road 241 Range Road 245 Range Road 245 Range Road 245 Range Road 245 Range Road 245 Range Road 250 Range Road 250

-113.2978375 -113.4418292 -113.5165019 -113.5162444 -113.5162444 -113.5160727 -113.5153002

53.87767511 53.80868462 53.65806792 53.6623911 53.65994983 53.66513736 53.66137392

-113.5518212 53.65114992 -113.5429305

53.676006

-113.5419292 53.67129036 Range Road 250

-113.5645865 53.67810748 Range Road 251

-113.5645585

53.6779984

Range Road 251 1

Range Road 251

-113.5681934 53.69462292

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Pedestrian crossing is not noticeable for users of the pathway. Frequent users of the roadway are not from the area so may not be aware of the crossing. Users of the path may not be local and need more signage for marking of the crossing on the roadway Pedestrian Safety Concern Very dark at night, would like to see additional lighting. Lighting Concern Make pedestrians responsible for their safety when crossing a major road. Put a stop sign on their path. Pedestrian Safety Concern Pedestrians yield to vehicles when crossing (on posted sign) Pedestrian Safety Concern Pedestrian crossing the river. The current bridge is narrow with no room for pedestrians/bikes. It is also dark on the bridge at night and can have fog. Pedestrian Safety Concern Speed concern of trucks traveling through the valley. Traffic is driving through and speeding Speed Concern I agree this crossing needs improvement but Slowing all traffic via a speed bump/calming measures is unnecessary/inefficient. Flashing crossing lights would be beneficial. Pedestrian Safety Concern Round about only works well if people understand how to signal. Too many times people are speeding through without even yielding. Road Safety Concern Sightline Concern Road is dark from here to Hwy 37 - curvy, hard to see lines and edge of road Lighting Concern New Trail Opportunity Huge dip here Road Condition I have no idea what's happening over here but there are extremely high areas and then low areas and then wide and narrow. Makes driving and sharing this road not very fun. Road Condition Train is so loud Noise Concern Shrubs block view of intersection Sightline Concern Entering or exiting SH 633 at this location is very dangerous. Traffic tailgating when exiting onto RR 263 and poor sight lines when entering SH 633. Also slippery bridge deck means slow and cautious turning on to and existing off SH 633. A lot of transport trucks heading west or east speed up through this area to make the hill on both sides of the bridge. Improving sight lines by realigning the road is probably too cost prohibitive but perhaps reduced speed limit posted and enforced with more s Road Safety Concern Speed Concern Pedestrian bridge opportunity New Trail Opportunity Trail connecting allin ridge, noroncal, crossing at rivers edge,etc. to the paved trails on the other side of the river New Trail Opportunity Report that the use of high beams around the curve in low light conditions can cause visibility issues. Potentially mitigated by implementation of streetlight Lighting Concern Railway Crossing condition very poor. Look into switching from use of whistle to drop down arms during train crossing. Speed of trains in location an issue as well Noise Concern Trail connectivity for walking throughout the valley Pedestrian Safety Concern

-113.5681237 53.69027764 Range Road 251 Range Road 251

-113.5688758 53.68432701 -113.5678829 53.69028158

Range Road 251 1

Range Road 251

-113.5684597 53.69025188 -113.5685582 53.68580484

Range Road 251 2

Range Road 251

-113.5681145 53.68978642

-113.5681188 53.69035743 Range Road 251

0 0

1 0

0 0

-113.5646609 53.67805254 Range Road 251 Range Road 251 Range Road 251 Range Road 251 Range Road 252

-113.5671473 53.68546173 -113.5668979 53.70069064 -113.5687138 53.68547921 -113.6201409 53.79765722 -113.6200678 53.78673538

Range Road 252 Range Road 252 Range Road 263

-113.6202695 53.78683862 -113.7928767 53.74289905

-113.7624926 53.65804249

Range Road 263 River Lane Riverview Close

-113.5892863 53.68869833 -113.5416583 53.68663955 -113.5407906

53.6870986

Riverview Close 1

-113.5710019 53.67676398 Sturgeon Road

-113.5631723

53.6782559

Sturgeon Road 0

Sturgeon Road

-113.5365133 53.68123929

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2022-11-18 17:53

Difficult to turn from Sturgeon Rd East to Sturgeon Road in peak hours. Road Safety Concern Turning Lanes for Golf Course potentially needed. Road Safety Concern Potential for bike lanes Pedestrian Safety Concern Railway crossing extremely rough, haven't made any progress talking to CN. Perhaps Sturgeon County can address. Road Safety Concern There are vehicles backing up on the road when vehicles are turning into the golf course. Would like to look into possible turning lanes to avoid congestion. Traffic Congestion Pedestrian Crossing is not illuminated and cannot see users of the pathway. During rush hour and working hours. At night time they cannot see pedestrians due to intersection of Sturgeon Road Lighting Concern Pedestrians do not have enough time to cross the roadway and no proper crossing. Could use flashers along the roadway and proper cross walk Pedestrian Safety Concern New Crosswalk Opportunity New Sidewalk Opportunity Crosswalk recommended. New Crosswalk Opportunity Pedestrian safety concern with crosswalk west of proposed traffic circle. Road Safety Concern Require connections to St. Albert for Valley residents to not require the use of automobiles New Sidewalk Opportunity Road Safety Concern Road Safety Concern Need safe travelling lanes for bicycles to utilize roadway. Shared use is not safe and road conditions do not allow people to utilize roadway with bikes Road Safety Concern Significant concerns on future connection of 127 Street to Sturgeon Road and type of intersection to prevent congestion Traffic Congestion Protection of River lot 56 and ensuring safety and wildlife corridor and prevention of animal and wildlife collisions Other Noise Concern The train tracks crossing is terrible. I bicycle over here often and it’s dangerous for cyclists. I have no idea why this can’t be repaired. Road Safety Concern Require review of crossing to have signal arms installed to remove need for train whistles Road Safety Concern Connect Rivers Gate trail to Red Willow park New Trail Opportunity The pavement at the train crossing is extremely rough, this results in traffic having to brake hard for the bump and a safety concern . Please work with CN and get this fixed !!!!! Road Safety Concern Rail crossing backs up traffic in both directions and does not allow residents to access Sturgeon Road and leave their subdivision due to cars parked on roadway Traffic Congestion Speed Concern Asphalt paving instead of gravel Other Road Safety Concern Road Condition Crosswalk suggested, to accommodate access from Manor 2, as traffic increases on Sturgeon Road Pedestrian Safety Concern Pave this road please! So many users and such poor condition. One of the main routes from the Upper Estates to North St. Albert Road Condition

0 2

2 0

Sturgeon Road Sturgeon Road Sturgeon Road

-113.5450105 53.67770607 -113.5703606 53.67634939 -113.5686869 53.67746789 -113.5575462 53.67911643

Sturgeon Road 0

This is so not an issue. I've been driving this road daily for 20 years and I've never seen congestion at the golf course.

-113.5764504

53.6726722

Sturgeon Road

-113.5459263 53.67802641 Sturgeon Road

0 0 0

0 0

-113.5464413 53.67802641 Sturgeon Road Sturgeon Road Sturgeon Road Sturgeon Road Sturgeon Road Sturgeon Road Sturgeon Road Sturgeon Road

-113.5460014 53.6778866 -113.5470421 53.67835051 -113.5462671 53.67785534 -113.5449904 53.67823028 -113.5842223 53.66602731 -113.5786054 53.67095516 -113.5812215 53.66855907 -113.579894

53.66987416

Sturgeon Road 0

-113.5869751 53.66379723 Sturgeon Road

-113.5877046 Sturgeon Road Sturgeon Road

53.6631488

-113.5641272 53.67804937 -113.5574203 53.67912969

Sturgeon Road 1

Sturgeon Road Sturgeon Road

-113.5573494 53.67926798 -113.5910458 53.66462881 -113.5575745 53.67907726

Sturgeon Road 0

0 1 0 0

0 0 0 0

-113.5577141 53.67889305 Sturgeon Road Sturgeon Road Township Road 542 Township Road 542 Township Road 542

-113.5647655 -113.5527568 -113.5652537 -113.5614772

53.67794054 53.65789931 53.65811879 53.65776274

-113.57624

53.67268865

Township Road 542A 2

-113.6177979 53.68704463 Township Road 544

2022-11-18 21:50 2022-11-11 10:15 2022-11-11 10:15 2022-11-11 10:15 2022-11-11 10:16 2022-11-11 10:16 2022-11-11 10:17 2022-11-19 15:15

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This section of road is a popular spot for drivers to race their very loud vehicles.

Noise Concern Road Safety Concern Speed Concern Sightline Concern Road Condition Road Condition Sightline Concern

This road should be paved. Great access road to north St. Albert and utilized a lot. Would cut down on traffic through Erin Ridge. Road Condition With RR 274 now being paved this last remaining one mile stretch is the only non paved road for the residents of the surrounding acreages as well as Calahoo to efficently get to St. Albert and Spruce Grove. Road Condition Sightline Concern Pave TWP 552 FROM HWY 28 A TO SIP. Would create alternate route and ease of access for emergency services from Gibbons Road Condition Sightline Concern Many people speeding along this road. Speed Concern Lighting Concern Road needs reconstruction. Rain and/or snow and/or freeze/thaw creates heaves in pavement and large potholes Road Condition This road has never been fixed properly Road Condition Vista Rd needs to be redone. Temporarily fixed but it’s already showing signs of breaking up again. It gets so bad that it’s impossible to avoid major creators in the rd. Road Condition Road Condition Road Condition Road Condition Road is always icy in winter and rarely plowed in summer filled with potholes would be a great road to reconstruct as it is the main road into casa vista stub division Road Condition Road Condition Road Condition Lots of traffic makes turning here dangerous especially crossing lanes at morning and afternoon drive time Traffic Congestion This roads asphalt was never put down properly to begin with. I’ve bent a wheel driving over a pot hole on this road. Should be redone. Road Condition Road Condition Although improvments have been made to HWY 28, they are insufficient for the amount of traffic on it. This HWY should be twinned to the Fort McMurray turn off. Traffic Congestion Road Condition Road Condition TWN 564 is a well used road from HWY 28 to RR231. It services 3 subdivisions plus other residents. This road has almost no shoulder and 2 hill sections on that stretch. The road should be widened. Road Safety Concern Road Condition Road Condition

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0 0 0 0 0 0

Township Road 544 Township Road 544 Township Road 544 Township Road 544 Township Road 544 Township Road 544 Township Road 544

-113.608169

53.68727601

-113.6223526 -113.6263008 -113.6375446 -113.6317939 -113.6130829 -113.6035986

53.68691038 53.68718993 53.68736783 53.68706286 53.6869612 53.68721535

-113.6108083 53.68713355 Township Road 544

0 0 1

0 0 0

0 0 1

0 0 0

0 0

-113.9420075 Township Road 544 Township Road 552

53.6867706

-113.4970948 53.74551237 -113.3104779 53.74304554

Township Road 552 Township Road 554 Township Road 554 Township Road 554

-113.2848448 53.77444791 -113.5165019 53.77461275 -113.6446256 53.77466348 -113.2790298 53.80360348

Township Road 560 Township Road 560

-113.2966466 53.80360348 -113.3079333 53.80407234

Township Road 560 Township Road 560 Township Road 560 Township Road 560

-113.2847161 53.80105635 -113.2916684 53.80288118 -113.2764764 53.80384425 -113.3012385 53.80346409

Township Road 560 Township Road 560 Township Road 560

-113.2797808 53.80219688 -113.3148856 53.80283049 -113.4907956 53.80627718

Township Road 560 0

0 0

-113.3169455 53.80313462 Township Road 560 Township Road 560

-113.2860058 53.80347786 -113.3756411 53.80451542

Township Road 560 Township Road 560 Township Road 560

-113.286776 -113.276927

53.80394562 53.80383158

-113.3270464 53.86184823 Township Road 564 Township Road 570 Township Road 570

-113.2124896 53.89475482 -113.2402987 53.89111308

2022-11-10 17:30

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On HWY 28 -- Steeper road -- there are always accidents on it every winter,especially in icy weather. On TWP 570 -- although there were road improvements to turn east on TWP 570, this approach is also still steep and has an unnerving "slant" to it. Although it is closer to my home to use this access, I don't, because of this issue. Road Safety Concern Speed Concern Traffic calming measures required as vehicles regularly travel in excess of 70klh, in both directions at all times of the day. Speed Concern Speed Concern Speed Concern Speed Concern Traffic lineup for intersection an issue. Drivers not allowing turning traffic to merge. Possible signage for use of roundabout. Difficulty exiting Lower Viscount Traffic Congestion Drivers need to learn how to use traffic circles. Other The right hand turning lane at the southeast part of this intersection makes no sense. It is too short. Road Safety Concern

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0 0 0

-113.3204971 53.91872743

Township Road 572 Villa Drive

-113.5866336 53.69012993 -113.5855419 53.68887518

Villa Drive Villa Drive Villa Drive Villa Drive

-113.5820738 53.68833991 -113.5799871 53.68806512 -113.5774256 53.68731542 -113.5652752 53.67758228

Viscount Road Viscount Road

-113.563326

53.67726432

-113.643764

53.94843753

Sturgeon County Crowdsource Collection Road Conditions

Map Scale: 1:200,000 0

8 km

Legend Sturgeon County Boundry Road Condition

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39 24

42 12 6

Folder: I:\!__Interbranch\2131-00551-22_Sturgeon County TMP\13_GIS\ArcGIS_Pro\Sturgeon_County TMP\

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13 38

CREATED

FEEDBACK

2022-11-10 1:37

FEEDBACK_TYPE AGREES DISAGREES COMMENT LONGITUDE LATITUDE GOOGLE MAPS LINK Highway 37 from St Albert to Fort Saskatchewan narrow no shoulders and heavy truck use. The road been patched for 20 years and requires total upgrade to standards of major highway routes. Wider shoulders and safe turning lanes on 50 st South and Range Road 240. A major gateway https://www.google.com/maps/@53.71575848399781,-113.5001082 53.71575848 113.50010821199965,18z Road Condition 5 0 to Henday

Lost Point Lake Estates is an established subdivision, however the county has not paved RR231 north of Gibbonslea, leaving the residents of Lost Point Lake to still drive on gravel. The road should be upgraded (as in spring there is always issues with the gravel road) 2022-11-10 17:35 and paved. Road Condition Road should be paved past Gibbonslea to train tracks, as most of 2022-11-10 17:37 Lost Point Lake Estates is developed. Road Condition Busy road. Dusty. Washboard. Loose gravel. Low spots (akin to a 2022-11-15 15:52 pothole) Please consider paving road. Road Condition Road needs reconstruction. Rain and/or snow and/or freeze/thaw 2022-11-15 15:59 creates heaves in pavement and large potholes Road Condition

-113.2977902

-113.3039542

-113.2725067

-113.2790298 -113.2966466

https://www.google.com/maps/@53.882951200997546,53.8829512 113.29779020799934,18z https://www.google.com/maps/@53.87959502299757,53.87959502 113.30395423799933,18z https://www.google.com/maps/@53.7333675709974,53.73336757 113.27250668399924,18z https://www.google.com/maps/@53.8036034839975,53.80360348 113.2790298159993,18z https://www.google.com/maps/@53.80360348399755,53.80360348 113.29664656499929,18z

2022-11-15 16:08 This road has never been fixed properly Road Condition Vista Rd needs to be redone. Temporarily fixed but it’s already showing signs of breaking up again. It gets so bad that it’s impossible 2022-11-17 1:37 to avoid major creators in the rd. Road Condition

2022-11-17 1:45 Needs to be paved !!!

Road Condition

2022-11-17 3:44

Road Condition

2022-11-17 3:44

Road Condition

Road Condition Road is always icy in winter and rarely plowed in summer filled with potholes would be a great road to reconstruct as it is the main road 2022-11-17 4:26 into casa vista stub division Road Condition Pave this road please! So many users and such poor condition. One 2022-11-18 17:53 of the main routes from the Upper Estates to North St. Albert Road Condition

2022-11-18 23:07

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2022-11-20 1:42

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2022-11-20 2:56

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2022-11-20 2:57

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2022-11-20 2:57

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2022-11-24 0:17

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2022-12-03 17:10 Needs to be rerouted straight across Lilly Lake.

Road Condition

2022-12-03 17:11 Needs to be paved.

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2022-12-06 2:33

Road Condition

https://www.google.com/maps/@53.80346409299755,-113.3012385 53.80346409 113.30123850699934,18z https://www.google.com/maps/@53.6870446289979,-113.6177979 53.68704463 113.61779790599977,18z https://www.google.com/maps/@53.802196875997474,-113.2797808 53.80219688 113.27978083399927,18z https://www.google.com/maps/@53.71629816499782,-113.5006178 53.71629816 113.50061783099962,18z https://www.google.com/maps/@53.71612753099781,-113.5092344 53.71612753 113.50923442799963,18z https://www.google.com/maps/@53.71615927699779,-113.5058978 53.71615928 113.50589775999967,18z https://www.google.com/maps/@53.71630213299781,-113.5019281 53.71630213 113.50192809099964,18z https://www.google.com/maps/@53.80283048899756,-113.3148856 53.80283049 113.31488558599933,18z https://www.google.com/maps/@53.959241855997796,-113.3834643 53.95924186 113.38346430599947,18z https://www.google.com/maps/@53.95075709399759,-113.2866473 53.95075709 113.2866472889993,18z https://www.google.com/maps/@53.657762741997814,-113.5614772 53.65776274 113.56147715399973,18z

This road should be paved now that there’s heavy traffic from the plants. The gravel sees too much traffic and not enough 2022-12-07 3:57 maintenance.

Road Condition

https://www.google.com/maps/@53.783006534997426,-113.2731719 53.78300653 113.27317187099928,18z

2022-11-17 3:44

https://www.google.com/maps/@53.804072342997536,-113.3079333 53.80407234 113.30793329999932,18z https://www.google.com/maps/@53.87767510699759,-113.2978375 53.87767511 113.29783746499935,18z https://www.google.com/maps/@53.80105634799748,-113.2847161 53.80105635 113.2847160989993,18z https://www.google.com/maps/@53.802881177997534,-113.2916684 53.80288118 113.29166838499931,18z https://www.google.com/maps/@53.803844249997475,-113.2764764 53.80384425 113.27647635299927,18z

Comment ID

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This roads asphalt was never put down properly to begin with. I’ve 2022-12-07 3:58 bent a wheel driving over a pot hole on this road. Should be redone. Road Condition

2022-11-10 1:29

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2022-11-10 1:32

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2022-11-10 2:28

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2022-11-10 2:29

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2022-11-10 3:58 Pave dirt road (range road 230) up to Road Condition Rge road 230 in desperate need of pavement. Constantly 2022-11-10 4:01 washboarded and rarely gets graded. Road Condition Pave TWP 552 FROM HWY 28 A TO SIP. Would create alternate route 2022-11-10 21:26 and ease of access for emergency services from Gibbons Road Condition

2022-11-11 10:16

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2022-11-11 10:16

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2022-11-17 1:56

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2022-11-17 1:56

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2022-11-17 3:44

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Road Condition This road should be paved. Great access road to north St. Albert and 2022-11-19 15:15 utilized a lot. Would cut down on traffic through Erin Ridge. Road Condition

2022-11-19 16:47 Big potholes in northbound lane

Road Condition

Road Condition With RR 274 now being paved this last remaining one mile stretch is the only non paved road for the residents of the surrounding acreages as well as Calahoo to efficently get to St. Albert and Spruce 2022-12-05 18:59 Grove. Road Condition

2022-11-17 3:44

2022-11-20 1:44

2022-12-06 12:20 Huge dip here I have no idea what's happening over here but there are extremely high areas and then low areas and then wide and narrow. Makes 2022-12-06 12:20 driving and sharing this road not very fun.

Road Condition

2022-12-06 12:26 Lots of dips and holes

Road Condition

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24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

41 42

43 44

Number of Vertisee Responses as a Function of Date 50 45

Number of Responses

40 35 30 25 20 15 10 5 0

Date

Appendix B 127 Street Functional Planning Study

127 Street Functional Planning Study Update

July 26, 2023 | Final Report

Submitted to: Sturgeon County Prepared by McElhanney Ltd. Contact Ryan Betker, PEng Project Manager 780-809-3200 rbetker@mcelhanney.com

Our file: 2131-00551-22

127 Street Functional Planning Study Update Final Report | Prepared for Sturgeon County

Address 201 – 13455 114 Avenue, Edmonton AB Canada T5M 2E2

127 Street Functional Planning Study Update FINAL Report | Prepared for Sturgeon County

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Authorization and Signatory Page This Functional Planning Study has been prepared by McElhanney Ltd. for the benefit of Sturgeon County. The information and data contained herein represent our best professional judgement based on knowledge and information available at the time of preparation. Any use of this information in a manner not intended, or with knowledge that situations have changed, shall not be the responsibility of McElhanney Ltd. or the undersigned. McElhanney Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the expressed written consent of McElhanney Ltd. or Sturgeon County. Prepared by:

Reviewed by:

2023-07-26

Elaine Lau, PEng, PTOE Senior Transportation Engineer Tel: 780-809-3234 Email: EKLau@mcelhanney.com

127 Street Functional Planning Study Update Final Report | Prepared for Sturgeon County

Ryan Betker, PEng Project Manager / Branch Manager, Edmonton Tel: 780-619-1986 Email: RBetker@mcelhanney.com

Table of Contents Executive Summary ..................................................................................................................................... I 1. Introduction .......................................................................................................................................... 1 1.1. Project Background ...................................................................................................................... 1 1.2. Project Scope................................................................................................................................ 1 1.3. Previous 127 Street Plan .............................................................................................................. 2 2. Background Context............................................................................................................................ 4 2.1. Surrounding Roadway Network .................................................................................................... 4 2.2. Local and Regional Plans ............................................................................................................. 5 2.3. Traffic Projections & Review ......................................................................................................... 8 3. Preliminary Assessment ................................................................................................................... 18 3.1. Utilities ........................................................................................................................................ 18 3.2. Drainage ..................................................................................................................................... 19 3.3. Environmental ............................................................................................................................. 21 3.4. Geotechnical ............................................................................................................................... 22 3.5. Historical Resources ................................................................................................................... 22 4. Recommended Functional Plan ....................................................................................................... 23 4.1. Design Criteria ............................................................................................................................ 23 4.2. Recommended Plan ................................................................................................................... 27 4.3. Staging and Implementation ....................................................................................................... 33 4.4. Cost Estimates & Funding Strategy ............................................................................................ 35 5. Conclusions and Next Steps ............................................................................................................ 37

127 Street Functional Planning Study Update Draft Report | Prepared for Sturgeon County

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List of Figures Figure 1: Proposed 127 Street Alignment ..................................................................................................... 3 Figure 2: Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10) 6 Figure 3: St. Albert Annexation Area ............................................................................................................ 7 Figure 4: TNIS Study Area ............................................................................................................................ 9 Figure 5: 2030 Ultimate Scenario PM Peak Hour Link Volumes ................................................................ 10 Figure 6: 2045 Base Scenario PM Peak Hour Link Volume ....................................................................... 11 Figure 7: 2045 Ultimate Scenario PM Peak Hour Link Volumes ................................................................ 12 Figure 8: Stage 1 Development Trip Generation ........................................................................................ 13 Figure 9: Full Build-Out Trip Generation ..................................................................................................... 14 Figure 10: Sturgeon Valley Population Growth Projections ........................................................................ 15 Figure 11: Proposed 127 Street Extension Alignment and Intersections ................................................... 27 Figure 12: 127 Street Corridor Typical Recommended Cross-Sections ..................................................... 31

List of Tables Table ES-1: Proposed Staging and Horizon of 127 Street Extension ..................................................... ESII Table ES-2: Class A Cost Estimates (2023 Dollars) ............................................................................... ESIII Table 1: Sturgeon Valley Population by Estimated Horizon Year............................................................... 15 Table 2: 2010 Highway Capacity Manual Level of Service Criteria ............................................................ 16 Table 3: Volume Threshold by Road Classification .................................................................................... 16 Table 4: Utility Company Summary ............................................................................................................ 18 Table 5: Summary of SWMF requirements................................................................................................. 20 Table 6: Environmental Impact Summary ................................................................................................... 21 Table 7: Ultimate Cross-Section Design Criteria ........................................................................................ 23 Table 8: Interim Cross-Section Design Criteria........................................................................................... 24 Table 9: 127 Street Proposed At-Grade Intersections ................................................................................ 28 Table 10: Class A Cost Estimates (2023 Dollars) ....................................................................................... 35

Appendices Appendix A - Traffic Data & Analysis Results Appendix B – Conceptual Design Drawings Appendix C – Additional Cost Estimate Information Appendix D – Environmental, Geotechnical & Historic Resources Report Appendix E – 127 Street Functional Planning Study (2012, ISL Engineering)

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Executive Summary Project Purpose and Objectives This Functional Planning Study (FPS) identifies the updated recommended interim and ultimate plan for the 127 Street extension from the City of Edmonton boundary to Highway 2 at Township Road 544 in of St. Albert, including the recommended intersection treatments and access management strategy. The previous plan developed as part of the 127 Street Functional Planning Study (August 2012, ISL) was approved by County Council on June 15, 2012. Since that time, County Council approved the Sturgeon Valley South and Core Area Structure Plans, which initiated the need to review and update the previous recommended plan to ensure that it continues to align and support anticipated growth in Sturgeon Valley. Findings from this study will guide the County in working towards project implementation and establishing project funding through capital budgets, off-site levies and potential cost-sharing opportunities. The scope of this Functional Planning Study update is to: •

Confirm future traffic projections for the 127 Street corridor and connecting roadways.

•

Confirm and refine (as needed) the recommended interim and ultimate plans and alignment for the 127 Street corridor.

•

Confirm and refine (as needed) the required intersection treatment and access management options along the corridor.

•

Conduct a desktop review for environmental and geotechnical assessment.

•

Identify requirements for utility protection and/or reallocation.

•

Update functional-level cost estimates to current dollars.

Traffic Review Findings Traffic projections based on updated planning initiatives, land use and demographic data indicate that the 127 Street extension is critical in facilitating growth in Sturgeon Valley. With its full extension to Highway 2, 127 Street is also expected to alleviate some regional travel and congestion on other key north-south routes such as Starkey Road and St. Albert Trail. The implementation of 127 Street is dependent on the rate of development in Sturgeon Valley. Overall, a two-lane cross-section with dedicated turn lanes at key intersections along 127 Street would have capacity to support growth to at least 10,000 people in Sturgeon Valley – approximately 5,500 additional people from today. This growth is estimated to occur sometime between 2037 (high growth of 2% per year of the total county population), 2050 (moderate growth of 1% per year) and 2077 (low growth rate of 0.5% per year). As growth continues towards a total Sturgeon Valley population of approximately 26,000 people, or as the two-lane corridor approaches 15,000 vehicles per day, 127 Street will likely need to be upgraded to a fourlane cross-section with dedicated turn lanes at key intersections to maintain acceptable levels of service.

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This is estimated to occur sometime between 2053 (high growth of 2% per year), 2082 (moderate growth of 1% per year) and beyond 2100 (low growth rate of 0.5% per year).

Recommended Functional Plan Building from the previous recommendations and based on the traffic review, the updated recommendations in this FPS are intended to be implemented in multiple stages to facilitate improved connections to future planned developments in the Sturgeon Valley area, as well as future growth in St. Albert and the surrounding region. Features of the recommended interim and ultimate plan include: •

2-lane semi-urban cross-section for the interim (will operate as a collector and can be classified as a collector until 4-lanes) and 4-lane urban arterial for the ultimate.

•

Nine (9) at-grade intersections with Corriveau Avenue (signalized), Poundmaker Road (signalized), Valour Avenue (signalized), New East-West Arterial (signalized), Sturgeon Road (signalized), Bellerose Drive (signalized), Coal Mine Road (unsignalized), New North-East Arterial (unsignalized) and Highway 2 (signalized).

•

Two major structural components including a CN rail grade-separate crossing (in Stage 1) as well as the Sturgeon River Crossing (in Stage 2 and Stage 4).

•

A 3.0m shared use path is designed on the north/east side of the roadway as well as pedestrian crossings at all the cross-sections. ROW is protected for optional future active modes if required.

•

The introduction of an underground stormwater system to provide a future-ready urbanized environment.

•

127 Street corridor should be implemented in four stages as outlined in Table ES-1. Table ES-1: Proposed Staging and Horizon of 127 Street Extension

Stage

Recommended Improvements •

Stage 1 (Interim) Corriveau Ave to Sturgeon Rd

• • • • •

Stage 2 (Interim) Sturgeon Rd to Highway 2

Stage 3 (Ultimate) Corriveau Ave to Sturgeon Rd Stage 4 (Ultimate) Sturgeon Rd to Highway 2

• • • • • • • • •

Anticipated Implementation Year

Construct 2-lane semi-urban collector (future arterial) to Sturgeon Road, with 3.0m shared use path and illumination Complete full CN rail underpass if funding is available Construct stormwater main and north curb line catch basins Construct Stormwater Management Facility East of Sturgeon River Complete all utility relocations required for ultimate cross-section

Initiate Construction in 2037 (high growth), 2050 (moderate growth), 2077 (low growth)

Construct 2-lane semi-urban collector (future arterial) to Highway 2, with 3.0m shared use path and illumination Complete bridge crossing over the Sturgeon River Construct stormwater main and north curb line catch basins Construct Stormwater Management Facility West of Sturgeon River Complete all utility relocations required for ultimate cross-section

2050 to 2100+ (Depending on growth)

Construct 4-lane divided arterial cross-section to Sturgeon Road with additional turn lanes at intersections Complete south curb line catch basins and all stormwater tie-ins

2050 to 2100+ (Depending on growth)

Construct 4-lane divided arterial cross-section to Highway 2 with additional turn lanes at intersections Complete remaining bridge deck construction over the Sturgeon River Complete south curb line catch basins and all stormwater tie-ins

Beyond 2050 to 2100+ (Depending on growth and County priorities)

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Project Costs & Funding Strategy A planning-level cost estimate was prepared for the four proposed construction stages based on 2023 dollars and are summarized in Table ES-2 below. The overall cost of the project is estimated to be $157.7M (2023 dollars), including construction, contingency and ROW acquisitions. Table ES-2: Class A Cost Estimates (2023 Dollars)

Stage

Class A Cost Estimates (2023 Dollar)

Stage 1 Improvements • 2-lane semi-urban cross-section • Corriveau Ave to Sturgeon Rd

Transportation Infrastructure = $16.5M Stormwater Infrastructure = $10.4M Utility Relocations = $5.0M Construction Contingency (25%) = $8.0M Engineering Cost (12%) = $4.8M ROW Acquisition = $10.6M Total Stage 1 Cost: $55.3M

Stage 2 Improvements • 2-lane semi-urban cross-section • Sturgeon Rd to Highway 2

Transportation Infrastructure = $24.3M Stormwater Infrastructure = $11.8M Utility Relocations = $3.0M Construction Contingency (25%) = $9.8M Engineering Cost (12%) = $5.9M ROW Acquisition = $10.4M Total Cost: $65.0M

Stage 3 Improvements • 4-lane urban cross-section • Corriveau Ave to Sturgeon Rd

Transportation Infrastructure = $10.2M Stormwater Infrastructure = $0.6M Construction Contingency (25%) = $2.7M Engineering Cost (12%) = $1.6M Total Cost: $15.1M

Stage 4 Improvements • 4-lane urban cross-section • Sturgeon Rd to Highway 2

Transportation Infrastructure = $15.3M Stormwater Infrastructure = $0.7M Construction Contingency (25%) = $4.0M Engineering Cost (12%) = $2.4M Total Cost: $22.4M

TOTAL PROJECT COST

Total Overall Project Cost = $157.7M

The successful completion of 127 Street will require a collaborative approach among various stakeholders. It will also require the County to explore cost-sharing opportunities that leverages various funding sources while maintaining fiscal responsibility.

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1. Introduction McElhanney Ltd. (McElhanney) was retained by Sturgeon County to complete the updated functional planning of the 127 Street extension from the City of Edmonton boundary to Highway 2 at Township Road 544 in of St. Albert. The primary focus of this assignment is to confirm and update (as required) the ultimate cross-section and access requirements along 127 Street to support future growth and development as well as to determine the staging of improvements to address existing and interim needs.

1.1. PROJECT BACKGROUND In 2012, Sturgeon County completed a functional planning study for a new 127 Street connection through the Sturgeon Valley. This study identified a recommended plan and alignment for the extension of 127 Street extending from the City of Edmonton to Highway 2, north of St. Albert, including a new arterial crossing of the Canadian National Railway (CNR) and the Sturgeon River. Since the 2012 study was completed, Sturgeon County approved the Sturgeon Valley South and Core Area Structure Plan in addition to continued and planned growth in neighbouring municipalities. Due to the anticipated growth in the Sturgeon Valley, the County has identified a need to update the 2012 functional study to ensure the recommended plan and alignment continues to support anticipated growth in Sturgeon Valley and to address key design elements that were not considered in the previous study. In addition, functional planning cost estimates are to be updated to 2023 dollars, which will guide the development of future capital budgeting and off-site levies.

1.2. PROJECT SCOPE The scope of this Functional Planning Study update is to: •

Confirm future traffic projections for the 127 Street corridor and connecting roadways.

•

Confirm and refine (as needed) the recommended interim and ultimate plans and alignment for the 127 Street corridor.

•

Confirm and refine (as needed) the required intersection treatment and access management options along the corridor.

•

Conduct a desktop review for environmental and geotechnical assessment.

•

Identify requirements for utility protection and/or reallocation.

•

Update functional-level cost estimates to current dollars.

127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

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1.3. PREVIOUS 127 STREET PLAN The recommended 127 Street plan was approved by County Council on June 15, 2012, and was recommended as an arterial roadway with a cross-section that transitions from semi-urban to the City of Edmonton urban cross-section approaching the City limits. The findings of the study recommended that the County plan and protect for the ultimate plan and alignment of 127 Street in the short-term. As illustrated in Figure 1, the proposed general alignment of 127 Street begins at the 127 Street extension in Edmonton and connects to Highway 2 in the north and features the following: •

Several at-grade intersections at: Existing Highway 2 (signalized), Northeast Arterial (stopcontrolled), Coal Mine Road (stop-controlled), Bellerose Drive (signalized), and Sturgeon Road (signalized).

•

Extension of 195 Avenue/Township Road 542 (stop-controlled) and Poundmaker Road (stopcontrolled).

•

Grade-separated CNR crossing.

•

Trail crossings of 127 Street will occur on the north side of Sturgeon Road, and south side of Bellerose Drive.

•

Realigned accesses to two existing residences on Riverlot 38.

The 127 Street corridor is proposed to be constructed as a two-lane roadway and ultimately to a four-lane arterial with a posted speed of 70 km/h, and is anticipated to be staged as follows: 1. 2 lanes from the City of Edmonton limits to Sturgeon Road 2. Extension of 2 lanes from Sturgeon Road to Bellerose Drive 3. Extension of 2 lanes from Bellerose Drive to Highway 2 4. Completing the 4-lane semi-urban cross-section from the City of Edmonton limits to Bellerose Drive 5. Completing the 4-lane semi-urban cross-section from the Bellerose Drive to Highway 2

The total cost of the proposed improvements was estimated to be $136.6M (2012 dollars), including construction, property acquisition, engineering and contingency.

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Figure 1: Proposed 127 Street Alignment

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2. Background Context 2.1. SURROUNDING ROADWAY NETWORK The preferred alignment of the 127 Street extension will connect to several key County arterials and likely alter local and regional travel patterns on the following roadways:

Sturgeon Road Sturgeon Road is a key east-west link within the Sturgeon Valley that facilitates local travel as well as regional connections between Sturgeon County, St. Albert and the City of Edmonton. The corridor is currently a two-lane undivided arterial that connects from Sturgeon County / St. Albert limits to the west and Highway 28 to the east. Sturgeon Road is a vital link in accommodating growth in the Sturgeon Valley over the next 25 years, as the area is anticipated to grow to approximately 26,000 people in Stage 1 of the Valley’s development. The Sturgeon Road Functional Planning Study (2022, McElhanney), which was completed in parallel with this 127 Street FPS update, recommended that the existing two-lane road cross-section be maintained with the addition of intersection improvements along with some other minor upgrades to accommodate future traffic demand. This recommendation assumed that at a minimum, 127 Street would be extended to Sturgeon Road. It is also noted that a 4-lane cross-section from Essex Point to Highway 28 may be required to facilitate the ultimate build out of the Sturgeon Valley however it is not anticipated until well into the long-term horizon.

Bellerose Drive Bellerose Drive is a key-west link that facilitates commuter travel between Sturgeon County and St. Albert. Primarily serving access to the adjacent residential developments, the corridor is currently a twolane undivided arterial that connects Starkey Road in the east to St. Albert Trail (in St. Albert) in the west. The previous 127 Street FPS recommended an at-grade signalized intersection at Bellerose Drive.

195 Avenue / Township Road 542 Within Sturgeon County, Township Road 542 is currently a two-lane rural roadway that provides access to adjacent agricultural lands, the Cattail Crossing Golf & Winter Club as well as to the Canadian Forces Base (CFB) Edmonton. The 2012 FPS recommended an extension of Township Road 542 to connect to the 127 Street extension as a stop-control at-grade intersection.

Anthony Henday Drive The final (northeast) leg of Anthony Henday Drive was completed in 2016, which allows full access to Sturgeon County at 127 Street from both the east and west directions, particularly into the Sturgeon Valley area. Enhanced network connections to and from the Sturgeon Valley promotes development and contributes to community well-being and is expected to attract more regional traffic through the area.

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Highway 2/Township Road 544 Highway 2 is currently a four-lane divided highway under the jurisdiction of Alberta Transportation. The highway provides a vital link between the Capital Region and Northern Alberta, and serves as an important connector for commuters, goods and services for the communities in Sturgeon County, St. Albert and Edmonton. Through the recent annexation agreement, the intersection of Highway 2/Township Road 544 is now under St. Albert’s authority. However, any improvements to this intersection should include the province as a stakeholder to ensure the upgrades align with provincial plans for Highway 2.

2.2. LOCAL AND REGIONAL PLANS The 127 Street connection plays a vital role in facilitating growth and development within Sturgeon County, as well as the surrounding region. Since the 2012 FPS was completed, several transportation planning initiatives have been initiated or implemented. The future 127 Street extension will need to support and align with these initiatives to ensure an efficient and integrated network is established within the County: •

Sturgeon Valley Area Structure Plans - In 2021, Sturgeon County approved the Sturgeon Valley Core and South Area Structure Plans (ASPs), which includes a mix of residential, industrial and commercial development. A majority of the development in the Sturgeon Valley will occur in the Valley South area, where at full build-out, the area will accommodate over 61,000 people. The Valley South planning area is anticipated to be completed in five phases over the next 60 years as illustrated in Figure 2, with Planning Area 1 advancing development within the next five years and continuing over the next 25 years. Development in the designated commercial area within Planning Area 2 is also anticipated to commence within the next five years. These first stages of development are expected to add approximately 21,000 more people in the Valley area over the next 25 years. Overall, the proposed growth in the Sturgeon Valley in addition to continued growth in the surrounding region is expected to generate a significant volume of traffic through the Sturgeon Valley Area, placing increasing pressures on the transportation network particularly on Sturgeon Road. 127 Street will serve as a key north-south connector for Sturgeon Valley, facilitating the movement of people and goods in that area.

•

Sturgeon Road Functional Plan (2022) – The Sturgeon Road Functional Planning Study recommended a two-lane cross-section to be maintained along with the addition of protected turn bays at various intersections to improve the safety and operations along the corridor. A 3.0m shared use path is also recommended along the south side of Sturgeon Road west of Township Road 543B and on the northside of the corridor east of Essex Point/Township Road 543B. With the full build-out of Sturgeon Valley, a four-lane cross-section on Sturgeon Road between Essex Point and Highway 28 is anticipated. The extension of 127 Street will help alleviate pressures on Sturgeon Road as the Valley develops and help defer the need for ultimate upgrades.

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Figure 2: Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10)

•

Edmonton Metropolitan Regional Planning – The Edmonton Metropolitan Region Growth Plan (January 2020) provides a vision and direction for responsible growth while identifying and enhancing economic opportunities within the Region. The Plan includes policies for the development of the Sturgeon Valley Special Study Area and specifies the following policy for the extension of 127 Street: “The future extension of 127 Street will be in general accordance with the outcomes of the Edmonton Metropolitan Region Board’s Integrated Regional Transportation Master Plan. The future corridor for the extension of 127 Street will be further refined and protected as determined by Area Structure Planning across the entire planning area with input from Edmonton, St. Albert and Sturgeon County.” The extension of 127 Street will become an integral link in connecting Sturgeon Valley and the region while fostering growth and development in the Edmonton Metropolitan Region.

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•

St. Albert Annexation – On December 8, 2021, the Provincial Government approved the City of St. Albert’s application to annex 1,558 hectares of land from Sturgeon County. The annexation includes land to expand St. Albert’s boundary mostly to the north and the west as shown below in Figure 3. The City has plans for continued development in these areas while preserving agricultural land, including the proposed Northeast St. Albert ASP. The City will prioritize the northern section for development, which is divided at the midway point between Range Road 255 and St. Albert Trail. 127 Street will serve as a key connector to and from the annexation area in the long-term horizon and provide an alternative entry point into St. Albert along the existing northeast part of the city.

Image Source: City of St. Albert Figure 3: St. Albert Annexation Area

•

Sturgeon Valley Offsite Levy Assessment (Draft, December 2022) – The County is currently in progress of finalizing an offsite levy assessment for the Sturgeon Valley area. The purpose of the assessment is to review the water and sanitary 25-year servicing requirements to support development in the Valley. The findings will be used to determine the staging of improvements and the appropriate levy rates for developers. One of the primary roles of the 127 Street extension is to facilitate direct connections to Sturgeon Valley from the west. Therefore, it is important for the County to understand the benefitting areas of this project so that offsite levies for transportation within the Valley can be assigned appropriately.

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2.3. TRAFFIC PROJECTIONS & REVIEW Traffic projections from the 2012 FPS estimated 12,000 vehicles per day (vpd) south of Bellerose Drive and 3,000 vpd north of Bellerose Drive under the 2044 horizon. The ultimate traffic projections indicate that a four-lane divided cross-section is required up to Bellerose Drive. While a four-lane cross-section is not required beyond Bellerose Drive, 127 Street is a critical link that connect several neighbourhoods to Highway 2 and will likely require a four-lane cross-section to facilitate efficient and safe traffic flow. Since 2012, population in Sturgeon County have grown by approximately 3.5% in addition to subdivisions building out in the Sturgeon Valley. To ensure the traffic projections completed in 2012 are still relevant, the following sources of traffic projections based on updated planning initiatives, land use and demographic data were reviewed.

EMRB Model Traffic projections obtained from the Regional Travel Model (RTM) developed by the Edmonton Metropolitan Regional Board (EMRB) indicates that moderate growth is expected on the corridor over the next 10 years as development occurs in the Sturgeon Valley. Sturgeon Road is assumed as a two-lane roadway under both the 1.25M (~2032 horizon) and 1.5M (~2045 horizon) scenarios. The 1.5M scenario also includes the four-lane 127 Street connection from the City of Edmonton to Township Road 544 and a new cloverleaf interchange at Highway 28 and Sturgeon Road. Daily two-way vehicle volumes on the 127 Street extension are estimated to range from approximately 4,200 vpd (north end) to 39,500 vpd (south end). Daily volumes along the section of 127 Street through the Sturgeon Valley ranges between 17,000 vpd to 19,500 vpd, while AM and PM peak directional volumes are approximately 1,100 veh/hr and 1,400 veh/hr respectively. While these traffic projections are based on a total population of 12,930 people by 2045 in the Sturgeon Valley, which is significantly lower than what is being planned as identified in the Sturgeon Valley ASPs, the proposed four-lane crosssection can adequately support the volumes generated by approximately 13,000 people and have the capacity to accommodate more traffic.

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Image Source: TNIS, April 2022 Figure 4: TNIS Study Area

The TNIS scenarios relevant to this FPS and considered in the future traffic projections include: 1. 2030 Ultimate •

Key network improvements include twinning of Ray Gibbon Drive to Fowler Way, Fowler Way (2lanes), St. Albert Trail (6-lanes), Neil Ross Road (2-lanes) and 127 Street extension to Sturgeon Road (4-lanes, No Corriveau Avenue Extension). Sir Winston Churchill Ave is also twinned from Sturgeon Road to City of St. Albert limits.

•

127 Street includes five signalized intersections: Corriveau Avenue, Poundmaker Road, Valour Avenue, a new East-West Arterial and Sturgeon Road.

•

The 127 Street extension to Sturgeon Road is projected to carry between 500 and 1,000 vehicles/hr in the PM peak direction (northbound). As shown in Figure 5, the segment north of the Anthony Henday Drive/127 Street interchange is projected to carry just over 1,000 vehicles/hr. Peak hour volumes then taper off to approximately 700 to 800 vehicles/hr moving north towards Sturgeon Road.

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Figure 5: 2030 Ultimate Scenario PM Peak Hour Link Volumes

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2. 2045 Base •

2030 Base network + Neil Ross Road (2-lanes) + Fowler Way Widening (4-lanes) + 127 Street Extension to Sturgeon Road (With Corriveau Avenue Extension) + Starkey Road Realignment + Campbell Road Extension to Poundmaker Road.

•

The 127 Street extension to Sturgeon Road is projected to carry between 850 and 1,550 vehicles/hr in the PM peak direction (northbound) under the 2045 Base scenario, with the segment approaching Corriveau Avenue carrying the highest volumes. The segment north of Poundmaker Road is projected to carry just over 1,200 vehicles/hr in the northbound direction. Traffic volumes then reduces to almost 850 vehicles/hr approaching Sturgeon County.

Figure 6: 2045 Base Scenario PM Peak Hour Link Volume

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3. 2045 Ultimate •

2045 Base network + Fowler Way extension to Highway 2 + 127 Street Extension to Highway 2.

•

127 Street includes seven signalized intersections: Corriveau Avenue, Poundmaker Road, Valour Avenue, Range Road 250, Sturgeon Road, Bellerose Avenue, Coal Mine Road, Range Road 253 and Highway 2.

•

As shown in Figure 7, the full extension of 127 Street to Highway 2 is projected to carry between 900 and 1,850 vehicles/hr in northbound direction during the PM peak hour. The segment between the AHD/127 Street interchange and Sturgeon Road will accommodate between approximately 1,300 and 1,600 vehicles/hr while the new Sturgeon River Crossing will accommodate about 1,850 vehicles/hr in the peak direction. It is also worth noting that the bridge crossing in the southbound direction is in the range of 1,300 vehicles/hr. Traffic volumes then decreases to approximately 900 vehicles/hr approaching Highway 2.

Figure 7: 2045 Ultimate Scenario PM Peak Hour Link Volumes

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Stage 1 Development – This scenario includes the completion of the areas within the red border (over 26,000 total Sturgeon Valley population) as shown in Figure 8 and the completion of 127 Street to Sturgeon Road. Stage 1 development (Planning Area 1 and part of Planning Area 2 in ASP) is projected to build-out in 30 years and is estimated to generate between approximately 18,000 to 27,000 vehicles per day on 127 Street. The northern section approaching Sturgeon Road is anticipated to accommodate lower volumes of development traffic than the southern section as a result of a new east-west connection into the development site.

•

Full-Build – This scenario assumes full build of the ASP (over 61,000 population) and completion of 127 Street to Highway 2. Full build-out of the Sturgeon Valley is anticipated to occur in 2063 (2% County growth rate) or beyond 2100 (1% or 0.5% County growth rate). Daily development traffic volumes are expected to increase significantly under the full build-out scenario, with the southern section of the corridor accommodating as much as 54,000 vehicles per day as shown in Figure 9. Site-generated volumes decreases moving east and reduces to 7,255 vehicles per day at Highway 28. Overall, total traffic (background + development) on Sturgeon Road will increase to almost 22,000 daily trips on the west end and 10,000 daily trips on the east end.

Figure 8: Stage 1 Development Trip Generation

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Figure 9: Full Build-Out Trip Generation

Sturgeon Valley Population Projections Based on the County’s recent Offsite Levy assessments, a low (0.5% per year, compounded) moderate (~1% per year, compounded) and high (~2% per year, compounded) population growth rate was used to estimate future population growth and to determine the staging of construction for the infrastructure upgrades. Building from these assumptions, Figure 10 illustrates the Valley’s population growth projections to the year 2067. The Sturgeon Valley currently has a population of almost 4,500 residents and is projected to grow by almost 5,500 residents by 2037 based on the high growth scenario of 2% per year, which generally aligns with the average growth rate of the Edmonton Region. Under a moderate growth scenario of 1%, population in the Valley would reach approximately 10,000 people by 2050. This growth will occur during a horizon beyond 2067 assuming the low growth rate of 0.5% per year. The population projections also suggest that the completion of Planning Area 1, which corresponds to a total of about 26,000 people in the Valley, is estimated to occur between 2053 and well beyond 2067. The full build-out of the Valley (~61,000 people) can be reached just beyond 2067 with the high growth rate assumption. All population horizons were maintained from the land use and density assumptions within the most recent ASPs. Additional trip generation information within the TNIS was checked against the ITE trip generation procedures to validate the EMME model projections. In conjunction with the Sturgeon Road Functional Planning Study, each study was evaluated using Synchro to produce the expected traffic operations along the corridor.

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61,239

70,000

45,761

60,000

34,195 6,455 9,315

6,954 10,799

7,492 12,519

2042

2047

2052

2057

2062

16,824

5,992 8,035 14,269

2037

8,694

5,562 6,931 10,662

2032

14,513

5,163 5,979 7,967

2027

8,071

4,793 5,158 5,954

2022

20,000 10,000

19,095

30,000

25,553

40,000

4,449 4,449 4,449

Population

50,000

2067

Year Low Growth (0.5%)

Moderate Growth (1%)

High Growth (2%)

Figure 10: Sturgeon Valley Population Growth Projections

For the purpose of staging the future construction of 127 Street, the population projection and corresponding horizon year for each key phase of the Sturgeon Valley development (as per the ASP) was estimated based on the information noted above and are summarized in Table 1. Table 1: Sturgeon Valley Population by Estimated Horizon Year

Sturgeon Valley Population

Corresponding ASP Development

~10,000

Partial Completion of Planning Area 1

~ 26,000 ~ 61,000

Estimated Horizon Year Low Growth (0.5%)

Moderate Growth (1%)

High Growth (2%)

2077

2050

2037

Full Build of Planning Area 1

Beyond 2100

2082

2053

Full Build of Sturgeon Valley

Beyond 2100

2067

It should be noted that, since the planning horizon year for Sturgeon Valley varies among the sources of background information, all the traffic analysis and project staging from herein will be based on the 10,000-population and the 26,000-population horizon. This will maintain consistency between all the recent planning work completed to-date for Sturgeon Valley.

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Traffic Review The Level of Service (LOS) is a performance metric used to assess operating conditions of intersections and their respective approaches. LOS reported in the analysis scenarios are based on the methodology outlined in the 2010 Highway Capacity Manual. For unsignalized intersections, the LOS is based on the computed delays on each of the critical movements. LOS ‘A’ represents minimal delays for minor street traffic movements, and LOS ‘F’ represents a scenario with an insufficient number of gaps on the major street for minor street motorists to complete their movements without significant delays. For signalized intersections, the methodology considers the intersection geometry, traffic volumes, the traffic signal phasing/timing plan, as well as pedestrian and cyclist volumes. The average delay for each lane group is calculated, as well as the delay for the overall intersection. The operating conditions can also be expressed in terms of volume-to-capacity (v/c) ratio. The signalized and unsignalized LOS criteria as summarized in HCM are also shown in Table 2. Table 2: 2010 Highway Capacity Manual Level of Service Criteria

Level of Service

Description

Unsignalized Intersection Delay (s)

Signalized Intersection Delay (s)

Represents free flow. Individual users are virtually unaffected by others in the traffic stream.

< 10

Stable flow, but the presence of others begins to be noticeable. Occasionally minor delay due to conflicting traffic.

> 10 to 15

> 10 to 20

Stable flow, but occasionally some delay due to conflicting traffic. Delay is noticeable, but not inconveniencing.

> 15 to 25

> 20 to 35

Represents high-density, but stable flow. Delay is noticeable and irritating.

> 25 to 35

> 35 to 55

Represents operating conditions at or near the capacity level. Delay approaching tolerance levels.

> 35 to 50

> 55 to 80

Traffic demand exceeds capacity of intersection, very long queues, and delays. Represents forced or breakdown flow. Delay exceeds tolerance level.

> 50

> 80

For planning purposes, an overall intersection of LOS D or better and v/c ratio of less than 0.90 are considered acceptable operational standards for Sturgeon County roadways. In addition to the LOS criteria, AADT is another metric that can be used to evaluate corridor capacity and determine whether corridor or intersection treatment upgrades are warranted based on AADT thresholds set for various road classifications. Table 3 summarizes the daily volume thresholds assumed for this study. These thresholds were established based on the County’s 2022 General Municipal Servicing Standards and Alberta Transportation’s Highway Geometric Design Guide. Table 3: Volume Threshold by Road Classification

Road Classification

AADT Thresholds

Two-Lane Undivided Arterial

< 15,000 vpd

Four-Lane Divided Arterial

< 30,000 vpd

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Based on the review of the traffic projection sources described in Section 2.3, the 127 Street extension is required to support both Planning Area 1 and Full Build-Out growth in Sturgeon Valley. The extension will also serve to reduce traffic along Sturgeon Road, allowing the Sturgeon Road corridor to continue to function as a two-lane roadway as Sturgeon Valley grows beyond 10,000 people. While the phasing of the 127 Street extension is dependent on development, the first phase of the extension should be completed to Sturgeon Road, at a minimum. The projected peak hour volumes suggest that a two-lane cross-section with dedicated turn lanes along the 127 Street would have capacity to support growth to at least 10,000 residents in Sturgeon Valley. Since the timelines for the developments north of the Sturgeon River were not clearly defined as the time this FPS was completed, detailed traffic operations analysis for the study intersections up to Sturgeon Road was completed while a high-level traffic review of the intersections north of the river was undertaken. Utilizing Synchro 11 and based on the traffic projections provided in the TNIS1, the analysis confirms that acceptable intersection levels of service can be achieved by providing one travel lane with dedicated left turn and/or right turn lanes in both directions on 127 Street under the 10,000-population horizon. The intersections at Corriveau Avenue and Sturgeon Road are assumed to be signalized. The intersections at Poundmaker Road, Valour Avenue and the New East-West arterial should be signalized however, it is noted that these intersections are dependent on new development therefore, signals are only needed if warranted by the development in the interim timeframe. As growth continues towards the 26,000-population horizon or as traffic conditions warrant, 127 Street will likely need to be upgraded to a four-lane cross-section. By the 26,000-population build-out, the study intersections will require two travel lanes in each direction on 127 Street in addition to dedicated turn lanes to continue maintaining acceptable intersection levels of service. The traffic analysis reports provided in the TNIS show that once the full extension of 127 Street to Highway 2 is required (2045 Ultimate scenario, TNIS), some of the study intersections will likely require dual left-turn lanes (on 127 Street and/or cross-street) to maintain acceptable intersection levels of service, including the intersection at Corriveau Avenue, Sturgeon Road, Bellerose Drive and Highway 2. Building from the traffic analysis completed in the TNIS, the detailed Synchro reports prepared for this FPS are provided in Appendix A.

Traffic volumes at Sturgeon Road and the New East-West Arterial were adjusted to reflect the recommended improvements on Sturgeon Road as per the Sturgeon Road Functional Planning Study (McElhanney, July 2023). 127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

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3. Preliminary Assessment The update of the 127 Street Functional Plan considered several physical constraints along the project limits that would impact the design and construction of potential upgrades. The following section summarizes the key constraints as it relates to utilities, drainage, right-of-way, environmental and geotechnical as well as the CN Rail crossing.

3.1. UTILITIES A OneCall was completed to identify all the utilities within the vicinity of the recommended future alignment of 127 Street from Anthony Henday Drive to Highway 2. Table 4 below outlines the various companies that were identified, which include companies for oil and gas, water and sewer and communications and electricity. Table 4: Utility Company Summary

Type of Utility

Utility Company

Oil & Gas

Atco Gas

Oil & Gas

Atco Pipelines

Oil & Gas

Canadian Northwest Energy

Oil & Gas

Regco Petroleums Ltd.

Water & Sewer

Alberta Capital Region Wastewater Commission

Water & Sewer

EPCOR Water Services

Water & Sewer

Sturgeon County Utilities

Water & Sewer

Town of Morinville Utilities

Communications & Electricity

Bell West Inc.

Communications & Electricity

TELUS Communications Inc.

Communications & Electricity

EPCOR Distribution

Communications & Electricity

FORTIS Alberta

It is anticipated that some utilities may need to be relocated for both the interim and ultimate staging. It is recommended that as many utility relocations as possible, be completed during the first stage of implementation to mitigate any future impacts and wasted construction efforts at later stages of the implementation. Extensive coordination with each utility company will be required to determine the efforts required to relocate or avoid each utility.

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3.2. DRAINAGE Existing drainage in this area is typical overland drainage for greenfield areas and eventually drains towards the Sturgeon River. Some ditch drainage is currently present along Sturgeon Road and Bellerose Drive. A full urban cross-section will require an underground storm drainage system be implemented along with stormwater management facilities on either side of the Sturgeon River to handle surging, water quality and the flow rate in advance of out letting into the river. An underground storm sewer and urban cross-section is recommended as a result of the additional information that was provided that indicated other developments in the region may intend to drain into the 127 Street storm system, in addition to realistic stormwater conveyance to reach the river. An overland drainage system is not recommended because it will be challenging to grade the roadway cross-section and ditches in a way that permits water to travel by gravity from one end of the corridor, all the way to the sturgeon river. With the expected number of people that the nearby development expects, it is encouraged that a full urban system be developed to provide a logical connection for the future storm systems within the developed areas. Interim Stormwater Design - (2-lane semi-urban cross-section from Corriveau Ave to Sturgeon Rd) •

Crown of roadway at centerline draining to the curb line to the north and ditch to the south.

•

North curb line catch basins installed and tied into stormwater main along ultimate centerline (interim ditch alignment).

•

Manhole frame and grates on stormwater main to be permeable to water (i.e. F-38) and elevation set at interim cross-section ditch invert elevation.

•

Stormwater management facility (storm pond) east of Sturgeon River should be constructed and tied into underground storm system.

The same process should be used for the interim cross-section west of the Sturgeon River, mirroring the infrastructure described above. Ultimate Stormwater Design - (4-lane urban cross-section from Corriveau Ave to Sturgeon Rd) •

Roadway milled and resurfaced to drain to outside of roadway towards catch basins.

•

South curb line catch basins installed and tied into stormwater main along centerline.

•

Manholes on stormwater main to be adjusted to surface elevation and converted to typical manhole frame & grate (i.e. F-39).

The same process should be used for the ultimate cross-section west of the Sturgeon River, mirroring the infrastructure described above. Design Constraints It is noted that the suggested stormwater pond location (west of Sturgeon Road before out letting to the Sturgeon River) is quite constrained by the current River’s Gate development (Planning Area 1E) to the north, the suggested road/bridge alignment to the south and the river valley/flood plain boundary to the west. As part of the River’s Gate development, a storm pond system was developed along the west side of the development. This existing stormwater pond could be connected with the new storm pond required for the 127 Street stormwater needs, however it is understood that the existing storm pond was designed 127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

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only to handle flow from the existing development, therefore there would be no significant benefit to linking the facilities. Once the storm water management facility (SWMF) designs are refined and finalized during the future design stages, opportunities to connect the pond for aesthetic or functional purposes may be explored. However, at this time, it should be assumed that a new stormwater facility will be required to carry the full stormwater conveyance from 127 Street. The 127 Street SWMF is expected to be at a lower elevation than the River’s Gate storm pond system therefore during the design of the 127 Street SWMF the outlet features (ie. Emergency Spillway) should be assessed to ensure that the new facility either does not interact with the River’s Gate storm pond outlet or effectively receives the flow from the River’s Gate outlet and discharges through a common outlet to the Sturgeon River. At this time, it is understood that the River’s Gate Emergency spillway discharges in the direction of the 127 Street SWMF. To avoid impeding the emergency spillway, the spillway can be extended to discharge into the 127 Street SWMF. Detailed grade analysis should be performed at the preliminary design stage to ensure positive drainage to the 127 Street facility and that flow is channeled sufficiently. The 127 Street SWMF should be oversized to account for the additional overflow from the River’s Gate pond. The existing assumed footprint is expected to be adequate to account for this additional flow. The River’s Gate pond discharges from a single pipe outlet that is expected to be within typical acceptable release rates. The location of the outlet may result in a potential conflict with the footprint of the 127 Street SWMF. Options to address this potential conflict include tying in the outlet to the 127 Street SWMF, altering the shape of the 127 Street SWMF to avoid impacting the outlet or rerouting the outlet around or underneath the 127 Street SWMF. The catchment area and regional storm expectations have not changed significantly since the 2012 Functional Planning Study. A review of the modelling completed as part of the 2012 FPS was conducted and the information is still considered valid. Specifically, as it pertains to the SWMFs, the details outlined in Table 5 below remain valid. The total required land area confirms that the locations identified within the functional plans are suitable with a minimum of 2.6 hectares available in both areas. Table 5: Summary of SWMF requirements

Location

Storage Volume (m3)a

SWMF Area (ha)

Required Land Area (ha)b

North SWMF (west of Sturgeon river)

21,000

1.6

2.6

South SWMF (east of Sturgeon river)

21,600

1.6

2.6

Notes: Storage Volume is based on a 1:100 year, 24-Hr Huff Design Storm event less a 2.5L/s/ha release rate. Values confirmed using rational method. a

Total land area required includes SWMF area, earth berm (2m wide by 3.5m tall) and all slopes around the SWMF (4:1). Difference between normal water level and high-water level is 2m. b

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3.3. ENVIRONMENTAL An environmental desktop review was conducted for the study corridor. No major changes were observed from the 2012 FPS. The summary of the major affected features is summarized in Table 6 and further discussed below. Table 6: Environmental Impact Summary

Effected Areas

Woodlands

Impacts •

Ultimate construction removes approx. 5.3 ha (25%) of woodland west of RR 251.

•

Removes the southern extension of Riverlot 57 (woodland) but otherwise avoids any major impacts.

•

Roadway will be very close to the north margin of Riverlot 56 but avoids physical impact to the protected area.

•

Partially or completely removes up to 12 small, isolated wetlands along the corridor.

•

No impact to oxbow wetland in Sturgeon River floodplain.

•

Introduction of new bridge crossing will have some impact to the hydrology of the Sturgeon River.

Wetlands

River/Floodplain Crossing

Storm Ponds Storm ponds on the east and west side of Sturgeon River will be introduced as part of the roadway construction. It is recommended that naturalized recreation areas tie into the ponds to provide valuable wildlife habitat as well as an area that can be utilized by local residents. Riverlot 56 There has been no change in expectations for Riverlot 56 since the 2012 FPS. Riverlot 56 is a Provincial Natural Area, administered by Alberta Tourism, Parks and Recreation (TPR), Alberta Sustainable Resources Development (SRD) and the Riverlot 56 Society. As previously mentioned in the 2012 FPS, these lands are legally protected and controlled and therefore there shall be no impacts to these lands as a result of the expected roadway works in the region. Sturgeon County Environmental Protection Area Similar to Riverlot 56, the County has identified Riverlot 57 and 58 as protected lands and therefore all efforts should be made to avoid any impacts to these local natural areas. It may be possible to tie-in a trail or active modes system to enhance the area during the more detailed design stages.

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3.4. GEOTECHNICAL The 2012 FPS completed a thorough geotechnical analysis and the findings within those reports remain valid. With the refined alignment and cross-section design, no major changes to the report are expected with the most significant geotechnical impact being the bridge structure to cross the Sturgeon River. Further geotechnical analysis should be completed at a later design stage to determine bridge design, road and pavement structures, and trail and sidewalk structures.

3.5. HISTORICAL RESOURCES No major historical resources updates were identified from the 2012 FPS. The same considerations remain for the Sturgeon River as well as the Poundmaker lodge site. The Poundmaker site should not be impacted by the 127 Street corridor, however as previously mentioned, other crossroads may impact the site and should be carefully considered in advance of any further design or construction. The next section discusses the design criteria and other specific details of the proposed interim and ultimate design.

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4. Recommended Functional Plan 4.1. DESIGN CRITERIA 127 Street is anticipated to ultimately, become an urban 4-lane arterial roadway with a posted speed of 70km/h. Some sections of the corridor may not be widened to the full cross-section until well beyond the 25-year horizon, however, it would be best practice to protect for the future needs of the area and maintain consistent design criteria throughout the corridor as reasonably possible. The ultimate cross-section design criteria for the recommended functional plan are outlined in Table 7. Staged implementation of the roadway from the City of Edmonton limits to Highway 2 may result in some interim design criteria, as specified in Table 8. Table 7: Ultimate Cross-Section Design Criteria

Design Criteria New Design Classification Design

Design Speed (km/h)

Posted Speed (km/h)

Design Vehicle

Horizontal Alignment

Lane Design Parameters

Vertical Alignment

Cross-Section

Arterial

WB-21, WB-23, WB-36, Farm Equipment

Intersection Spacing, min (m)

400

Intersection Angle (degrees)

90 (preferred), 70 (minimum)

Minimum Curve Radius (m)

250

Min. Stopping Sight Distance

N/A

Number of Basic Lanes

Basic Lane Width (m)

3.7

Crossroad Lane Width (m)

3.5

Turn Bay Length, min (m)

Maximum Gradient

Maximum Super-elevation

0.06m/m

Minimum Crest Curve K

Minimum Sag Curve K

Curb (& Gutter) Width (mm)

250/150

Preferred R/W Width (m)

60 (Varies as needed)

Cross Fall (%)

Clear Zone Distance

N/A

Shared Use Path Width (m)

3.0

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Table 8: Interim Cross-Section Design Criteria

Design Criteria New Design Classification Design

Design Speed (km/h)

Posted Speed (km/h)

Design Vehicle

Horizontal Alignment

Lane Design Parameters

Vertical Alignment

Cross-Section

Arterial

WB-21, WB-23, WB-36, Farm Equipment

Intersection Spacing, min (m)

400

Intersection Angle (degrees)

90 (preferred), 70 (minimum)

Minimum Curve Radius (m)

250

Min. Stopping Sight Distance

N/A

Number of Basic Lanes

Basic Lane Width (m)

3.7

Shoulder Width (m)

1.0

Crossroad Lane Width (m)

3.5

Turn Bay Length, min (m)

Maximum Gradient

Maximum Super-elevation

0.06m/m

Minimum Crest Curve K

Minimum Sag Curve K

Curb (& Gutter) Width (mm)

250/150

Preferred R/W Width (m)

Cross Fall (%)

Foreslope (x:y)

4:1

Clear Zone Distance

N/A

Shared Use Path Width (m)

3.0

In addition to the design criteria, the functional design process accounted for the following key considerations.

Right-of-Way It is recommended that right-of-way be acquired and protected to allow for future growth and the ultimate cross-section of a 4-lane urban arterial. In this FPS, it is recommended that a full urban cross-section is incorporated to match the density and long-term development of the area as well as to allow for future storm connections from developments to the 127 Street storm main. For the majority of the 127 Street corridor, it is recommended that a 60m ROW be protected to allow for all urban cross-section elements. It is noted that at locations where significant grade changes are required, additional right-of-way or construction easement will be required to provide safe slopes to the existing topography. This is specifically relevant near the CN Rail crossing where steep grades as well as a grade separated crossing will require additional ROW be protected to properly construct the roadway. At this time, a 90m ROW is recommended adjacent to the CN rail crossing to allow for safe slopes back to the proposed property line. 127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

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This ROW will also provide ample area for noise attenuation should it be required at a later date. At each intersection, additional ROW (corner cuts for example) will be required to provide adequate clearance distance for turn bays, utilities and other intersection design features. The ROW for intersecting roadways is recommended to be at minimum 40m to accommodate the typical urban cross-section.

CN Rail Considerations There is one CN Rail crossing that will be required along 127 Street approximately 650m east of Sturgeon Road. The rail crossing will play a major factor in the design and construction timelines for the overall construction of 127 Street. The ultimate design should account for grade separation whether it is an underground or overground structure – at this time, it has been determined that the most feasible option is for the road to pass under the rail line due to the vertical geometry of the existing topography. This should be confirmed and refined at the preliminary design stage in coordination with CN Rail. During the interim stage, it may be possible to negotiate with CN Rail to allow for a short term at grade crossing if another crossing is closed, such as the existing crossing at Poundmaker Road and Veness Road. These discussions should begin early in the preliminary design stage to determine what is possible and feasible from an engineering perspective of all affected parties. Should an at-grade crossing be permitted in the interim stage, there will be throwaway costs incurred to convert the full 4-lane arterial to grade separation, however if this allows the project to move forward and provide a key connection within the Sturgeon Valley, it may be the most practicable option. It is noted that structural drawings for this component were not updated as part of this functional plan. The structural drawings however are still valid from the original functional study (ISL, 2012). The span and cross-section remain largely the same with the only significant change being the addition of a trail on the north side of the roadway that can be accommodated under the existing span of the bridge. As mentioned on the structural drawings, details of the structural drawings should be refined at the preliminary design stage.

Sturgeon River Bridge Crossing The sturgeon river bridge drawings were retained for concept purposes from the original functional planning study (ISL, 2012). The only change to the drawings that was deemed relevant was that the trail in the existing plans was shown on the south side of the bridge deck while it is recommended as part of this plan that the trail is provided on the north side of the bridge to match the trail alignment and staging within this plan.

Access Management Access management will play an important role in maintaining 127 Street as a safe and efficient arterial roadway. Private accesses should not access directly onto the roadway if at all possible. Private accesses can be a significant safety risk to the corridor as it essentially functions as an uncontrolled intersection, where vehicles enter the roadway at a very slow rate of speed and may not be clearly visible to traffic that is travelling at higher speeds (e.g., 70km/h). The recommended plan includes several key intersections, any additional minor intersections should be limited to reduce the number of conflict areas and potential congestion zones. The purpose of the 127 Street corridor is to facilitate regional traffic and

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connections to the local network and there is a need to ensure the movement of people (including vulnerable users) and services is efficient and safe.

Active Modes As the Sturgeon Valley is developed out, it will quickly become a major urban center within the County. Urban communities require effective active modes connections to due to the density and to provide an alternate mode choice for all ages and abilities. Active mode accommodations do not only include sidewalks and trails but also includes other aspects such as safe and comfortable road crossings, connections to parks and other community services and protection for each type of active mode such as cycling, pedestrian, micro-mobility users. A 3.0m multi-use trail is proposed to be implemented along the northside of 127 Street, where the majority of the development is expected to occur. Crossings should be limited to intersections as much as possible with the potential for mid-block crossings to specific areas only if unavoidable. The trail is proposed to be separated from the roadway by a landscape boulevard to allow for active mode users to feel comfortable and protected from traffic. Within the proposed cross-section, there is space protected within the ROW for future active modes needs such as bus stops, monowalk connections or any other potential need that arises while the Valley is developed. It is encouraged as part of the stormwater facility design that the area is accessible to the public by active modes to maintain a natural connection to the Sturgeon River, which can be enjoyed by all people, regardless of physical ability. This will also help to enhance the sense of belonging and encourage residents to be active and engaged within the community.

Signage Informational signage along with regulatory signage should be installed at all intersections, ensuring messaging is clearly conveyed to all users. Any commercial, advertising or other private signs should be carefully reviewed prior to being installed within the ROW to ensure sightlines are maintained between both traffic and active modes along the corridor.

Noise Attenuation While a formal acoustic study was not completed within the scope of this study, the recommended crosssection allows for noise attenuation barriers should it be required. It is not recommended that earth berms are used as the exclusive noise control method as the area is expected to be an urban environment. It is understood, that at the time of this study the County has noise attenuation policy that indicates the maximum noise level should be 65 dBA Leq (equivalent continuous sound level). Should noise levels in nearby residential areas exceed this level, noise attenuation features should be considered.

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4.2. RECOMMENDED PLAN Building from the previous recommendation, the interim and updated ultimate functional plan for the 127 Street extension has been developed as part of this FPS. In the interim, a 2-lane semi-urban crosssection is proposed for the entire length of the proposed corridor while the ultimate build out of the roadway is recommended to be a divided 4-lane urban arterial roadway. Under both phases, nine atgrade intersections are recommended along the corridor as highlighted in Figure 11.

8 7 6

5 4 3 2

1 LEGEND Study Corridor Limits

Study Intersections

Figure 11: Proposed 127 Street Extension Alignment and Intersections

The majority of the intersections are anticipated to be signalized and provide direct connections into the Sturgeon Valley area and other local and regional connections. The proposed lane configuration and traffic control of the study intersections are summarized in Table 9. It is recommended that these lane configurations are further refined during the detailed design stage and/or when development plans are more definitive. For clarity, 127 Street is considered the northbound/southbound corridor from Corriveau Avenue to Coal Mine Road, then transitions eastbound/westbound from the New North-East Arterial to Highway 2.

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Table 9: 127 Street Proposed At-Grade Intersections

127 Street Intersection

Intersection Type

Intersection Control

Corriveau Avenue

Four-Legged

Signal

NB (127 St): 2 Left, 2 Thru, 1 Right SB (127 St): 1 Left, 2 Thru, 1 Right

NB: 2 Left, 2 Thru, 1 Right SB: 1 Left, 2 Thru, 1 Right

Poundmaker Road

T- Intersection

Signal

EB (Poundmaker): 1 Left, 1 Right NB (127 St): 1 Left, 1 Thru SB (127 St): 1 Right, 1 Thru

NB (Poundmaker): 1 Left, 1 Right WB (127 St): 1 Left, 2 Thru EB (127 St): 1 Right, 2 Thru

Valour Avenue

Four-Legged

Signal

WB (Valour): 1 Left, 1 Thru/Right NB (127 St): 1 Left, 1 Thru, 1 Right SB (127 St): 1 Left, 1 Thru, 1 Right

SB (Valour): 1 Left, 1 Thru/Right WB (127 St): 1 Left, 2 Thru, 1 Right EB (127 St):1 Left, 2 Thru, 1 Right

New EastWest Arterial

Four-Legged

Signal

WB (E/W Arterial): 1 Left, 1 Thru/Right EB (E/W Arterial): 1 Left, 1 Thru/Right NB (127 St): 1 Left, 1 Thru, 1 Right SB (127 St): 1 Left, 1 Thru, 1 Right

Sturgeon Road

T-Intersection (Interim) Four-Legged

Signal

NB (127 Street): 1 Left, 1 Right EB (Sturgeon): 1 Thru, 1 Right WB (Sturgeon): 1 Left, 1 Thru

NB (127 Street): 2 Left, 2 Thru, 1 Right SB (127 Street): 2 Left, 2 Thru, 1 Right 1EB (Sturgeon): 2 Left, 1 Thru, 1 Right 1WB (Sturgeon): 2 Left, 1 Thru, 1 Right

Bellerose Drive

Signal

Interim design lane configuration to be confirmed once development timelines confirm trip generation.

WB (Bellerose): 1 Left, 1 Thru/Right EB (Bellerose): 1 Left, 1 Thru/Right NB (127 St): 1 Left, 2 Thru, 1 Right SB (127 St): 1 Left, 2 Thru, 1 Right

Coal Mine Road

Unsignalized

Interim design lane configuration to be confirmed once development timelines confirm trip generation.

WB (Coal Mine): 1 Left, 1 Thru/Right EB (Coal Mine): 1 Left, 1 Thru/Right NB (127 St): 1 Left, 2 Thru, 1 Right SB (127 St): 1 Left, 2 Thru, 1 Right

New NorthEast Arterial

Four-Legged

Unsignalized

Interim design lane configuration to be confirmed once development timelines confirm trip generation.

NB (NE Arterial): 1 Left, 1 Thru/Right SB (NE Arterial) 1 Left, 1 Thru/Right WB (127 St): 1 Left, 2 Thru, 1 Right EB (127 St): 1 Left, 2 Thru, 1 Right

Highway 2

Four-Legged

Signal

WB (127 St): 2 Left, 2 Thru, 1 Right

Four-Legged

Interim Configuration

Ultimate Configuration

Notes: 1 Sturgeon Road & 127 Street ultimate intersection lane configuration to be confirmed during detailed design to determine if dual turn bays are required based on updated traffic volumes.

The intersections north of the river (Intersection 6,7,8,9) also provide key connections to existing and growth neighbourhoods in northeast St. Albert. The interim configuration of these intersections will also depend on St. Albert’s plans for the annexed area at the north end of the City and once the plans are defined, the interim design can be refined. The County should continue to work with the City to ensure both municipalities’ objectives and priorities for the intersections along 127 Street are met.

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Other key features that are incorporated in the updated functional plans include: •

A 3.0m shared use path on the north/east side of the roadway as well as pedestrian crossings at all intersections.

•

An underground stormwater system in both the interim and ultimate design.

•

The interim design was planned with the intention of minimizing throwaway costs during the upgrade to the ultimate cross-section.

•

No significant changes are expected from the 2012 FPS structural drawings, therefore these drawings were retained as part of this update.

Overall, it is important that the ultimate ROW be protected so that all the features of the roadway can properly be constructed. Within the design drawings the ultimate ROW is suggested to be 60m in width to allow for all roadway features, active modes features as well as utility alignments. The ROW near the CN Rail crossing will need to be much wider, 90m, as a result of steep grades and grade separation design requirements. The typical cross-sections of the recommended interim and ultimate plans are highlighted in

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Figure 12 and Figure 13, respectively. The recommended corridor improvements are presented with more detailed concept drawings in Appendix B.

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Figure 12: 127 Street Corridor Typical Recommended Interim Cross-Section

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Figure 13: 127 Street Corridor Typical Recommended Ultimate Cross-Section

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4.3. STAGING AND IMPLEMENTATION The 127 Street extension is critical in facilitating connections to and from the Sturgeon Valley and therefore, the staging of construction should align with the progression of development in the Valley so that adequate connections are maintained. The staging of construction is recommended to be maintained from the 2012 FPS with the triggers for each implementation stage be driven by the development in the Valley. A summary of the recommended stages to efficiently build the 127 Street corridor are presented below. Stage 1 – Interim Cross-Section from Corriveau Avenue to Sturgeon Road The first phase of construction will provide the initial connection into the Valley and play a key role in providing access for the new neighbourhoods in the Sturgeon Valley. The first stage of implementation is anticipated to be a 2-lane semi-urban cross-section from Corriveau Avenue to Sturgeon Road, which generally includes 2 travel lanes, shared use path, stormwater infrastructure and illumination. The interim stage of the 127 Street extension will require a CN Rail grade separation or at-grade crossing (if permitted) however it is recommended to complete the full 4-lane arterial cross-section road underpass during Stage 1 if funding is available. The first stage of stormwater implementation should include the construction of the stormwater main and north curb line catch basins. This will minimize throw-away costs during the subsequent stages and allow the twinning to occur in smaller sections, if required. All utility relocations that are required for both the interim and ultimate cross-sections are expected to take place during this stage of construction. It is recommended that Stage 1 of construction is initiated in 2037 (assuming the high growth scenario) to support the early stages of development in the Valley. It is noted that first stage of development within Planning Area 1 is possible without 127 Street as access can be provided from Sturgeon Road. Following the completion of Stage 1 improvements, 127 Street is anticipated to operate well until the Sturgeon Valley reaches a population of approximately 26,000 people, which is estimated to occur in 2053 (based on 2% growth rate), 2082 (based on 1% growth rate) or beyond 2100 (based on 0.5% growth rate). Widening of 127 Street will be warranted as the daily traffic (AADT) on 127 Street approaches 15,000 vpd, at which point Stage 3 improvements should be completed. Stage 2 – Interim Cross-Section from Sturgeon Road to Highway 2 Stage 2 of implementation will complete the 2-lane cross-section through to Highway 2. Depending on available funds, it may be logical to complete the connection from Sturgeon Road to Bellerose Drive followed by the remaining section from Bellerose Drive to Highway 2. No significant advantage is expected from the separation of this stage into two smaller stages other than financial staging. The overall completion of this stage will include the majority of the bridge works across the Sturgeon River, as well as the 2-lane roadway works to Highway 2. Similar to Stage 1, the ultimate stormwater main should be constructed along with the associated north curb line catch basins. Utility relocations should also be completed during this stage. The completion of Stage 2 is required to provide an additional river crossing and facilitate alternate connections to the northern part of Sturgeon Valley (Planning Area 5 in ASP) and beyond. The trigger for the Stage 2 improvements is dependent on a number of variables including future development in the recently annexed area within the City of St. Albert. It is anticipated that Stage 2 will not be required until Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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the completion of Planning Area 1, which is expected to occur sometime between 2053 (2% growth) and beyond 2100 (1.0% growth). It is understood that development in Planning Area 5 will likely begin beyond the 2050 horizon. However, by this time, Starkey Road may reach near or at capacity conditions which may trigger the need for road widening. Through the traffic analysis, the 127 Street extension to Highway 2 was found to alleviate a significant volume of traffic from Starkey Road, therefore, as Starkey Road nears the AADT threshold of 15,000 vpd, it may be a suitable to extend 127 Street across the river. This will also help defer corridor upgrades on Starkey Road, improve traffic operations along Sturgeon Road and existing residential areas all while supporting development in the northern parts of Sturgeon Valley. Stage 3 – Ultimate Cross-Section from Corriveau Avenue to Sturgeon Road As development progresses in the Valley and population grows beyond 10,000 people, there will be a need to expand 127 Street to meet the anticipated traffic demands. The Stage 3 improvements include the completion of the 4-lane urban cross-section to Sturgeon Road, which would also include additional turn lanes at the various intersections. One possible variance to this stage could be to extend the 4-lane cross-section across the Sturgeon River to Bellerose Drive and construct the associated bridge works. This additional upgrade will be driven by the availability of funding as well as existing traffic operations along the existing bridge. Stage 3 of the 127 Street corridor upgrade is recommended as the AADT of the two-lane corridor reaches approximately 15,000 vpd. The traffic projections indicate that this is expected to occur when Planning Area 1 of the Sturgeon Valley is completed (total Valley population of about 26,000 people), which is estimated to occur sometime between 2053 (2% growth), 2082 (1% growth) and beyond 2100 (0.5% growth). Stage 4 – Ultimate Cross-Section from Sturgeon Road to Highway 2 Finally, the 4-lane urban cross-section should be completed for the remainder of the study corridor as feasible. Traffic projections for this section of the corridor indicate that the need for a 4-lane cross-section is not required when population in Sturgeon Valley reaches approximately 26,000 people. However, the need for this stage of improvement will become more defined as development progresses in the Valley and in northeast St. Albert. In addition to Planning Area 5 of the ASP, it is anticipated that growth in St. Albert will play a significant part in the role of this section of 127 Street and therefore, should be considered a key stakeholder in the planning and design process. Stage 4 of the 127 Street corridor upgrade is recommended as the AADT of the two-lane corridor reaches approximately 15,000 vpd or considered a Sturgeon County priority. Under the current assumptions, this is expected well beyond the 2053 horizon. Further refinement of Stage 4 should be completed as the Stage 2 improvements are designed.

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4.4. COST ESTIMATES & FUNDING STRATEGY Cost Estimates Class A cost estimates were developed for the corridor upgrades and are summarized in Table 10. Quantities were developed by simple linear and area-based measurement take-offs. The construction costs are estimated using 2023 dollars and unit rates and include lump sum estimates of third-party utility relocations and include a 25% contingency. Engineering costs are assumed to be 12% of the total construction cost (excluding ROW acquisition costs). The overall cost of the project is estimated to be $157.7M (2023 dollars). Table 10: Class A Cost Estimates (2023 Dollars)

Stage

Class A Cost Estimates (2023 Dollar)

Stage 1 Improvements • 2-lane semi-urban cross-section • Corriveau Ave to Sturgeon Rd

Stage 2 Improvements • 2-lane semi-urban cross-section • Sturgeon Rd to Highway 2

Stage 3 Improvements • 4-lane urban cross-section • Corriveau Ave to Sturgeon Rd

Transportation Infrastructure = $10.2M Stormwater Infrastructure = $0.6M Construction Contingency (25%) = $2.7M Engineering Cost (12%) = $1.6M Total Cost: $15.1M

Stage 4 Improvements • 4-lane urban cross-section • Sturgeon Rd to Highway 2

Transportation Infrastructure = $15.3M Stormwater Infrastructure = $0.7M Construction Contingency (25%) = $4.0M Engineering Cost (12%) = $2.4M Total Cost: $22.4M

TOTAL PROJECT COST

Total Overall Project Cost = $157.7M

Notes: 1 Transportation Infrastructure includes: Mobilization & Demobilization, Roadways & Excavation, Concrete Works, Structural Components, Traffic Signals, Landscaping Standards, Erosion Control 2 Stormwater Infrastructure includes: Manhole and Storm main installation, Catch basin and Catch basin lead installation and storm ponds. Stage 1 & 2 also includes a high-level cost estimate for an outlet structure to the Sturgeon River. It is noted that there are several environmental and other factors that may impact this cost. 3 ROW assumed to be $300,000 per hectare x 70ha. (~41.3ha for road, ~18.8ha for remnant parcels and ~9.91ha for storm ponds, it is noted that an additional ~3ha within the City of Edmonton is anticipated to be required to complete the 127 Street connection to Corriveau Avenue) 4 Additional Assumptions and a detailed cost estimate breakdown is provided within Appendix C. 127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

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Additional Cost Information To provide some additional cost information that may be useful for discerning cost sharing amongst affected stakeholders, a breakdown of per linear meter by cross-section is outlined below. It should be noted that additional costs were allocated to each stage of the recommended corridor to account for stage specific considerations such as stormwater management facilities, bridge/structural works, additional intersection works, utility constraints and relocations or additional earthworks requirements due to steep grades. New 2 – Lane Semi-Urban Cross-Section Generalized linear metre (lm) costs for the first 2-lane cross-section outlined within this functional planning study can be represented as follows: •

$4,000/lm – excludes specific intersection configurations and traffic signals, structural elements (rail crossing, sturgeon river bridge), stormwater infrastructure, utility relocations, ROW acquisition and engineering costs.

•

$7,500/lm – same assumptions as above except stormwater infrastructure included.

Twinning from 2-Lane Semi-Urban Cross-Section to 4-Lane Urban Cross-Section Generalized linear metre costs for twinning of the 2-lane cross-section to the 4-lane cross-section outlined within this functional planning study can be represented as follows: •

$3,750/lm – excludes specific intersection configurations and traffic signals, structural elements (rail crossing, sturgeon river bridge), stormwater infrastructure, utility relocations, ROW acquisition and engineering costs

•

$4,000/lm – same assumptions as above except stormwater infrastructure included.

Funding Strategy The 127 Street extension, depending on the implementation stage, will have varying travel benefits for local and regional traffic. Therefore, it is recommended that the County explore various funding and project coordination opportunities throughout each stage of project implementation. The level of contribution and partnership opportunities should be further explored and confirmed through the County’s Offsite Levy Assessment process.

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5. Conclusions and Next Steps Building off the recommended design completed within the 2012 FPS, this study update further refines the details of the 127 Street corridor design and recommended plan. This FPS confirms the recommended alignment within the previous study, provides an interim and ultimate cross-section for the staged implementation and provides the updated high-level construction and engineering cost estimates. The recommended design and implementation are as follows: •

127 Street corridor should be implemented in the following four stages: 1. Stage 1: 2-lane semi-urban cross-section from Corriveau Avenue to Sturgeon Road 2. Stage 2: 2-lane semi-urban cross-section from Sturgeon Road to Highway 2 3. Stage 3: 4-lane urban divided arterial from Corriveau Avenue to Sturgeon Road 4. Stage 4: 4-lane urban divided arterial from Sturgeon Road to Highway 2

•

Two major structural components including a CN rail grade-separate crossing (in Stage 1) as well as the Sturgeon River Crossing (in Stage 2).

•

A 3.0m shared use path is designed on the north/east side of the roadway as well as pedestrian crossings at all the cross-sections. ROW is protected for optional future active modes if required.

•

The introduction of an underground stormwater system to provide a future-ready urbanized environment.

The overall cost of the project is estimated to be $157.7M (2023 dollars), including construction, contingency, engineering costs and ROW acquisitions. The next steps towards project implementation include: •

Confirm development timelines.

•

Confirm and secure funding for the first stages of the project.

•

Complete the preliminary design of the Stage 1 improvements, including utility relocation or protection requirements, detailed environmental, geotechnical and historical resources assessment specific to the project limits within Stage 1.

•

Complete detailed design of the Stage 1 improvements with construction to start in 2024.

•

Regular updates to the long-term plan of the corridor and design criteria are also recommended, as industry standards evolve, and the needs of the community are further defined as development progresses in the Sturgeon Valley and surrounding region.

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APPENDIX A TRAFFIC DATA & ANALYSIS RESULTS

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Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (m) Grade (%) Storage Length (m) Storage Lanes Taper Length (m) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Growth Factor Heavy Vehicles (%) Bus Blockages (#/hr) Parking (#/hr) Mid-Block Traffic (%) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 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? Vehicle Extension (s) Minimum Gap (s) Time Before Reduce (s) Time To Reduce (s) Recall Mode Walk Time (s)

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

53 53 1900 3.7

19 19 1900 3.7 0%

90 90 1900 3.7

347 347 1900 3.7

18 18 1900 3.7 0%

11 11 1900 3.7

102 102 1900 3.7

479 479 1900 3.7 0%

525 525 1900 3.7

16 16 1900 3.7

89 89 1900 3.7 0%

58 58 1900 3.7

60.0 1

75.0 2 7.6 3471 0.419 1531

0.0 0

60.0 2 7.6 3471 0.950 3471

100.0 1

60.0 1 7.6 1789 0.459 864

60.0 1 7.6 1789 0.736 1386

1883

1601

1883

1601 Yes 176

0.92 100% 2% 0

0% 58 Perm

21 NA 4

1778

0 Yes

12 60 2332.9 140.0

60 2030.9 121.9 0.92 100% 2% 0

1778

0.92 100% 2% 0

4 4

5.0 22.5 22.5 34.6% 18.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

377 pm+pt 3 8 3

32 NA 8

5.0 9.5 9.6 14.8% 5.1 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

1601

3579

1601 Yes 571

0.92 100% 2% 0

1772

0 Yes

0.92 100% 2% 0

111 Prot 5

521 NA 2

2 2

5.0 22.5 32.1 49.4% 27.6 3.5 1.0 0.0 4.5

5.0 9.5 9.6 14.8% 5.1 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 23.4 36.0% 18.9 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

3.0 3.0 0.0 0.0 None 7.0

0.92 100% 2% 0

0% 0

1772

51 60 191.4 11.5

60 1595.2 95.7

0% 98 Perm

3579

100.0 0

571 Perm

17 pm+pt 1 6 1

160 NA 6

5.0 9.5 9.5 14.6% 5.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 23.3 35.8% 18.8 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

Synchro 11 Report Page 1

Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

Lane Group Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio

EBL 11.0 0 7.7 0.18 0.23 20.5 0.0 20.5 C

EBT 11.0 0 7.7 0.18 0.06 18.2 0.0 18.2 B 10.0 B 3.9 1.4 13.6 6.6 2006.9 60.0 631 858 0 0 0 0 0 0 0.09 0.02

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBR 11.0 0 7.7 0.18 0.23 2.1 0.0 2.1 A

WBL

0.0 2.5

9.4 23.1

60.0 826 0 0 0 0.12

75.0 786 0 0 0 0.48

Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 42.6 Natural Cycle: 65 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 10.3 Intersection Capacity Utilization 52.1% Analysis Period (min) 15 Splits and Phases:

14.7 0.35 0.48 13.1 0.0 13.1 B

WBT 11.0 0 14.7 0.35 0.05 8.6 0.0 8.6 A 12.7 B 0.9 5.8 2308.9

WBR

1208 0 0 0 0.03

NBL

5.5 0.13 0.25 22.3 0.0 22.3 C 4.0 12.0 60.0 448 0 0 0 0.25

NBT 11.0 0 16.7 0.39 0.37 11.5 0.0 11.5 B 9.1 A 13.4 33.7 1571.2 1715 0 0 0 0.30

NBR 11.0 0 16.7 0.39 0.59 4.4 0.0 4.4 A

SBL

14.8 0.35 0.04 8.2 0.0 8.2 A

0.0 17.9

0.7 3.3

100.0 1064 0 0 0 0.54

60.0 416 0 0 0 0.04

SBT 11.0 0 11.1 0.26 0.32 12.9 0.0 12.9 B 12.5 B 7.2 19.4 167.4

SBR

870 0 0 0 0.18

Intersection LOS: B ICU Level of Service A

12: 127 Street/127 St & Corriveau

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

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Lanes, Volumes, Timings 15: 127 St & Poundmaker

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBR

NBL

NBT

SBT

SBR

238 238 1900 3.7 0% 0.0 1 7.6 1789 0.950 1789

141 141 1900 3.7

37 37 1900 3.7

506 506 1900 3.7 0%

21 21 1900 3.7 0%

25 25 1900 3.7

0.0 1

60.0 1 7.6 1789 0.742 1398

1601 1601 Yes 153

48 203.0 15.2 0.92 100% 2% 0

0.92 100% 2% 0

60.0 1 1883

1883

1601

1883

1601 Yes 27

48 191.4 14.4

48 210.7 15.8

0.92 100% 2% 0

550 NA 2

23 NA 6

0.92 100% 2% 0

259 Perm

153 Perm

40 Perm

27 Perm

4 4

2 2

6 6

5.0 22.5 22.5 50.0% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 Min 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

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Lanes, Volumes, Timings 15: 127 St & Poundmaker

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL 11.0 0 10.6 0.30 0.48 13.6 0.0 13.6 B 9.9 A 12.2 26.8 179.0

EBR 11.0 0 10.6 0.30 0.26 3.6 0.0 3.6 A

NBL 11.0 0 19.1 0.55 0.05 7.0 0.0 7.0 A

0.0 7.5

1.2 5.4

952 0 0 0 0.27

923 0 0 0 0.17

60.0 836 0 0 0 0.05

NBT 11.0 0 19.1 0.55 0.53 11.2 0.0 11.2 B 10.9 B 22.1 #61.6 167.4

SBT 11.0 0 19.1 0.55 0.02 6.8 0.0 6.8 A 5.1 A 0.7 3.7 186.7

1126 0 0 0 0.49

1126 0 0 0 0.02

SBR 11.0 0 19.1 0.55 0.03 3.7 0.0 3.7 A 0.0 2.9 60.0 968 0 0 0 0.03

Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 34.9 Natural Cycle: 50 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 10.2 Intersection LOS: B Intersection Capacity Utilization 47.3% ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

15: 127 St & Poundmaker

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

Synchro 11 Report Page 4

Lanes, Volumes, Timings 17: 127 St & Valour

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

14 14 1900 3.7 0% 0.0 1 2.5 1641 0.996 1641

173 173 1900 3.7

674 674 1900 3.7 0%

70 70 1900 3.7

158 158 1900 3.7

33 33 1900 3.7 0%

60.0 1

60.0 1 2.5 1789 0.163 307

0.0 0 0

1883

1601

0 Yes

1883

1601 Yes 76

188 50 107.9 7.8 0.92 100% 2% 0

60 210.7 12.6 0.92 100% 2% 0

0% 203 Perm 8 8 5.0 22.5 22.5 32.1% 18.0 3.5 1.0 0.0 4.5 3.0 3.0 0.0 0.0 None 7.0

0.92 100% 2% 0

733 NA 2

1883 60 158.5 9.5

0.92 100% 2% 0

0% 0

1883

0.92 100% 2% 0 0%

76 Perm

2 2

5.0 22.5 37.5 53.6% 33.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

172 pm+pt 1 6 1

36 NA 6

5.0 9.5 10.0 14.3% 5.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 47.5 67.9% 43.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 Min 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

Synchro 11 Report Page 5

Lanes, Volumes, Timings 17: 127 St & Valour

WBL 11.0 0 7.2 0.14 0.53 10.9 0.0 10.9 B 10.9 B 1.3 16.4 83.9

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBR

689 0 0 0 0.29

Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 53.2 Natural Cycle: 70 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 13.9 Intersection Capacity Utilization 66.9% Analysis Period (min) 15 Splits and Phases:

NBT 11.0 0 26.6 0.50 0.78 18.0 0.0 18.0 B 16.5 B 48.2 101.6 186.7 1191 0 0 0 0.62

NBR 11.0 0 26.6 0.50 0.09 2.5 0.0 2.5 A

SBL

36.8 0.69 0.47 7.3 0.0 7.3 A

0.0 5.0

3.6 11.1

60.0 1040 0 0 0 0.07

60.0 368 0 0 0 0.47

SBT 11.0 0 36.8 0.69 0.03 2.9 0.0 2.9 A 6.5 A 0.7 3.2 134.5 1552 0 0 0 0.02

Intersection LOS: B ICU Level of Service C

17: 127 St & Valour

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

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Lanes, Volumes, Timings 18: New East-West Arterial

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

22 22 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789

30 30 1900 3.7

781 781 1900 3.7 0%

60 60 1900 3.7

81 81 1900 3.7

150 150 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.293 552

0.0 1 1601

1883

1601

1601 Yes 33

1883

1601 Yes 65

50 68.5 4.9 0.92 100% 2% 0

60 158.5 9.5 0.92 100% 2% 0

0.92 100% 2% 0

33 Perm

8 8

5.0 22.5 22.5 37.5% 18.0 3.5 1.0 0.0 4.5 3.0 3.0 0.0 0.0 None 7.0

849 NA 2

1883 60 557.6 33.5

0.92 100% 2% 0

24 Perm

1883

0.92 100% 2% 0 0%

65 Perm

88 Perm

163 NA 6

2 2

6 6

5.0 22.5 22.5 37.5% 18.0 3.5 1.0 0.0 4.5

5.0 22.5 37.5 62.5% 33.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 Max 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

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Lanes, Volumes, Timings 18: New East-West Arterial

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL 11.0 0 6.3 0.11 0.12 23.9 0.0 23.9 C 16.4 B 2.6 7.1 44.5

WBR 11.0 0 6.3 0.11 0.16 11.0 0.0 11.0 B

573 0 0 0 0.04

535 0 0 0 0.06

0.0 5.8

Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 56.5 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.54 Intersection Signal Delay: 4.8 Intersection Capacity Utilization 61.0% Analysis Period (min) 15 Splits and Phases:

NBT 11.0 0 47.4 0.84 0.54 4.8 0.2 5.0 A 4.7 A 29.7 61.7 134.5 1578 186 0 0 0.61

NBR 11.0 0 47.4 0.84 0.05 0.9 0.0 0.9 A

SBL 11.0 0 47.4 0.84 0.19 3.7 0.0 3.7 A

0.0 2.2

2.0 6.7

100.0 1352 0 0 0 0.05

60.0 462 0 0 0 0.19

SBT 11.0 0 47.4 0.84 0.10 2.3 0.0 2.3 A 2.8 A 3.4 8.0 533.6 1578 0 0 0 0.10

Intersection LOS: A ICU Level of Service B

18: New East-West Arterial

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 3:03 pm 12/05/2022 2030 Ultimate

Synchro 11 Report Page 8

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL

WBR

NET

NER

SWL

SWT

629 629 1900 3.7 0% 60.0 2 2.5 3471 0.955 3489

202 202 1900 3.7

403 403 1900 3.7 0%

152 152 1900 3.7

66 66 1900 3.7

276 276 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.000 0

100.0 0 1601

1883

1601

1601 Yes 220

1883

1601 Yes 165

60 164.5 9.9 0.92 100% 2% 0

60 91.6 5.5 0.92 100% 2% 0

0.92 100% 2% 0

220 Perm

438 NA 4

8 8

5.0 22.5 23.0 32.9% 18.5 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

1883 60 523.4 31.4

0.92 100% 2% 0

684 Perm

1883

0.92 100% 2% 0 0%

165 Perm

300 NA 6

4 4

72 pm+pt 1 6 1

5.0 22.5 23.0 32.9% 18.5 3.5 1.0 0.0 4.5

5.0 9.5 24.0 34.3% 19.5 3.5 1.0 0.0 4.5

5.0 22.5 24.0 34.3% 19.5 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 None

3.0 3.0 0.0 0.0 Min 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 1

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

WBL 11.0 0 16.3 0.26 0.75 27.8 0.0 27.8 C 22.4 C 38.4 59.5 140.5 60.0 1055 0 0 0 0.65

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBR 11.0 0 16.3 0.26 0.38 5.6 0.0 5.6 A

NET 11.0 0 17.6 0.28 0.83 38.5 0.0 38.5 D 29.5 C 0.0 50.0 14.3 #102.7 67.6 100.0 637 569 0 0 0 0 0 0 0.35 0.77

NER 11.0 0 17.6 0.28 0.29 5.5 0.0 5.5 A

SWL

0.0 12.5

7.1 16.0

100.0 599 0 0 0 0.28

60.0 570 0 0 0 0.13

12.6 0.20 0.20 21.5 0.0 21.5 C

SWT 11.0 0 14.7 0.24 0.68 30.5 0.0 30.5 C 28.8 C 33.5 56.2 499.4 600 0 0 0 0.50

Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 62.4 Natural Cycle: 70 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 25.9 Intersection LOS: C Intersection Capacity Utilization 54.6% ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

44: Sturgeon Rd & 127 St

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 2

Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

20 20 1900 3.7

438 438 1900 3.7 0%

245 245 1900 3.7

510 510 1900 3.7

98 98 1900 3.7 0%

5 5 1900 3.7

247 247 1900 3.7

847 847 1900 3.7 0%

404 404 1900 3.7

3 3 1900 3.7

91 91 1900 3.7 0%

4 4 1900 3.7

60.0 1

75.0 2 7.6 3471 0.120 438

0.0 0

60.0 1 7.6 1789 0.592 1115

100.0 0

60.0 1 7.6 1789 0.142 267

60.0 1 7.6 1789 0.685 1290

1883

1601

1883

1601 Yes 241

0.92 100% 2% 0

1870

0 Yes

3 60 2332.9 140.0

60 2030.9 121.9 0.92 100% 2% 0

1870

0.92 100% 2% 0

476 NA 4

266 Perm

4 4

5.0 9.5 9.5 9.5% 5.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 30.4 30.4% 25.9 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

554 pm+pt 3 8 3

112 NA 8

5.0 9.5 16.5 16.5% 12.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 37.4 37.4% 32.9 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

3407

0 Yes

94 70 10542.1 542.2 0.92 100% 2% 0

0.92 100% 2% 0

22 pm+pt 7 4 7

3407

0.92 100% 2% 0

268 pm+pt 5 2 5

1360 NA 2

5.0 9.5 17.0 17.0% 12.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 43.6 43.6% 39.1 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

3557

0 Yes

4 70 191.4 9.8 0.92 100% 2% 0

0.92 100% 2% 0

0% 0

100.0 0

0.92 100% 2% 0

0% 0

3 pm+pt 1 6 1

103 NA 6

5.0 9.5 9.5 9.5% 5.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 36.1 36.1% 31.6 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

Synchro 11 Report Page 1

Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

EBL

30.9 0.33 0.05 15.8 0.0 15.8 B 2.0 6.9 60.0 459 0 0 0 0.05

EBT 11.0 0 25.9 0.28 0.90 55.0 0.0 55.0 D 37.3 D 78.8 #153.4 2006.9 528 0 0 0 0.90

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

EBR 11.0 0 25.9 0.28 0.43 7.5 0.0 7.5 A

WBL

3.2 23.1

34.7 #76.5

60.0 623 0 0 0 0.43

75.0 595 0 0 0 0.93

42.5 0.46 0.93 46.5 0.0 46.5 D

WBT 11.0 0 38.8 0.42 0.14 19.1 0.0 19.1 B 41.9 D 10.3 27.5 2308.9

WBR

786 0 0 0 0.14

NBL

NBT 11.0 0 40.9 39.2 0.44 0.42 0.46 0.91 19.7 33.9 0.0 0.0 19.7 33.9 B C 31.6 C 30.2 105.3 47.3 #177.3 10518.1 60.0 584 1498 0 0 0 0 0 0 0.46 0.91

NBR

SBL

29.4 0.32 0.02 15.0 0.0 15.0 B 0.3 1.8 60.0 167 0 0 0 0.02

SBT 11.0 0 24.4 0.26 0.11 25.0 0.0 25.0 C 24.7 C 7.0 13.0 167.4

SBR

1220 0 0 0 0.08

Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 92.4 Natural Cycle: 100 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 34.9 Intersection LOS: C Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

12: 127 Street/127 St & Corriveau

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 2

Lanes, Volumes, Timings 15: 127 St & Poundmaker

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

EBL

EBR

NBL

NBT

SBT

SBR

403 403 1900 3.7 0% 0.0 1 7.6 1789 0.950 1789

32 32 1900 3.7

51 51 1900 3.7

821 821 1900 3.7 0%

66 66 1900 3.7 0%

149 149 1900 3.7

0.0 1

60.0 1 7.6 1789 0.708 1333

1601 1601 Yes 35

50 203.0 14.6 0.92 100% 2% 0

0.92 100% 2% 0

60.0 1 3579

3579

1601

3579

1601 Yes 162

70 191.4 9.8

70 210.7 10.8

0.92 100% 2% 0

892 NA 2

72 NA 6

0.92 100% 2% 0

438 Perm

35 Perm

55 Perm

162 Perm

4 4

2 2

6 6

5.0 22.5 24.0 36.9% 19.5 3.5 1.0 0.0 4.5

5.0 22.5 41.0 63.1% 36.5 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 3

Lanes, Volumes, Timings 15: 127 St & Poundmaker

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

EBL 11.0 0 15.8 0.36 0.68 19.4 0.0 19.4 B 18.3 B 26.6 #64.6 179.0

EBR 11.0 0 15.8 0.36 0.06 5.1 0.0 5.1 A

NBL 11.0 0 18.7 0.43 0.10 8.5 0.0 8.5 A

0.0 4.4

2.4 7.4

825 0 0 0 0.53

757 0 0 0 0.05

60.0 1110 0 0 0 0.05

NBT 11.0 0 18.7 0.43 0.58 11.6 0.0 11.6 B 11.4 B 25.8 43.0 167.4

SBT 11.0 0 18.7 0.43 0.05 7.8 0.0 7.8 A 4.2 A 1.6 4.3 186.7

2981 0 0 0 0.30

2981 0 0 0 0.02

SBR 11.0 0 18.7 0.43 0.21 2.6 0.0 2.6 A 0.0 7.1 60.0 1360 0 0 0 0.12

Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 43.9 Natural Cycle: 45 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 12.4 Intersection LOS: B Intersection Capacity Utilization 52.5% ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

15: 127 St & Poundmaker

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 4

Lanes, Volumes, Timings 17: 127 St & Valour

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

108 108 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789

210 210 1900 3.7

916 916 1900 3.7 0%

308 308 1900 3.7

150 150 1900 3.7

107 107 1900 3.7 0%

60.0 1

60.0 1 2.5 1789 0.164 309

0.0 1 1601

3579

1601

1601 Yes 228

3579

1601 Yes 335

50 107.9 7.8 0.92 100% 2% 0

70 210.7 10.8 0.92 100% 2% 0

0.92 100% 2% 0

228 Perm

8 8

5.0 22.5 22.5 34.6% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

996 NA 2

3579 70 158.5 8.2

0.92 100% 2% 0

117 Perm

3579

0.92 100% 2% 0 0%

335 Perm

2 2

5.0 22.5 27.5 42.3% 23.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

163 pm+pt 1 6 1

116 NA 6

5.0 9.5 15.0 23.1% 10.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 42.5 65.4% 38.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 5

Lanes, Volumes, Timings 17: 127 St & Valour

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBL 11.0 0 8.8 0.18 0.37 23.2 0.0 23.2 C 12.8 B 10.0 22.4 83.9

WBR 11.0 0 8.8 0.18 0.49 7.5 0.0 7.5 A

666 0 0 0 0.18

739 0 0 0 0.31

Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 49.8 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.62 Intersection Signal Delay: 10.7 Intersection Capacity Utilization 50.9% Analysis Period (min) 15 Splits and Phases:

0.0 14.4

NBT 11.0 0 22.5 0.45 0.62 14.1 0.0 14.1 B 11.3 B 36.0 64.3 186.7 1702 0 0 0 0.59

NBR 11.0 0 22.5 0.45 0.37 3.1 0.0 3.1 A

SBL

31.7 0.64 0.39 6.6 0.0 6.6 A

0.0 12.6

4.5 11.5

60.0 937 0 0 0 0.36

60.0 518 0 0 0 0.31

SBT 11.0 0 31.7 0.64 0.05 3.7 0.0 3.7 A 5.4 A 1.5 4.2 134.5 2771 0 0 0 0.04

Intersection LOS: B ICU Level of Service A

17: 127 St & Valour

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 6

Lanes, Volumes, Timings 18: New East West Arterial

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

157 157 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789

157 157 1900 3.7

869 869 1900 3.7 0%

257 257 1900 3.7

100 100 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.161 303

0.0 1 1601

3579

1601

1601 Yes 171

3579

1601 Yes 279

50 68.5 4.9 0.92 100% 2% 0

70 158.5 8.2 0.92 100% 2% 0

0.92 100% 2% 0

171 Perm

8 8

5.0 22.5 22.5 37.5% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

945 NA 2

3579 70 574.6 29.6

0.92 100% 2% 0

171 Perm

3579

0.92 100% 2% 0 0%

279 Perm

2 2

5.0 22.5 24.5 40.8% 20.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Max 7.0

279 pm+pt 1 6 1

109 NA 6

5.0 9.5 13.0 21.7% 8.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 37.5 62.5% 33.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 Max 7.0

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 7

Lanes, Volumes, Timings 18: New East West Arterial

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBL 11.0 0 10.2 0.20 0.49 23.6 0.0 23.6 C 15.0 B 14.4 28.4 44.5

WBR 11.0 0 10.2 0.20 0.38 6.3 0.0 6.3 A

616 0 0 0 0.28

664 0 0 0 0.26

0.0 11.5

NBT 11.0 0 20.4 0.39 0.68 17.0 0.0 17.0 B 13.9 B 37.4 62.3 134.5 1393 0 0 0 0.68

NBR 11.0 0 20.4 0.39 0.35 3.5 0.0 3.5 A

SBL

33.1 0.63 0.66 16.5 0.0 16.5 B

0.0 12.2

9.2 #39.7

100.0 793 0 0 0 0.35

60.0 433 0 0 0 0.64

SBT 11.0 0 33.1 0.63 0.05 4.4 0.0 4.4 A 13.1 B 1.6 4.5 550.6 2263 0 0 0 0.05

Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 52.3 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 13.9 Intersection LOS: B Intersection Capacity Utilization 58.2% ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

18: New East West Arterial

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 4:12 pm 12/05/2022 2045 Base

Synchro 11 Report Page 8

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBL

WBR

NET

NER

SWL

SWT

787 787 1900 3.7 0% 60.0 1 2.5 3471 0.955 3489

233 233 1900 3.7

799 799 1900 3.7 0%

302 302 1900 3.7

48 48 1900 3.7

370 370 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.000 0

100.0 0 1601

1883

1601

1601 Yes 230

1883

1601 Yes 265

70 164.5 8.5 0.92 100% 2% 0

60 91.6 5.5 0.92 100% 2% 0

0.92 100% 2% 0

253 Perm

868 NA 4

8 8

5.0 22.5 35.9 27.6% 31.4 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

1883 60 523.4 31.4

0.92 100% 2% 0

855 Perm

1883

0.92 100% 2% 0 0%

328 Perm

402 NA 6

4 4

52 pm+pt 1 6 1

5.0 22.5 61.7 47.5% 57.2 3.5 1.0 0.0 4.5

5.0 9.5 32.4 24.9% 27.9 3.5 1.0 0.0 4.5

5.0 22.5 32.4 24.9% 27.9 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 None

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 9:07 pm 09/22/2022 2045 Base

Synchro 11 Report Page 1

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

WBL 11.0 0 31.4 0.24 1.02 83.5 0.0 83.5 F 66.6 E ~116.4 #157.9 140.5 60.0 842 0 0 0 1.02

26,000 Population_PM Pk_127 St 4 Lanes 07/26/2023

WBR 11.0 0 31.4 0.24 0.45 9.6 0.0 9.6 A

NET 11.0 0 57.2 0.44 1.05 80.5 0.0 80.5 F 60.2 E 4.6 ~241.5 26.8 #317.6 67.6 100.0 561 828 0 0 0 0 0 0 0.45 1.05

NER 11.0 0 57.2 0.44 0.38 6.5 0.0 6.5 A

SWL

9.3 28.8

10.9 22.2

100.0 852 0 0 0 0.38

60.0 383 0 0 0 0.14

23.5 0.18 0.16 43.1 0.0 43.1 D

SWT 11.0 0 27.9 0.21 1.00 94.5 0.0 94.5 F 88.6 F 103.8 #168.2 499.4 404 0 0 0 1.00

Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 130 Natural Cycle: 130 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 67.5 Intersection LOS: E Intersection Capacity Utilization 72.0% ICU Level of Service C Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

44: Sturgeon Rd & 127 St

26,000 Population_PM Pk 127 St to Sturgeon Rd, 4 Lanes 9:07 pm 09/22/2022 2045 Base

Synchro 11 Report Page 2

Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

90 90 1900 3.7

428 428 1900 3.7 0%

219 219 1900 3.7

444 444 1900 3.7

88 88 1900 3.7 0%

20 20 1900 3.7

250 250 1900 3.7

975 975 1900 3.7 0%

444 444 1900 3.7

3 3 1900 3.7

432 432 1900 3.7 0%

31 31 1900 3.7

60.0 1

75.0 2 7.6 3471 0.129 471

0.0 0

60.0 1 7.6 1789 0.294 554

100.0 0

60.0 1 7.6 1789 0.144 271

60.0 1 7.6 1789 0.681 1283

1883

1601

1883

1601 Yes 221

0.92 100% 2% 0

1831

0 Yes

12 48 2332.9 175.0

48 2030.9 152.3 0.92 100% 2% 0

1831

0.92 100% 2% 0

465 NA 4

238 Perm

4 4

5.0 9.5 9.6 9.6% 5.1 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 30.2 30.2% 25.7 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

483 pm+pt 3 8 3

118 NA 8

5.0 9.5 15.0 15.0% 10.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 35.6 35.6% 31.1 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

3410

0 Yes

89 48 10542.1 790.7 0.92 100% 2% 0

0.92 100% 2% 0

98 pm+pt 7 4 7

3410

0.92 100% 2% 0

272 pm+pt 5 2 5

1543 NA 2

5.0 9.5 22.8 22.8% 18.3 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 45.3 45.3% 40.8 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

3543

0 Yes

7 48 191.4 14.4 0.92 100% 2% 0

0.92 100% 2% 0

0% 0

100.0 0

0.92 100% 2% 0

0% 0

3 pm+pt 1 6 1

504 NA 6

5.0 9.5 9.5 9.5% 5.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 32.0 32.0% 27.5 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

Synchro 11 Report Page 1

Lanes, Volumes, Timings 12: 127 Street/127 St & Corriveau

EBL

30.5 0.33 0.22 18.6 0.0 18.6 B 9.6 22.0 60.0 452 0 0 0 0.22

EBT 11.0 0 25.4 0.28 0.90 54.8 0.0 54.8 D 36.2 D 76.7 #149.3 2006.9 525 0 0 0 0.89

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBR 11.0 0 25.4 0.28 0.40 7.2 0.0 7.2 A

WBL

2.1 20.4

27.1 #63.8

60.0 605 0 0 0 0.39

75.0 548 0 0 0 0.88

40.4 0.44 0.88 39.1 0.0 39.1 D

WBT 11.0 0 32.8 0.36 0.18 21.0 0.0 21.0 C 35.6 D 12.7 28.4 2308.9

WBR

659 0 0 0 0.18

NBL

NBT 11.0 0 42.8 41.0 0.46 0.44 0.61 0.99 21.9 44.7 0.0 0.0 21.9 44.7 C D 41.3 D 29.6 128.0 46.3 #212.3 10518.1 60.0 502 1566 0 0 0 0 0 0 0.54 0.99

NBR

SBL

29.0 0.31 0.02 14.7 0.0 14.7 B 0.3 1.7 60.0 167 0 0 0 0.02

SBT 11.0 0 24.0 0.26 0.54 32.1 0.0 32.1 C 32.0 C 40.2 58.5 167.4

SBR

1063 0 0 0 0.47

Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 92.2 Natural Cycle: 120 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 38.0 Intersection LOS: D Intersection Capacity Utilization 95.5% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

12: 127 Street/127 St & Corriveau

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 2

Lanes, Volumes, Timings 15: 127 St & Poundmaker

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBL

EBR

NBL

NBT

SBT

SBR

413 413 1900 3.7 0% 0.0 1 7.6 1789 0.950 1789

43 43 1900 3.7

72 72 1900 3.7

1013 1013 1900 3.7 0%

423 423 1900 3.7 0%

147 147 1900 3.7

0.0 1

60.0 1 7.6 1789 0.487 917

1601 1601 Yes 47

48 203.0 15.2 0.92 100% 2% 0

0.92 100% 2% 0

60.0 1 3579

3579

1601

3579

1601 Yes 160

48 191.4 14.4

48 210.7 15.8

0.92 100% 2% 0

1101 NA 2

460 NA 6

0.92 100% 2% 0

449 Perm

47 Perm

78 Perm

160 Perm

4 4

2 2

6 6

5.0 22.5 22.5 50.0% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 3

Lanes, Volumes, Timings 15: 127 St & Poundmaker

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBL 11.0 0 14.4 0.35 0.71 18.7 0.0 18.7 B 17.3 B 26.6 49.2 179.0

EBR 11.0 0 14.4 0.35 0.08 3.8 0.0 3.8 A

NBL 11.0 0 17.5 0.43 0.20 10.2 0.0 10.2 B

0.0 4.0

3.3 10.4

795 0 0 0 0.56

738 0 0 0 0.06

60.0 407 0 0 0 0.19

Intersection Summary Area Type: Other Cycle Length: 45 Actuated Cycle Length: 41 Natural Cycle: 50 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 12.9 Intersection Capacity Utilization 58.4% Analysis Period (min) 15 Splits and Phases:

NBT 11.0 0 17.5 0.43 0.72 14.1 0.0 14.1 B 13.9 B 32.3 55.5 167.4

SBT 11.0 0 17.5 0.43 0.30 9.1 0.0 9.1 A 7.5 A 10.6 20.2 186.7

1591 0 0 0 0.69

1591 0 0 0 0.29

SBR 11.0 0 17.5 0.43 0.21 2.9 0.0 2.9 A 0.0 7.4 60.0 801 0 0 0 0.20

Intersection LOS: B ICU Level of Service B

15: 127 St & Poundmaker

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 4

Lanes, Volumes, Timings 17: 127 St & Valour

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

113 113 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789

342 342 1900 3.7

1192 1192 1900 3.7 0%

234 234 1900 3.7

308 308 1900 3.7

457 457 1900 3.7 0%

60.0 1

60.0 1 2.5 1789 0.109 205

0.0 1 1601

3579

1601

1601 Yes 338

3579

1601 Yes 254

48 107.9 8.1 0.92 100% 2% 0

48 210.7 15.8 0.92 100% 2% 0

0.92 100% 2% 0

372 Perm

8 8

5.0 22.5 22.5 28.1% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

1296 NA 2

3579 48 158.5 11.9

0.92 100% 2% 0

123 Perm

3579

0.92 100% 2% 0 0%

254 Perm

2 2

5.0 22.5 38.5 48.1% 34.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

335 pm+pt 1 6 1

497 NA 6

5.0 9.5 19.0 23.8% 14.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 57.5 71.9% 53.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 5

Lanes, Volumes, Timings 17: 127 St & Valour

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

WBL 11.0 0 10.7 0.15 0.44 32.9 0.0 32.9 C 17.7 B 15.6 29.8 83.9

WBR 11.0 0 10.7 0.15 0.70 12.7 0.0 12.7 B

NBT 11.0 0 32.0 0.46 0.78 20.9 0.0 20.9 C 17.9 B 4.1 72.7 27.0 #118.5 186.7

476 0 0 0 0.26

674 0 0 0 0.55

1799 0 0 0 0.72

NBR 11.0 0 32.0 0.46 0.29 3.0 0.0 3.0 A

SBL

49.2 0.71 0.78 28.5 0.0 28.5 C

0.0 12.3

24.5 #71.0

60.0 931 0 0 0 0.27

60.0 485 0 0 0 0.69

SBT 11.0 0 49.2 0.71 0.20 3.9 0.0 3.9 A 13.8 B 8.4 19.2 134.5 2793 0 0 0 0.18

Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 69.1 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 16.7 Intersection LOS: B Intersection Capacity Utilization 67.5% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

17: 127 St & Valour

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 6

Lanes, Volumes, Timings 18: New East West Arterial

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

WBL

WBR

NBT

NBR

SBL

SBT

157 157 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789

157 157 1900 3.7

1293 1293 1900 3.7 0%

257 257 1900 3.7

608 608 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.094 177

0.0 1 1601

3579

1601

1601 Yes 171

3579

1601 Yes 279

48 68.5 5.1 0.92 100% 2% 0

48 158.5 11.9 0.92 100% 2% 0

0.92 100% 2% 0

171 Perm

8 8

5.0 22.5 22.5 28.1% 18.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

1405 NA 2

3579 48 574.6 43.1

0.92 100% 2% 0

171 Perm

3579

0.92 100% 2% 0 0%

279 Perm

2 2

5.0 22.5 41.5 51.9% 37.0 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Max 7.0

279 pm+pt 1 6 1

661 NA 6

5.0 9.5 16.0 20.0% 11.5 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 57.5 71.9% 53.0 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 Max 7.0

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 7

Lanes, Volumes, Timings 18: New East West Arterial

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

WBL 11.0 0 12.3 0.17 0.58 36.6 0.0 36.6 D 22.4 C 22.4 39.9 44.5

WBR 11.0 0 12.3 0.17 0.42 8.1 0.0 8.1 A

433 0 0 0 0.39

517 0 0 0 0.33

0.0 14.4

NBT 11.0 0 38.1 0.51 0.77 19.3 0.3 19.6 B 16.7 B 80.4 122.9 134.5 1832 76 0 0 0.80

NBR 11.0 0 38.1 0.51 0.29 2.6 0.0 2.6 A

SBL

53.1 0.71 0.79 33.1 0.0 33.1 C

0.0 11.8

21.3 #62.6

100.0 956 0 0 0 0.29

60.0 375 0 0 0 0.74

SBT 11.0 0 53.1 0.71 0.26 4.4 0.0 4.4 A 13.0 B 13.8 25.5 550.6 2553 0 0 0 0.26

Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 74.4 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 16.2 Intersection LOS: B Intersection Capacity Utilization 69.9% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

18: New East West Arterial

26,000 Population_PM Pk_127 St Ultimate 127 St to Hwy 2, 4 Lanes 4:24 pm 12/05/2022 2045 Ultimate

Synchro 11 Report Page 8

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

145 145 1900 3.7

736 736 1900 3.7 0%

318 318 1900 3.7

242 242 1900 3.7

952 952 1900 3.7 0%

233 233 1900 3.7

767 767 1900 3.7

299 299 1900 3.7 0%

111 111 1900 3.7

18 18 1900 3.7

314 314 1900 3.7 0%

93 93 1900 3.7

100.0 1

60.0 2 2.5 3471 0.950 3471

100.0 1

60.0 1 2.5 1789 0.476 897

100.0 1

60.0 1 2.5 1789 0.491 925

60.0 2 2.5 3471 0.950 3471

3579

1601

3579

1601 Yes 346

70 82.9 4.3 0.92 100% 2% 0

0.92 100% 2% 0

3579

1601

3579

1601 Yes 253

70 164.5 8.5 0.92 100% 2% 0

0.92 100% 2% 0

800 NA 2

346 Perm

2 2

5.0 9.5 9.6 10.7% 5.1 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

5.0 22.5 29.2 32.4% 24.7 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 None 7.0

263 Prot 1

1035 NA 6

1 5.0 9.5 12.4 13.8% 7.9 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

1601

1883

1601 Yes 121

60 91.6 5.5 0.92 100% 2% 0

0.92 100% 2% 0

158 Prot 5

1883

0.92 100% 2% 0

834 Perm

6 6

4 4

5.0 22.5 32.0 35.6% 27.5 3.5 1.0 0.0 4.5 Lag Yes 3.0 3.0 0.0 0.0 Min 7.0

325 NA 4

1883

1601

1883

1601 Yes 101

60 523.4 31.4 0.92 100% 2% 0

0.92 100% 2% 0

0% 253 Perm

100.0 1

0.92 100% 2% 0

0% 121 Perm

20 Perm

4 4

8 8

5.0 22.5 48.4 53.8% 43.9 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 Min 7.0

26,000 Population_PM Pk_127 St Ultimate 127 St Connection to Hwy 2 9:24 pm 09/22/2022 2045 Ultimate

341 NA 8

101 Perm

Synchro 11 Report Page 1

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

EBL

5.1 0.06 0.81 72.3 0.0 72.3 E 14.2 #30.2 60.0 196 0 0 0 0.81

26,000 Population_PM Pk_127 St 4 Lanes Ultimate 07/26/2023

EBT 11.0 0 24.7 0.27 0.81 38.5 0.0 38.5 D 33.9 C 67.8 #89.9 58.9 982 0 0 0 0.81

EBR 11.0 0 24.7 0.27 0.50 5.8 0.0 5.8 A

WBL

0.0 19.2

23.5 #44.3

100.0 690 0 0 0 0.50

60.0 304 0 0 0 0.87

7.9 0.09 0.87 68.4 0.0 68.4 E

WBT 11.0 0 27.5 0.31 0.95 48.7 0.0 48.7 D 44.9 D 91.4 #131.2 140.5 1093 0 0 0 0.95

WBR 11.0 0 27.5 0.31 0.38 5.1 0.0 5.1 A

NEL 11.0 0 43.9 0.49 1.91 438.6 0.0 438.6 F

0.0 ~223.5 15.9 #220.7 100.0 664 0 0 0 0.38

60.0 437 0 0 0 1.91

NET 11.0 0 43.9 0.49 0.35 15.7 0.0 15.7 B 290.0 F 33.3 51.9 67.6 918 0 0 0 0.35

NER 11.0 0 43.9 0.49 0.14 2.9 0.0 2.9 A

SWL 11.0 0 43.9 0.49 0.04 12.6 0.0 12.6 B

0.0 8.2

1.7 5.4

100.0 842 0 0 0 0.14

60.0 451 0 0 0 0.04

SWT 11.0 0 43.9 0.49 0.37 15.9 0.0 15.9 B 13.0 B 35.2 54.6 499.4 918 0 0 0 0.37

SWR 11.0 0 43.9 0.49 0.12 3.1 0.0 3.1 A 0.0 7.5 100.0 832 0 0 0 0.12

Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Natural Cycle: 100 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.91 Intersection Signal Delay: 106.8 Intersection LOS: F Intersection Capacity Utilization 104.5% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

44: Sturgeon Rd & 127 St

26,000 Population_PM Pk_127 St Ultimate 127 St Connection to Hwy 2 9:24 pm 09/22/2022 2045 Ultimate

Synchro 11 Report Page 2

APPENDIX B CONCEPTUAL DESIGN DRAWINGS

127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

Page 39

McElhanney ANSI D - 2021-12-08

C107 107+00

TOWNSHIP ROAD 544 6+

MI NE

107+500

TOWNSHIP ROAD 544

ROA D

CO AL

108+000 108+192.02

RIV OS

ED ER LL

NTY

STORM WATER MANAGEMENT FACILITY

$PENTBLS$

PROPOSED BRIDGE (CN RAIL)

127 ST 03+000 REET ( FUTUR

NEW EAST WEST ARTERIAL

C104

102+

500

EO RG

C114

STU

R TU

10 3+

RIVER LOT 56 NATURAL AREA

C113

RR OA

C111

$TIME$

00 1+

VALOUR AVENUE

IL RA

UN DM A

C112

344.07

EDGE OF DRIVING SURFACE

10.06

6.10

30.18 6.10

20.12

0+ 0

C110

)

Y ON H T AN

0 0+

VE A AU E V RI OR

FU T(

RCMP

C THIS DRAWING AND DESIGN IS THE PROPERTY OF McELHANNEY AND SHALL NOT BE USED, REUSED OR REPRODUCED WITHOUT THE CONSENT OF McELHANNEY. McELHANNEY WILL NOT BE HELD RESPONSIBLE FOR THE IMPROPER OR UNAUTHORIZED USE OF THIS DRAWING AND DESIGN.

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

THIS DRAWING AND DESIGN HAS BEEN PREPARED FOR THE CLIENT IDENTIFIED, TO MEET THE STANDARDS AND REQUIREMENTS OF THE APPLICABLE PUBLIC AGENCIES AT THE TIME OF PREPARATION. McELHANNEY, ITS EMPLOYEES, SUBCONSULTANTS AND AGENTS WILL NOT BE LIABLE FOR ANY LOSSES OR OTHER CONSEQUENCES RESULTING FROM THE USE OR RELIANCE UPON, OR ANY CHANGES MADE TO, THIS DRAWING, BY ANY THIRD PARTY, INCLUDING CONTRACTORS, SUPPLIERS, CONSULTANTS AND STAKEHOLDERS, OR THEIR EMPLOYEES OR AGENTS, WITHOUT McELHANNEY'S PRIOR WRITTEN CONSENT. INFORMATION ON EXISTING UNDERGROUND FACILITIES MAY NOT BE COMPLETE OR ACCURATE. McELHANNEY, ITS EMPLOYEES AND DIRECTORS ARE NOT RESPONSIBLE NOR LIABLE FOR THE LOCATION OF ANY UNDERGROUND CONDUITS, PIPES, CABLES OR OTHER FACILITIES WHETHER SHOWN OR OMITTED FROM THIS PLAN. PRIOR TO CONSTRUCTION CONTRACTOR SHALL EXPOSE LOCATIONS OF ALL EXISTING FACILITIES BY HAND DIGGING OR HYDROVAC AND ADVISE THE ENGINEER OF POTENTIAL CONFLICTS.

1:10,000

500

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

DA HEN

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET OVERALL PLAN

Drawing No.

C100 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

$DATE$

12.19

POUNDMAKER ROAD

10.06

20.12

5.00

12.19

DATE:2023-06-07,14:52 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

STORM WATER MANAGEMENT FACILITY

RAI L

RANGE ROAD 251

PROPOSED BRIDGE (STURGEON RIVER)

RE )

OA D

COU

LBE

ST A

ON RGE

UR GE O

STU

7S TR

C1 05

RANGE ROAD 253

500

+ 105

HIGHWAY 2

FUT

URE

127 STREET (FUTURE)

FUTURE ROW

TO NORTWEST POLICE CAMPUS

McElhanney ANSI D - 2021-12-08

FUTURE ROW

60.00 ROW

STM MAIN D

STREET LIGHT

3.70 LANE (NB)

3.00 BLVD (MIN)

FUTU

3.00 BLVD (MIN)

100+000

60.00

FUTURE ROW

MAIN

FUTURE ROW

LI MATCH

TO ANTHONY HENDAY

127 STREET

2 SEE C10

4:1

(FUTUR

+480)

R FUTURE

STORM

E EAU AV

50:1 MIN.

STM MAIN

CORRIV

2.5%

LINE

50:1 MIN.

ASPHALT SUP

ATCH

STD CURB & GUTTER (TYP.)

STM

1 M TA 10 103 (S

1.25

STM MAIN

(2736 HW)

4.50 MEDIAN

RE ROW

101+000

60.00

3.70 LANE (S)

STM MAIN

ION TO T C E N CON ROAD 251 RANGE

3.70 LANE (SB)

7.40 ULIMATE CARRIAGEWAY

SEE C

3.00 BLVD (MIN)

STM MAIN

100+500

7.40 ULTIMATE CARRIAGEWAY

STM MAIN D

STREET LIGHT

127 STREET CL

STM MAIN

127 STREET (EXISTING )

STM MAIN

127 STREET

127 TH STREET ULTIMATE

SCALE1:750

ULTIMATE TYPICAL SECTION (STA 102+600) SCALE1:150

FUTURE ROW

STM MAIN

FUTU

STM MAIN

100+000

60.00

D 101+000

FUTURE ROW

LI H C T A M

FUTURE ROW

2 SEE C10

(2736 HW)

60.00

OW R E R U FUT

127 TH STREET INTERIM

SCALE1:750

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

TO ANTHONY HENDAY

127 STREET

E) (FUTUR

STORM

STM MAIN

AU AVE

)

SCALE1:150

LINE

1+480

INTERIM TYPICAL SECTION (STA 102+600)

E CORRIV

4:1

H MATC

50:1 MIN.

IN TM MA

TA 10 103 (S

2.5%

100+500

SEE C

2.5%

ASPHALT SUP

STM MAIN

127 STREET (EXISTING )

INFORMATION ON EXISTING UNDERGROUND FACILITIES MAY NOT BE COMPLETE OR ACCURATE. McELHANNEY, ITS EMPLOYEES AND DIRECTORS ARE NOT RESPONSIBLE NOR LIABLE FOR THE LOCATION OF ANY UNDERGROUND CONDUITS, PIPES, CABLES OR OTHER FACILITIES WHETHER SHOWN OR OMITTED FROM THIS PLAN. PRIOR TO CONSTRUCTION CONTRACTOR SHALL EXPOSE LOCATIONS OF ALL EXISTING FACILITIES BY HAND DIGGING OR HYDROVAC AND ADVISE THE ENGINEER OF POTENTIAL CONFLICTS.

DWG SIZE: CUSTOM (22" x 68")

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 1 OF 7)

Drawing No.

C101 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

RE ROW

1.25 STD CURB & GUTTER (TYP.)

STM MAIN

3.00 BLVD (MIN)

N TO O I T C E CONN KER ROAD MA POUND

3.00 BLVD (MIN)

3.70 LANE (NB)

3.70 LANE (SB)

1.00 SHLD

STM MAIN

STM MAIN D

8.40 INTERIM CARRIAGEWAY

4:1

DATE:2023-06-07,14:55 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

STM MAIN

STREET LIGHT

127 STREET

TO NORTWEST POLICE CAMPUS

FUTURE ROW

127 STREET CL

7.40 ULTIMATE SB CARRIAGEWAY

127 STREET (FUTURE)

60.00 ROW

1 25

ER AK DM UN PO

McElhanney ANSI D - 2021-12-08

E AK DM D

AD RO

RO AD

TS I IM L ) T M C RI E J TE O PR (IN

EXISTING CN CROSSING TO REMAIN

CN CROSSING TO BE CLOSED (ULTIMATE)

D A O

STM MAIN

ITS IM T L TE) EC A OJ TIM PR (UL

N A R

D A RO

STM MAIN

ROA

RAI L CN

RAI L

VEN ESS

20 2

CONNECTION TO POUNDMAKER ROAD 10.06

SEE C101

40.00

W R E N I L

W R E

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

101+000

SCALE1:750

DWG SIZE: CUSTOM (22" x 68")

1:750

E P I P

STM MAIN

127 TH STREET INTERIM

STM MAIN

SCALE1:750

127 TH STREET ULTIMATE

L OI

L E P I

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 2 OF 7)

Drawing No.

C102 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

40.00

127 STREE T

. 10

127 STREE T

6.1 0

MATCH LINE

STM MAIN

30.18

STM MAIN D

. 10

MATCH LINE

30.18

6.1

10.06

60.00

5.00

60.00

. 12

VEN E

D D

POTENTIAL FUTURE DEVELOPMENT ACCESS

6.1

DATE:2023-06-07,14:58 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

POTENTIAL FUTURE DEVELOPMENT ACCESS

CONNECTION TO RANGE ROAD 251

ROA

RANGE ROAD 251 CLOSURE

3.70 LANE (NB)

3.00 BLVD (MIN)

50:1 MIN.

2.5%

3.00 BLVD (MIN)

R ASPHALT SUP

STD CURB & GUTTER (TYP.)

50:1 MIN.

4:1

2.5%

SCALE1:150

40.00

50:1 MIN.

4:1

STORM

NEW EAST WEST ARTERIAL

STORM

UTLIMATE TYPICAL SECTION

2.5%

ASPHALT SUP

4:1

NEW EAST WEST ARTERIAL

3.70 LANE (NB)

1.25

VA LO U

STD CURB & GUTTER (TYP.)

3.70 LANE (SB)

INTERIM TYPICAL SECTION SCALE1:150

40.00 40.01

SCALE1:1250

STM MAIN

60.00

FUTURE ROW

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

POTENTIAL ACCESS TO FUTURE DEVELOPMENT 127 TH STREET ULTIMATE SCALE1:750

FUTURE ROW

90.00 D

101+500

102+000

101+500

FUTURE ROW

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

FUTURE ROW

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

POTENTIAL ACCESS TO FUTURE DEVELOPMENT 127 TH STREET INTERIM

SCALE1:750

SEE C101 (STA 101+480)

STM MAIN

MATCH LINE

FUTURE ROW

60.00

127 STREET

60.00

STM MAIN

E IL N

I P L

SEE C104 (STA 102+280)

FUTURE ROW

MATCH LINE

SEE C101 (STA 101+480)

MATCH LINE

102+000

60.00

FUTURE ROW

STM MAIN

STM MAIN D

SEE C104 (STA 102+280)

MATCH LINE

127 STREET

DWG SIZE: CUSTOM (22" x 68")

1:1,250

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 3 OF 7)

Drawing No.

C103 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

CONNECTION TO RANGE ROAD 251 INTERIM/ ULTIMATE

I P L

LIN

FUTURE ROW

90.00

NEW EAST WEST ARTERIAL

40.00

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

DATE:2023-06-07,15:01 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

40.01

60.00

1 25

1.25

1.00 SHLD

AV E

3.70 LANE (NB)

8.40 INTERIM CARRIAGEWAY

4.50 MEDIAN

7.40 ULTIMATE SB CARRIAGEWAY

STREET LIGHT

VA LO U

3.70 LANE (S)

127 STREET CL

ITS IM T L M) EC RI OJ TE PR (IN

3.70 LANE (SB)

7.40 ULIMATE CARRIAGEWAY

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

STREET LIGHT

7.40 ULTIMATE CARRIAGEWAY 3.00 BLVD (MIN)

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

127 STREET CL

AV E

STREET LIGHT

ITS IM T L M) EC RI OJ T E PR (IN

AD RO

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

R A T

N RA

W E N

W T S

60.00 ROW

ITS TE IM IMA T L LT EC / U O J IM PR TER (IN

60.00 ROW

POTENTIAL ACCESS TO FUTURE DEVELOPMENT

McElhanney ANSI D - 2021-12-08

AL I R TE

3.70 LANE (NB)

2.00 BLVD (MIN)

3.00 SUP (MIN)

STURGE O

0.5

EE 127 STR

STM M D

50:1 MIN.

STM MAIN

AIN D

STM MAIN D

D D

STM

D D

MAI

STURGE O

2.5%

STM MAIN D

ROW 60.00

2.5%

FUTURE

STORM

50:1 MIN.

ST ALBE

ASPHALT SUP 5.40 MIN CLEARANCE

N COUN

102+500

90.0 0

4.50 MEDIAN

STM MAIN

STM MAI

STM MADIN

N D

STM MAIN

STM MAIN D

FUTURE

ROW

103+000

RIVER LOT 56 (NATURAL AREA)

UTLIMATE TYPICAL SECTION (STA 102+700)

E C MAT 103 CH (ST LIN A1 E 02+ 280 )

3.70 LANE (S)

6.00 CLEAR ZONE

ROW

3.70 LANE (SB)

7.40 ULIMATE CARRIAGEWAY

74.10

7.40 ULTIMATE CARRIAGEWAY

N ROAD

6.00 CLEAR ZONE

103+5

FUTURE

90.0 0

CN RAIL BRIDGE

ROW

90.00

TOP OF TRACK

FUTURE

) PASS VER AIL (O CN R

SE E C MAT 105 C H (ST LIN A1 E 03+ 680

)

McElhanney ANSI D - 2021-12-08

127 STREET CL

127 STREET ULTIMATE

SCALE1:150

SCALE1:750

90.00 ROW TIE INTO EXISTING GROUND (INTERIM))

FUTURE CN R AIL (O

50:1 MIN. 4:1

4:1

STORM

ULTIMATE SOUTH BOUND LANES

INTERIM / UTLITMATE TYPICAL SECTION ( STA 102+650) SCALE1:150

D D

STM M D

STM MAIN

AIN D

D D

STM M

D D

STM MADIN

STM MA IN D

STM MAIN

STM MAIN D

FUTURE

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

ROW

103+000

RIVER LOT 56 (NATURAL AREA) 127 STREET INTERIM

SCALE1:750

AIN

)

EET

127 STR

DWG SIZE: CUSTOM (22" x 68")

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 4 OF 7)

Drawing No.

C104 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

2.5%

ASPHALT SUP

4:1

2.5%

ST ALBE

ROW

STM MAIN D

STM MAIN

STD CURB & GUTTER (TYP.)

FUTURE

D 102+500

1.25

NTY

)

ON COU

STM MAIN

90.0

STURGE

74.10

3.00 BLVD (MIN)

PROJE CT LIM ITS (INTER IM)

3.00 BLVD (MIN)

STURG EON RO AD

3.70 LANE (NB)

60.00

3.70 LANE (SB)

PASS

1.00 SHLD

VER

8.40 INTERIM CARRIAGEWAY

E C MAT 103 CH (ST LIN A1 E 02+ 280

7.40 ULTIMATE SB CARRIAGEWAY

ROW

STREET LIGHT

103+5

4:1

DATE:2023-06-09,12:50 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

127 STREET CL

ROW

90.00

TIE INTO EXISTING GROUND (ULTIMATE)

FUTURE

1.00 SHLD

3.70 LANE (SB)

3.70 LANE (NB)

3.00 BLVD (MIN)

URE

3.00 BLVD (MIN)

ER TED DIV GA ACCESS

ROW

POTENTIAL STORM WATER MANAGEMENT FACILITY (SOUTH OF RIVER) (REFER TO DWG C109)

STURGEON RIVER

BE CC ESS

ACCESS

FUT

EXI STI N

E C MAT 106 CH (ST LIN A1 E 05+ 220 SE 8.40 INTERIM CARRIAGEWAY

DRIVER

7.40 ULTIMATE SB CARRIAGEWAY

DRIVE

127 STREET CL

SE BELLERO

60.00 ROW

ROW

BELLEROSE

URE

)

McElhanney ANSI D - 2021-12-08

FUT

MAINTAIN PROPERTY LINE FOR FUTURE SWMF

STURGEON RIVER BRIDGE

FUTURE ROW

CONCEPTUAL SWMF OUTLINE

FUTURE ROW

105+

SEE C104 (STA 103+680)

000

1.25 STD CURB & GUTTER (TYP.)

50:1 MIN.

ULTIMATE SOUTH BOUND LANES

STORM

4:1

60.00

2.5%

60.00

2.5%

REMNA

FUTURE ROW

NT PAR

CEL

SCALE1:150

ALB

COU

NTY

POTENTIAL STORM WATER MANAGEMENT FACILITY (NORTH OF RIVER) (REFER TO DWG C109)

IVE

RGE

CONCEPTUAL SWMF OUTLINE

R SE D

STU

FUTURE ROW MAINTAIN PROPERTY LINE FOR FUTURE SWMF

57.64

O LER BEL

ULTIMATE TYPICAL SECTION (STA 103+900)

ERT

UN O C N EO

G STUR

T ALB TO S ERT

BE ST AL

40.0

127 STREET ULTIMATE (1:750) SCALE1:750

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

DWG SIZE: CUSTOM (22" x 68")

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 5 OF 7)

Drawing No.

C105 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:08 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

104+000

60.00

104+500

MATCH LINE

ASPHALT SUP

McElhanney ANSI D - 2021-12-08

COALM

AD INE RO

40.00

25 3

60.00

106+00

OW FUTURE R

STUR

GEON

LINE MATCH 106+640)

60.00

07 (STA

OW FUTURE R

60.00

INE RO COALM

RA NG ER OA D

E ROW

106+50

REVISED ACCESS

FUTUR

105+5 0

60.00

SEE C1

60.00

FUTUR

ST AL

25 3

COUN

FUTUR

E ROW

BERT

40.00

E ROA 127 TH STREET ULTIMATE SCALE1:750

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

DWG SIZE: CUSTOM (22" x 68")

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 6 OF 7)

Drawing No.

C106 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:11 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

TO N O I T EC N N 53 & 2 O C D A RO AD 544 E G N RA RO P I H S TOWN

0 40.0

SEE C MATCH L INE 105 (S TA 10 5+220 )

NG ER

TO MORINVILLE

McElhanney ANSI D - 2021-12-08

FUTURE ROW

STURGEON COUNTY

108+000

60.00

107+00 0

FUT

URE

40.

RO W

C1 MA 06 TC (S H TA LI 10 NE 6+ 64 0

)

60 .0

C RA ON TO NG NE WN E CT SH ROA ION IP D TO RO 25 AD 3 & 54 4

HIGHWAY 2

TO ST ALBERT

FUTURE ROW

127 STREET ULTIMATE (1:750) SCALE1:750

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

DWG SIZE: CUSTOM (22" x 68")

1:750

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET (SHEET 7 OF 7)

Drawing No.

C107 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:13 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

TOWNSHIP ROAD 544

ST ALBERT

107+500

102+000

101+500

101+000

GE ON ST UR

CN RAIL

TURE)

100+

000

10.06

RIVER LOT 56 NATURAL AREA

10.06 6.10

6.10

LINE

PROPERTY

127 STR EET (FU

500

ROW PROPERTY

100+

HEN DAY

00 +5 2 10

30.01

COU

ERT

NTY STORM WATER MANAGEMENT FACILITY

ALB

HON

20.12

30.18

ROAD

OAD R R E K UNDMA

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:10,000

500

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTRY CITY OF EDMONTON

POUNDMAKER ROAD CONNECTION

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET - OVERALL PROFILE

Drawing No.

C108 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

VALOUR AVENUE

NEW EAST WEST ARTERIAL

STURGEON ROAD

STURGEON RIVER

BELLEROSE DRIVE COAL MINE ROAD

RANGE ROAD 253

C/L HWY 2

DATE:2023-06-07,15:16 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

EXISTING RAIL CROSSING

O RE R

ANT

104+000

FAC

SUR

00 103+5

L VA

00 03+

VIN

DRI

UE N E

G AN

344.07

E EDG

12.19

A RO

12.19

3 25

RO AD

5.00

RGE

R U O

GEON STUR

FUTU

104+500

STU

2 8 10

0120

. 92

0 8+

A CN R

000

PROPOSED BRIDGE (STURGEON RIVER)

105+

0 50

PROPOSED BRIDGE (CN RAIL)

STORM WATER MANAGEMENT FACILITY

ON ROAD

+50

7 10

RIVER

ES W ST IAL A E ER T W NE AR

STURGE

105

E DRIVE BELLEROS

W TO

106+500

E DRIVE BELLEROS

W GH HI

IP H NS

D OA

00 +0

106+000

RO AD

RA NG E

20.12

McElhanney ANSI D - 2021-12-08

RA NG E

McElhanney ANSI D - 2021-12-08

MAINTAIN PROPERTY LINE FOR FUTURE SWMF

CONCEPTUAL SWMF OUTLINE

ST 60 .00

POTENTIAL STORM WATER MANAGEMENT FACILITY (NORTH OF RIVER) (REFER TO DWG C109)

UR G BR EO ID N R GE IV ER

TOTAL STORAGE VOLUME = 21,600 m³ TOTAL SWMF STORAGE AREA = 1.60 ha AREA OF PROPERTY 5.4 ha

10 4

N O GE

POTENTIAL STORM WATER MANAGEMENT FACILITY (SOUTH OF RIVER) (REFER TO DWG C109)

R E IV

U ST

TOTAL STORAGE VOLUME = 21,000 m³ TOTAL SWMF STORAGE AREA = 1.60 ha AREA OF PROPERTY 4.5 ha

MAINTAIN PROPERTY LINE FOR FUTURE SWMF

ST U

EO N

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10 ISSUED FOR FINAL REVIEW

2022-12-07 ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23 ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:10,000

500

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET - OVERALL SWMF

Drawing No.

C109 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:19 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C100-127 ST_LONG_PLOT.dwg

12 7S

CONCEPTUAL SWMF OUTLINE

McElhanney ANSI D - 2021-12-08

60.00

FUTURE 127 ST ROW

TO STURGEON ROAD

2 - 3.70 LANES NB

3.70 LANE EB

4.5 median

2 - 3.70 LANES SB

TO ANTHONY HENDAY

2 - 3.70 LANES SB RIGHT TURN TO WB

127 STREET

CORRIVEAU AVE

3.0 BLVD

MERGE LEFT NB

3.0 SUP

FUTURE 127 ST ROW

127 STREET ULTIMATE / CORRIVEAU AVE SCALE 1:500

60.00

FUTURE 127 ST ROW

TO STURGEON ROAD

MERGE LEFT NB

3.70 LANES SB D

1.0 SHLDR

STM MAIN

3.70 LANE EB TO ANTHONY HENDAY

2 - 3.70 LANES SB

DITCH

RIGHT TURN TO WB

127 STREET

CORRIVEAU AVE

STM MAIN

2 - 3.70 LANES NB STM MAIN

3.70 LANES NB

FUTURE 127 ST ROW

127 STREET INTERIM / CORRIVEAU AVE SCALE 1:500

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10

ISSUED FOR FINAL REVIEW

2022-12-07

ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23

ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:500

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET INTERSECTION 127 STREET ULTIMATE - 127 STREET INTERIM

Drawing No.

C110 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:33 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C110-C115 127 ST-INTRSCTN.dwg

3.0 BLVD

3.0 SUP

McElhanney ANSI D - 2021-12-08

60.00

7 ST ROW

FUTURE 12

EON ROAD G R U T S O T

3.0 BLVD

3.0 SUP

NES NB A L 0 .7 3 2 NE WB 3.70 LT LA

T 127 STREE

B 0 LANES N

ES SB

2 - 3.70 LAN

2 - 3.7

E LEFT G R B E S M T F E MERGE L

TO ANTHO HENDAY

ES SB

2 - 3.70 LAN

TO WB ND WEST BOU AKER ROAD M TO POUND

N RIGHT TUR

7 ST ROW

FUTURE 12

40.00 127 STREET (UTLIMATE) / LINK TO LCOAL ACCESS (POUNDMAKER CLOSED AT CN RAIL) SCALE 1:500

60.00

3.0 SUP

7 ST ROW

FUTURE 12

3.0 SUP

NB 3.70 LANE

T 127 STREE

STM MAIN SB 3.70 LANE

NE WB 3.70 LT LA SB 3.7D0 LANE

STM MAIN

MERGE LEF

T SB

AIN STM M D

RIGHT TUR

STM MAIN D

N TO WB

D E 3.70 LAN

P 3.0 SU VD 3.0 BL ES NB N A L 3.70

1.0 DITCH

TO ANTHO HENDAY

SB 3.70 LANE 1.0 SHLDR

E TO STURG

ND WEST BOU AKER ROAD M TO POUND

1.0 SHLDR

1.0 DITCH

7 ST ROW

FUTURE 12

40.00

127 STREET INTERIM / LINK TO POUNDMAKER ROAD SCALE 1:500

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10

ISSUED FOR FINAL REVIEW

2022-12-07

ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23

ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:500 0

1:250

PRELIMINARY NOT FOR CONSTRUCTION

25 10

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET INTERSECTION LINK TO POUNDMAKER ROAD

Drawing No.

C111 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:31 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C110-C115 127 ST-INTRSCTN.dwg

ON ROAD

3.70 LANE

3.0 BLVD NB 3.70 LANE

McElhanney ANSI D - 2021-12-08

60.00

TO STURGEON ROAD

0 25

FUTURE 127 ST ROW

AD RO

TO VALOUR AVE

E NG RA

40.00

3.0 SUP

3.0 BLVD MERGE LEFT NB

3.70 RT LANE TO VALOUR AVE

2 - 3.70 LANES NB

127 STREET

3.70 LEFT TURN TO VALOUR AVE

3.70 LEFT TURN LANE WB

2 - 3.70 LANES SB

RIGHT TURN TO WB

MERGE LEFT SB TO ANTHONY HENDAY

FUTURE 127 ST ROW

TO FUTURE DEVELOPMENT

40.00 127 STREET ULTIMATE / VALOUR AVE SCALE 1:500

60.00

3.0 SUP

3.70 LANE NB D

STM MAIN

3.70 LANE SB D

127 STREET

3.70 LANE NB D

3.70 LT LANE WB

STM MA IN

SB 3.70 LANE D

1.0 SHLDR

RIGHT TURN TO WB

1.0 DITCH

MERGE LEFT SB

STM MA IN

3.0 BLVD 3.70 LANE NB

D 3.70 LANE SB

1.0 SHLDR

1.0 DITCH TO ANTHONY HENDAY FUTURE 127 ST ROW

TO FUTURE DEVELOPMENT

40.00

127 STREET INTERIM / VALOUR AVE SCALE 1:500

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10

ISSUED FOR FINAL REVIEW

2022-12-07

ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23

ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:500

PRELIMINARY NOT FOR CONSTRUCTION

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET INTERSECTION LINK TO VALOUR AVENUE

Drawing No.

C112 Project Number

2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-07,15:29 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C110-C115 127 ST-INTRSCTN.dwg

3.70 LANE SB

3.0 SUP

STM MAIN D

TO STURGEON ROAD

TO VALOUR AVE

FUTURE 127 ST ROW

3.0 SUP 3.0 BLVD 3.70 LANES NB

40.00

3.0 BLVD

60.00

90.00

McElhanney ANSI D - 2021-12-08

TO RNAGE ROAD 251 (NE )

TO S

OAD TURGEON R

FUTURE 127 ST ROW

3.0 SUP

2 - 3.70 LANES NB

127 STREET

3.70 LT LANE WB 2 - 3.70 LANES SB

RIGHT TURN TO WB

MERGE LEFT SB

ACCESS TO DEVELOPMENT

2 - 3.70 LANES SB

TO ANTHONY HENDAY FUTURE 127 ST ROW

NORTHEAST ARTERIAL/ 127 STREET (ULTIMATE)

ON ROAD TO STURGE

60.00

FUTURE 127 ST ROW

3.0 SUP

3.70 LANE NB

127 STREET

3.70 LANE SB

RIGHT TURN TO WB

3.0 BLVD 3.70 LANE NB

3.70 LANE SB 1.0 SHLDR

MERGE LEFT SB

1.0 DITCH

LDR

H 1.0 S

ITCH D 0 . 1

TO ANTHONY HENDAY FUTURE 127 ST ROW

NORTHEAST ARTERIAL/ 127 STREET (INTERIM) SCALE 1:750

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10

ISSUED FOR FINAL REVIEW

2022-12-07

ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23

ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:500 0

1:250

PRELIMINARY NOT FOR CONSTRUCTION

25 10

STURGEON COUNTY

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET INTERSECTION

Drawing No.

C113 Project Number

RANGE ROAD 251 ULTIMATE - RANGE ROAD 251 INTERIM 2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

UP 3.0 S VD L S NB 3.0 B E N LA 3.70 B NE S A L 3.70

3.70 LT LANE WB

ACCESS TO DEVELOPMENT

DATE:2023-07-27,09:22 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C110-C115 127 ST-INTRSCTN.dwg

TO RNAGE ROAD 251 (NE )

90.00

SCALE 1:750

McElhanney ANSI D - 2021-12-08

FUTURE 127 ST ROW

60.39

FUTURE ULTIMATE 127 STREET OUTLINE

3.70 (WB)

NORTH BOUND CLOSED PROVIDE JERSEY BARRIERS

3.70 (WB)

CONNECTIONS TO EXISTING TRAILS TO BE CONFIRMED AT DETAILED DESIGN

STURGEON ROAD

3.70 (FUTURE RT NB)

1+800

3.70 (WB) 3.70 (LT SB)

3.70 (EB)

1+900

LEFT TURN LANE (NORTH BOUND) CLOSED PROVIDE JERSEY BARRIERS

3.70 (RT SB)

STURGEON ROAD

1.50 MEDIAN

3.70 (EB)

EOP

RIGHT TURN LANE (NORTH BOUND) CLOSED PROVIDE JERSEY BARRIERS

3.70 (NB) 1+900

1.0 SHLDR

1+800

127 STREET

1.0 SHLDR

EB MERGE LANE

1.0 DITCH

DITCH

3.0 SUP

PROPOSED CULVERTS

3.0 SUP

STURGEON COUNTY MUNICIPAL BNDY

127 STREET

RIGHT TURN EB LANE

3.70 (WB) (NB FUTURE)

FUTURE 127

3.70 (WB) (NB FUTURE)

3.70 (SB )

FUTURE 127 ST ROW

STURGEON COUNTY MUNICIPAL BNDY

CITY OF ST ALBERT MUNICIPAL BNDY

ST ROW

SCALE 1:500

PROPOSED DITCH

VARIES (MERGE TO SB )

FUTURE 127

STURGEON ROAD/ 127 STREET ULTIMATE (RECOMMENDED)

FUTURE 127 ST ROW

CITY OF ST ALBERT MUNICIPAL BNDY

ST ROW

73.48 D

STM MAIN

STURGEON ROAD/ 127 STREET (INTERIM) SCALE 1:250

2023-06-07

ISSUED FOR 2023 FUNCTIONAL PLANNING STUDY

2023-03-27

ISSUED FOR FINAL FUNCTIONAL PLANNING STUDY

2023-02-10

ISSUED FOR FINAL REVIEW

2022-12-07

ISSUED FOR 2022 FUNCTIONAL PLANNING STUDY

2022-09-23

ISSUED FOR FUNCTIONAL PLAN 30% REVIEW

Rev

Date

Description

Drawn Design App'd

1:500 0

1:250

PRELIMINARY NOT FOR CONSTRUCTION

25 10

STURGEON COUNTY

Unit 201 13455 114 Avenue NW Edmonton AB Canada T5M 2E2 T 780 809 3200 Permit

9613 - 100 STREET MORINVILLE, AB T8R 1L9 PH: 780-939-4321

THIS DRAWING HAS NOT BEEN APPROVED AND MAY CONTAIN ERRORS AND OMISSIONS

STURGEON COUNTY TRANSPORTATION MASTER PLAN 127 STREET INTERSECTION

Drawing No.

C114 Project Number

STURGEON ROAD ULTIMATE - STURGEON ROAD INTERIM 2131-00551-22

Rev.

DESTROY ALL PRINTS BEARING PREVIOUS REVISION

DATE:2023-06-09,12:57 FILE:X:\2131\Projects\00551-22 Sturgeon County Transportation Master Plan\10.0 DRAWINGS\10.3 Engineering\10.3.1 Sheets\00551-22-C110-C115 127 ST-INTRSCTN.dwg

CONNECTIONS TO EXISTING TRAILS TO BE CONFIRMED AT DETAILED DESIGN

1.50 MEDIAN

FUTURE 127 TH STREET STURGEON ROAD SIGNALIZED INTERSECTION

7S 12

PROPOSED DITCH

EOP

STURGEON ROAD

PROPOSED OUTFALL TO PROPOSED DITCH. DITCH TO DISCHARGE TO STORM WATER POND (127 STREET)

FUTURE 127 ST ROW

RE TU FU

T FU

R ST

APPENDIX C ADDITIONAL COST ESTIMATE INFORMATION

127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

Page 40

First Half of a 4-Lane Divided (127 Street) 7-Jun-23 Item

Description

Unit

Estimated Rate

Estimate Quantity

Estimated Cost

SECTION A - CONSTRUCTION COSTS Section 1.0 - General Works 1.1 Mobilization & Demobilization (assumes 6.5%) 1.2 Traffic Accommodation (assumes 3%) Section 2.0 - Roadways & Excavation 2.1 Topsoil Stripping (assume 200mm depth) 2.2 Common Excavation (assume 500mm depth) Borrow Excavation (Contractor Supplied) 2.3 (assume 200mm depth) Remove & Dispose Unsuitable Materials 2.4 (assume 50% of borrow) 2.5 Site Clearing & Grubbing Cement Stabilized Subgrade 2.6 (150mm thick @ 10kg/m2)

ls ls

$ $

1,330,000.00 614,000.00

1 1

$ $

1,330,000 614,000

m3 m3

$ $

10.00 14.00

18,504 36,030

$ $

185,040 504,420

30.00

14,412

432,360

m3 ha

22.00

7,206

158,532

50,000.00

1.0

50,000

14.00

42,360

593,040

2.7

Granular Base Course - Supply & Install (Des 3, Class 20) (Depth 300mm)

40.00

27,958

1,118,304

2.8

Asphalt Concrete Pavement (10mm HT) - Supply & Install (assume 50mm depth)

160.00

4,529

724,608

4.1

Modified 900 Catch Basin with Type F-51 Grating & Frame with Side Inlet - Supply & Install

Catch Basin Lead (PVC) (300mm dia.) - Supply & Install 1800 Stormwater Manhole with Type F-38 Frame & 4.3 Cover- Supply & Install Adjust 1800 Stormwater Manhole with Type F-39 4.4 Frame & Cover - Supply & Install 4.5 Storm Main (900mm dia. PVC) - Supply & Install Stormwater Management Facilities 4.6 (Assumes 1 @ 2.6ha - excluding river outlet infrastructure) Stormwater Management Facility River Outlet 4.7 Infrastructure (Assumes direct outlet to river @ approximately 750mm diameter) Section 5.0 - Landscaping Standards Topsoil Placement (for Seeding & Sodding) (120mm) 5.1 - Supply & Install 5.2 Sod – Supply & Install 5.3 BLVD Trees 5.4 Streetlights Section 6.0 - Traffic Signals 6.1 Traffic Signals Section 7.0 - Erosions Standards 4.2

7.1

Erosion Control (Excludes Structural Erosion Control)

Section 8.0 - Structural 8.1 Rail Crossing Grade Separation

140.00

11,775

1,648,483

60.00

3,500

210,000

120.00

3,500

420,000

130.00

3,500

455,000

200.00

3,500

700,000

each

9,500.00

35 $

332,500

450.00

385 $

173,250

each

20,000.00

35 $

700,000

each

2,000.00

3,500 $

7,000,000

2,000,000.00

1 $

2,000,000

200,000.00

1 $

200,000

9.00

44,055

396,495

m2 each each

$ $ $

15.00 800.00 12,000.00

44,055 438 35

$ $ $

660,825 350,000 420,000

each

250,000.00

1,000,000

25,000.00

25,000

4,500,000 26,902,000 5,000,000 31,902,000 7,976,000 4,785,360 10,587,000 55,251,000

ls $ 4,500,000.00 CONSTRUCTION SUBTOTAL UTILITY RELOCATIONS

CONSTRUCTION COSTS TOTAL CONTINGENCIES Engineering Costs

25% 12% ROW ACQUISITION

127 ST STAGE 1 TOTAL PROJECT COST

$ $ $ $ $ $ $

First Half of a 4-Lane Divided (127 Street) 7-Jun-23 Item

Description

Unit

Estimated Rate

Estimate Quantity

Estimated Cost

ls ls

$ $

1,546,000.00 714,000.00

m3 m3

$ $

m3 ha

1 1

$ $

1,546,000 714,000

10.00 14.00

24,744 47,600

$ $

247,440 666,400

30.00

19,040

571,200

22.00

9,520

209,440

50,000.00

1.0

50,000

14.00

53,800

753,200

2.7

Granular Base Course - Supply & Install (Des 3, Class 20) (Depth 300mm)

40.00

35,508

1,420,320

2.8

Asphalt Concrete Pavement (10mm HT) - Supply & Install (assume 50mm depth)

160.00

5,683

909,312

4.1

Modified 900 Catch Basin with Type F-51 Grating & Frame with Side Inlet - Supply & Install

7.1

Erosion Control (Excludes Structural Erosion Control)

Section 8.0 - Structural 8.1 Sturgeon River Bridge

140.00

14,776

2,068,685

60.00

4,600

276,000

120.00

4,600

552,000

130.00

4,600

598,000

200.00

3,500

700,000

each

9,500.00

45 $

427,500

450.00

495 $

222,750

each

20,000.00

45 $

900,000

each

2,000.00

4,000 $

8,000,000

2,000,000.00

1 $

2,000,000

200,000.00

1 $

200,000

9.00

61,410

552,690

m2 each each

$ $ $

15.00 800.00 12,000.00

61,410 575 45

$ $ $

921,150 460,000 540,000

each

250,000.00

500,000

25,000.00

25,000

10,000,000 36,032,000 3,000,000 39,032,000 9,758,000 5,854,800 10,371,000 65,016,000

ls $ 10,000,000.00 CONSTRUCTION SUBTOTAL UTILITY RELOCATIONS

CONSTRUCTION COSTS TOTAL CONTINGENCIES Engineering Costs

25% 12% ROW ACQUISITION

127 ST STAGE 2 TOTAL PROJECT COST

$ $ $ $ $ $ $

Second Half of a 4-Lane Divided (127 Street) 7-Jun-23 Item

Description

Unit

Estimated Rate

Estimate Quantity

Estimated Cost

ls ls

$ $

639,000.00 295,000.00

1 1

$ $

639,000 295,000

m3 m3

$ $

10.00 14.00

14,709 31,905

$ $

147,090 446,670

30.00

12,762

382,860

22.00

6,381

140,382

50,000.00

0.5

25,000

14.00

42,360

593,040

2.7

Granular Base Course - Supply & Install (Des 3, Class 20) (Depth 300mm)

40.00

27,958

1,118,304

2.8

Asphalt Concrete Pavement (10mm HT) - Supply & Install (assume 50mm depth)

160.00

4,529

724,608

140.00

11,775

1,648,483

m2 m

$ $

28.00 60.00

24,420 3,300

$ $

683,760 198,000

120.00

3,300

396,000

130.00

3,300

429,000

200.00

3,300

660,000

each

9,500.00

35 $

332,500

450.00

385 $

173,250

each

20,000.00

each

2,000.00

35 $

2,000.00

9.00

25,905

233,145

m2 each each

$ $ $

15.00 800.00 12,000.00

25,905 413 35

$ $ $

388,575 330,000 420,000

each

50,000.00

200,000

25,000.00

25,000

50,000 10,750,000

$ $ $ $

10,750,000 2,688,000 1,612,560 15,051,000

2.9 2.10 2.11

Asphalt Concrete Pavement (20mm B) - Supply & Install (assume 130mm depth) Mill & Inlay - Existing Asphalt (50mm Depth) Signage & Pavement Markings

Section 3.0 - Curbs, Gutters, Walks, Slabs Concrete Std. 150mm Curb & 250mm Gutter - Supply & Install Concrete Std. Reverse 150mm Curb & 250mm Gutter 3.2 - Supply & Install 3.3 3.0m Asphalt trail - Supply & Install Section 4.0 - Stormwater Management System Modified 900 Catch Basin with Type F-51 Grating & 4.1 Frame with Side Inlet - Supply & Install Catch Basin Lead (PVC) (300mm dia.) - Supply & 4.2 Install 1800 Stormwater Manhole with Type F-38 Frame & 4.3 Cover- Supply & Install Adjust 1800 Stormwater Manhole with Type F-39 4.4 Frame & Cover - Supply & Install 4.5 Storm Main (900mm dia. PVC) - Supply & Install Section 5.0 - Landscaping Standards Topsoil Placement (for Seeding & Sodding) (120mm) 5.1 Supply & Install 5.2 Sod – Supply & Install 5.3 BLVD Trees 5.4 Streetlights Section 6.0 - Traffic Signals 6.1 Traffic Signals Section 7.0 - Erosions Standards

3.1

7.1

Erosion Control (Excludes Structural Erosion Control)

Section 8.0 - Structural 8.1 Rail Crossing Tie-in

ls $ 50,000.00 CONSTRUCTION SUBTOTAL UTILITY RELOCATIONS

CONSTRUCTION COSTS TOTAL CONTINGENCIES Engineering Costs

25% 12%

127 ST STAGE 3 TOTAL PROJECT COST

70,000

Second Half of a 4-Lane Divided (127 Street) 7-Jun-23 Item

Description

Unit

Estimated Rate

Estimate Quantity

Estimated Cost

ls ls

$ $

951,000.00 439,000.00

1 1

$ $

951,000 439,000

m3 m3

$ $

10.00 14.00

14,709 31,905

$ $

147,090 446,670

30.00

12,762

382,860

22.00

6,381

140,382

50,000.00

0.5

25,000

14.00

42,360

593,040

2.7

Granular Base Course - Supply & Install (Des 3, Class 20) (Depth 300mm)

40.00

27,958

1,118,304

2.8

Asphalt Concrete Pavement (10mm HT) - Supply & Install (assume 50mm depth)

160.00

4,529

724,608

140.00

11,775

1,648,483

m2 m

$ $

28.00 60.00

34,040 4,600

$ $

953,120 276,000

120.00

4,600

552,000

130.00

4,600

598,000

200.00

4,600

920,000

9,500.00

45 $

427,500

450.00

495 $

222,750

20,000.00

2,000.00

45 $

2,000.00

2.9 2.10 2.11

Asphalt Concrete Pavement (20mm B) - Supply & Install (assume 130mm depth) Mill & Inlay - Existing Asphalt (50mm Depth) Signage & Pavement Markings

Section 3.0 - Curbs, Gutters, Walks, Slabs Concrete Std. 150mm Curb & 250mm Gutter lm Supply & Install Concrete Std. Reverse 150mm Curb & 250mm 3.2 lm Gutter - Supply & Install 3.3 3.0m Asphalt trail - Supply & Install m Section 4.0 - Stormwater Management System Modified 900 Catch Basin with Type F-51 Grating & 4.1 each Frame with Side Inlet - Supply & Install Catch Basin Lead (PVC) (300mm dia.) - Supply & 4.2 lm Install 1800 Stormwater Manhole with Type F-38 Frame & 4.3 each Cover- Supply & Install Adjust 1800 Stormwater Manhole with Type F-39 4.4 each Frame & Cover - Supply & Install 4.5 Storm Main (900mm dia. PVC) - Supply & Install lm Section 5.0 - Landscaping Standards Topsoil Placement (for Seeding & Sodding) (120mm) m2 5.1 Supply & Install 5.2 Sod – Supply & Install m2 5.3 BLVD Trees each 5.4 Streetlights each Section 6.0 - Traffic Signals 6.1 Traffic Signals each Section 7.0 - Erosions Standards

3.1

7.1

Erosion Control (Excludes Structural Erosion Control)

Section 8.0 - Structural 8.1 Sturgeon River Bridge

90,000

9.00

36,110

324,990

$ $ $

15.00 800.00 12,000.00

36,110 413 45

$ $ $

541,650 330,000 540,000

50,000.00

100,000

25,000.00

25,000

3,500,000 16,018,000

$ $ $ $

16,018,000 4,005,000 2,402,760 22,426,000

ls $ 3,500,000.00 CONSTRUCTION SUBTOTAL UTILITY RELOCATIONS

CONSTRUCTION COSTS TOTAL CONTINGENCIES Engineering Costs

25% 12%

127 ST STAGE 4 TOTAL PROJECT COST

Cost Estimate Assumptions Stage 1: •

Includes first half of 4-lane divided arterial cross section per interim cross-section included in report/drawings from Corriveau Avenue to Sturgeon Road. Includes all infrastructure within the cross-section including roadway works, concrete, trail, landscape features (Boulevard trees ~8m spacing), illumination (assumes ~100m spacing).

•

Includes structural elements of CN rail grade separated crossing.

•

Includes additional details on individual intersections shown within the plan to improve accuracy of cost estimate (turn bays, medians, etc).

•

Stormwater infrastructure includes north curb line catch basins (~100m spacing) as well as Manhole installation (~100m spacing). Includes 1 Stormwater management facility east of sturgeon river however does not include estimate for river outlet structure. o

•

Storm main assumed to be an average 900mm diameter. It is anticipated that a larger size will be required at the downstream end and smaller size on the upstream side. Minor system design confirmed with high-level rational method analysis.

Includes costs for signalization of necessary intersections. A cost for signalization for the Corriveau Avenue intersection is not included as this would be City of Edmonton jurisdiction.

Stage 2: •

Includes first half of 4-lane divided arterial cross section per interim cross-section included in report/drawings from Sturgeon Road to Highway 2. Includes all infrastructure within the crosssection including roadway works, concrete, trail, landscape features, illumination.

•

Includes structural elements of Sturgeon River Bridge Crossing. This stage includes the majority of the bridge works however only the bridge deck for 2 lanes and trail to be completed at this stage.

•

Includes additional details on individual intersections shown within the plan to improve accuracy of cost estimate (turn bays, medians, etc).

•

Stormwater infrastructure includes north curb line catch basins (~100m spacing) as well as Manhole installation (~100m spacing). Includes 1 Stormwater management facility west of sturgeon river however does not include estimate for river outlet structure. o

•

Includes costs for signalization of necessary intersections.

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 1

Stage 3: •

Includes completion of 4-lane divided arterial cross section per ultimate cross-section included in report/drawings from Sturgeon Road to Highway 2. Includes all infrastructure within the crosssection including roadway works, concrete, landscape features, second line of illumination.

•

Includes additional details on individual intersections shown within the plan to improve accuracy of cost estimate (turn bays, medians, etc).

•

Stormwater infrastructure includes south curb line catch basins (~100m spacing) as well as Manhole adjustments to ultimate elevation and appropriate frame & grate.

•

Includes costs for adjustments to signals to align with ultimate intersection configuration.

Stage 4: •

•

Includes structural elements of completion of Sturgeon River Bridge Crossing including bridge deck for ultimate cross-section.

•

Includes additional details on individual intersections shown within the plan to improve accuracy of cost estimate (turn bays, medians, etc).

•

Stormwater infrastructure includes south curb line catch basins (~100m spacing) as well as Manhole adjustments to ultimate elevation and appropriate frame & grate.

•

Includes costs for adjustments to signals to align with ultimate intersection configuration.

APPENDIX D ENVIRONMENTAL, GEOTECHNICAL AND HISTORICAL RESOURCES REPORTS

127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

Page 41

127th Street, 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 492 May 2012

Spencer Environmental

Table of Contents 1.0 1.1 1.2 1.3 1.4

INTRODUCTION................................................................................................. 4 Background ......................................................................................................... 4 Objectives ........................................................................................................... 4 Study Area .......................................................................................................... 4 Report Organization ............................................................................................ 5

2.0 DESCRIPTION OF FUTURE 127 ST AND ALIGNMENTS UNDER CONSIDERATION .......................................................................................................... 7 3.0

ASSESSMENT METHODS............................................................................... 10

3.1 Detailed Methods .............................................................................................. 11 3.1.1 Literature Review.......................................................................................... 11 3.1.2 Identification of Wetland and Woodland Features ....................................... 11 3.1.3 Site Reconnaissance ...................................................................................... 11 3.1.4 Alignment Comparison ................................................................................. 12 4.0

EXISTING CONDITIONS ................................................................................ 13

4.1 Regional Setting/Natural Region ...................................................................... 13 4.2 Study Area ........................................................................................................ 13 4.2.1 Woodlands .................................................................................................... 13 4.2.2 Wetlands ....................................................................................................... 20 4.2.3 Active River Floodplain ................................................................................ 21 4.2.1 Ecological Connectivity ................................................................................ 23 4.2.2 Fish................................................................................................................ 23 4.2.3 Special Status Plant and Wildlife Species .................................................... 23 5.0 5.1 5.2 5.3 5.4 5.5 5.6 6.0

ENVIRONMENTAL ISSUES ........................................................................... 24 Hydrology ......................................................................................................... 24 Vegetation ......................................................................................................... 24 Wildlife ............................................................................................................. 24 Fish and Aquatic Resources .............................................................................. 25 Noise ................................................................................................................. 25 Heritage Resources ........................................................................................... 25 ALIGNMENT COMPARISON......................................................................... 26

6.1 Common Alignment Segments ......................................................................... 26 6.1.1 City of Edmonton Limits to North and South Alignment Bifurcation ......... 26 6.1.2 Immediately south of Bellerose Drive West to Hwy 2 ................................. 26 6.1.3 Summary of Common Alignment Segments ................................................ 26 6.2 Unique Alignment Segments ............................................................................ 26 6.2.1 Alignment S-1 (South Alignment)- East of Range Rd 251 to Bellerose Drive 26 6.2.2 Alignment N1-A (and N-1- A2) (North Alignment) - East of Range Rd 251 to Bellerose Drive ..................................................................................................... 29 6.3 Other Considerations ........................................................................................ 30

May 2012

127th Street, Sturgeon County, Functional Planning Study Environmental Overview

Page 2

Spencer Environmental

7.0

SUMMARY AND CONCLUSIONS ................................................................. 31

8.0

REFERENCES.................................................................................................... 35 List of Figures

Figure 1. Project Location and Study Area ........................................................................ 6 Figure 2. Natural Features in the Study Area ................................................................... 9 Figure 3. Direct Impacts of the Two Proposed Alignments ............................................ 27 Figure 4: Recommended Modifed Alignment (Conceptual) ........................................... 34

List of Tables Table 7.1: Summary of most significant potential effects, by alignment ........................ 32

List of Plates Plate 1. Distance view of eastern parcel of Riverlot 56, May 2011, looking southwest from Sturgeon Road .................................................................................................. 14 Plate 2. Trembling aspen and balsam poplar dominated stand, west section of Riverlot 56, May 2011 ............................................................................................................ 15 Plate 5. Woodland Wo3 with well-developed understory, 02 June 2011 ........................ 18 Plate 6. Woodland Wo3 (to left) and floodplain along Sturgeon River.......................... 18 Plate 7. Woodland Wo4, looking east from Bellrose Drive, 05 May 2011 ..................... 19 Plate 8. Woodland Wo5, terminal ravine (background), looking E from Rge Rd 253. Standing water in foreground abuts the ravine and may be the result of blocked drainage. .................................................................................................................... 20 Plate 9. Typical degraded potential wetland in farm field along TWP Rd 544 ............... 21 Plate 9. Floodplain along east bank of Sturgeon River, looking east, June 2011 ............ 22 Plate 10. Oxbow looking N, riparian zone to left and Wo3 to right, June 2011. ............. 22

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1.0 1.1

INTRODUCTION Background

Sturgeon County (the County) is undertaking functional planning for a proposed realignment of 127th Street that would link Anthony Henday Drive, in the City of Edmonton, to Highway 2 north of St. Albert. The majority of the alignment is situated in Sturgeon County. Two alignments are under consideration as a result of a previous study by CH2MHill in 2010. The County has retained ISL Engineering and Land Services (ISL) as prime consultant for the functional planning study. Terms of Reference (TOR) issued by Sturgeon County indicated that an environmental program should form part of the functional planning exercise. Accordingly, ISL retained Spencer Environmental Management Services Ltd. (Spencer Environmental) to act as environmental consultant. During early planning stages, the County determined an Environmental Overview in support of final alignment selection to be the appropriate at this time. This report describes the scope, results and conclusions of the environmental exercise to date and identifies some of the additional environmental information that will be necessary to support environmental permit applications that may be required in future project planning phases. 1.2

Objectives

The objectives of this Environmental Overview were as follows:  Assemble available environmental information for all alignments under consideration.  Identify the primary environmental considerations/issues associated with the two alignments that must be addressed.  Determine if there are any known environmental issues or resources associated with alternative alignments that may render them unviable options.  Determine, from an environmental perspective, which route is preferred, based on existing information and identifiable permitting considerations.  Identify any alignment modifications that would result in reduced environmental impacts.  Identify any additional investigations that should be undertaken in order to generate new environmental information that will be required for environmental assessment and permitting requirements or to make an assessment of the relative merits of the alternative routes. 1.3

Study Area

The Environmental Overview study area was delineated so as to encompass all lands crossed by and all features potentially affected by the two alignments under consideration for this study, excluding the section of the alignment to be situated in the City of Edmonton, in the developing Goodridge Corners Neighbourhood. That segment was excluded for the following reasons. The Goodridge Corners NASP (Stantec 2009), although not yet approved, shows only one 127 Street alignment through that

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neighbourhood. Environmental studies undertaken in support of the Goodridge Corners NASP appear to have considered all existing natural features in the NASP lands and shows that all natural features to be retained are well to the southwest of the new 127 Street. The study area delineated for this Environmental Overview is shown in Figure 1.. 1.4

Report Organization

This Environmental Overview comprises eight chapters. Chapter 1 (Introduction) provides background information related to the proposed project and the report structure. Chapter 2 (Description of Future 127 Street and Alignments under Consideration) briefly describes the new roadway and proposed alignments. Chapter 3 (Assessment Methods) outlines the assessment methodology used in the Environmental Overview exercise. Chapter 4 (Existing Conditions) details existing environmental resources within the study area. Chapter 5 (Environmental Issues) introduces key environmental concerns related to the proposed alignments. Chapter 6 (Alignment Comparison) discusses potential impacts associated with each proposed alignment. Chapter 7 (Summary/Conclusions) summarizes the Environmental Overview results and provides justification for alignment preference. Chapter 8 (References) provides a complete listing of all references used in preparation of this report.

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2.0

DESCRIPTION OF FUTURE 127 ST AND ALIGNMENTS UNDER CONSIDERATION

Long-term regional roadway planning shifts 127 Street (known in Sturgeon County as Range Road 250) to the west of its current alignment. The existing Range Rd 250 (127 Street) terminates at the Tuscany Hills subdivision, linking to the northern terminus of Sturgeon Road. The new 127 Street realignment will begin at the 127 Street/Anthony Henday Drive interchange, move in a northwesterly direction, cross the Sturgeon River Valley, veer west and follow TWP 544 to connect with Highway 2 (Figure 1). The total roadway length is approximately 7.5 km. The ultimate design for the new 127 Street is a four-lane, paved arterial roadway. Regardless of final alignment, important physical features influencing technical road design and precise alignment location are: the river valley crossing, the CNR rail crossing west of Range Road 251, crossings at existing roadways and the need to be consistent with existing planning for 127th Street at the City of Edmonton boundary. West of Range Rd 251, the new 127 Street will be depressed to travel under the CNR tracks, will cross Sturgeon Road at grade and then travel over the Sturgeon River by way of a bridge. The new 127 Street will not be a designated truck route. At the time of this Environmental Overview exercise (in 2011), little additional detail was available regarding road design. Although the precise footprint of the roadway will be determined during the detailed functional planning exercise, this was not yet done at the time of assessment. Although the ultimate paved roadway surface is assumed to be 32 m, the final ROW width will be determined by the cross section used (rural, urban or a mix) and the road plan/profile. ISL has indicated that the final ROW width could be as wide as 100m in some locations. This Environmental Overview, therefore, assumed a standardized 100m ROW. In certain locations there may be a need to temporarily disturb additional lands (up to 20 m in width) to achieve final grades and accommodate construction, however, those locations are not known at this time. This was not, therefore, accounted for in our assessment. Our assessment also assumed that runoff from the bridge and the approaches will not drain directly into the Sturgeon River and thus four stormwater ponds are assumed to be required in the river valley (Figure 1). For this exercise, pond location and size shown were conceptual only. Future stormwater pond planning can be flexible to some degree, to accommodate environmental considerations. Presently, there is no schedule for future planning and construction. Construction would likely be staged, with a two-lane roadway being constructed in the first stage. During this functional planning study, two alignments are under consideration, S-1 and N1-A, (hereafter referred to as South and North alignments) (Figure 2) (CAD data provided to us on 15 2011 June by ISL). Although the two proposed alignments become distinct just north of the City of Edmonton boundary and remain separate from there to Bellerose Drive, they are identical for the remainder of the route. Where common, the two alignments are shown as one alignment on Figure 2. Two versions of the north

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alignment (N-1A and N-1A-2) are under consideration, with the difference between the two limited to the river valley crossing location (Figure 2).

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3.0

ASSESSMENT METHODS

Commensurate with the level of design detail available during functional planning, this environmental overview could not include a detailed comparative analysis of environmental impacts. Rather, the exercise was focused on identifying the preferred alignment from an environmental perspective, by considering the direct, physical and biological effects associated with each option. The exercise focused on identification and reconnaissance level investigation of natural features and resources in the study area. Considerations related to existing buried and surface infrastructure (such as pipelines and residences, respectively) were addressed by others under separate cover. At this point in planning, indirect effects associated with the presence of the new roadway (such as the effects of traffic noise), were considered but not to the same degree. While indirect impacts associated with a new roadway are expected to occur with both alignments, these were not the focus of this exercise. The specific type and magnitude (severity) of indirect impacts are much more difficult to accurately identify with the level of information available at this time. Indirect impacts 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. Direct effects were, therefore, the focus of this exercise. The following tasks were undertaken to identify key environmental considerations associated with the two proposed 127 Street alignments proposed by ISL and Sturgeon County:        

Review of proposed alignments provided to us in CAD format, by ISL, in June 2011. Review of all relevant planning documents associated with proposed development in the immediate area of the proposed alignments. Review of aerial photography covering the alignments, noting physical features, such as wetlands and woodland patches, situated along or near the proposed alignments. Site reconnaissance surveys on 04 May 2011 and 02 June 2011. Determination of the approximate length of the floodplain crossing required by each of the proposed alignments. 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 31 May 2011. A search of the Fish and Wildlife Information Management System (FWMIS) for records of any special status wildlife species in the immediate vicinity of the proposed alignments, conducted 31 May 2011. Review of other relevant reports and documentation provided by Sturgeon County.

Limited access to lands crossed by the alignments influenced our assessment methods and limited our ability to view all natural features at close range.

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3.1

Detailed Methods

3.1.1 Literature Review Numerous documents were provided by Sturgeon County in support of this project. These reports were reviewed for their relevance both in terms of environmental resource information and geographic proximity to the proposed alignments. Based on this review, the following documents were considered most relevant to this preliminary assessment.         

Sturgeon Valley Trails Plan (EDA 2004) Sturgeon Valley Vision Transportation Planning Study (Stantec 2009) Sturgeon Valley Area Structure Plan (Armin A Preiksaitis & Associates 1999) o Quail Ridge Outline Plan (Stantec 2010) Goodridge Corners Neighbourhood Area Structure Plan (Stantec 2009) Phase I ESA, River Lot 57 (Hoggan 2007) Phase I ESA, River Lot 58 (Hoggan 2007) Preliminary Geotechnical Investigation, River Lot 58 (J.R. Paine & Associates 2006) Preliminary Geotechnical Investigation, River Lot 57 (J.R. Paine & Associates 2006) Vegetation Analysis of the Athabasca University Site, Preliminary Analysis (Achuff and Talbot 1971).

Information in these documents was used to identify natural resources/biophysical features in the vicinity of the proposed alignments and assess their value and potential future status. 3.1.2 Identification of Wetland and Woodland Features Potential wetlands and natural woodlands in the study area were first identified through a desktop analysis of aerial photography and GoogleEarth satellite imagery and/or from the roadside. The aerial photography review utilized City of Edmonton and City of St. Alberta regional images from 2005-2009. Since no detailed fieldwork was undertaken for this analysis, and visibility from the roadside for small features was limited, wetland features are listed as potential. For the purposes of this exercise, we defined potential wetlands as any areas prone to water retention and having no significant (mappable) shrub or tree cover (and therefore readily visible on the aerial photographs as having standing water or stained (wet) soils). These features were typically identified in agricultural lands, clearings and along roadsides. In future planning stages, additional ground truthing will be required to conclusively determine the presence of wetlands. 3.1.3 Site Reconnaissance Site reconnaissance (ground truthing) was limited in scope by permission to access privately held lands. Unroaded lands investigated on foot included: all proposed river crossing locations (but viewed from the southeast riverbanks only); portions of Riverlot 56 Natural Area; and portions of the riparian woodland in Riverlot 57, southeast of the river. In addition, all identified natural features situated alongside existing roads were

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viewed from the roadside. Where feasible, we recorded dominant plant species and wildlife species observed; however, no systematic wildlife or vegetation surveys were conducted. 3.1.4 Alignment Comparison Direct physical effects of each alignment were determined by overlaying the ISL CAD files on the most recently available aerial photographs, establishing a 100 m buffer (50m either side of each alignment) and examining the overlap with identified physical features. Assessment of additional associated direct and indirect effects was done on the basis of our professional experience and familiarity with ecological theory and road impact literature. Indirect impacts were considered in a more general way as they require more detailed design information to be comprehensively and confidently assessed.

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4.0 4.1

EXISTING CONDITIONS Regional Setting/Natural Region

The proposed route for 127 Street is located within the Central Parkland Subregion of the Parkland Natural Region (Natural Regions Committee 2006). Two forest types predominate within this subregion. Trembling aspen (Populus tremuloides) is characteristic over much of the area, whereas balsam poplar (P. balsamifera) is common on poorly drained sites. Both forest types usually have a well-developed and diverse shrub understory, which is typically dominated by species such as snowberry (Symphoricarpos albus), saskatoon (Amelanchier alnifolia), beaked hazel (Corylus cornuta), chokecherry (Prunus virginiana), red-osier dogwood (Cornus stolonifera) and willow (Salix spp.). Dark brown and dark gray chernozems and luvisolics are the typical soils. However, native vegetation is uncommon over much of this subregion because of extensive agriculture and other types of human development. As a result, forested habitat is often limited to rough terrain or areas with solonetzic soils (Natural Regions Committee 2006). Mean annual temperature in the subregion is 2oC with an average summer temperature of 13oC (Achuff 1994). Annual precipitation averages 350 to 450 mm of which 300 mm falls during the summer months. 4.2

Study Area

In June 2011, six (6) woodlands were situated in the study area; nine (9) potential wetlands were identified during field exercises and an additional two (2) were identified through satellite imagery analysis (Figure 3). The following are very brief descriptions of each identified feature. 4.2.1

Woodlands

4.2.1.1 Riverlot 56 Riverlot 56 is a protected, provincial Natural Area, covering a total of 108 ha. The area is situated southeast of and adjacent to the Sturgeon River and is within the study area but also extends south to the boundaries of the City of St. Albert. Ownership was transferred from the federal government to the provincial government in 1965 and the area has been informally and formally used for recreation since that time. In 1984, the provincial government granted a recreational lease for this Crown land to the Riverlot 56 Natural Area Society for the sole purpose of recreation, conservation and environmental education (Holland pers. comm.) Today, Riverlot 56 Natural Area is managed by Sustainable Resource Development, Public Lands Division, under the Wilderness Areas, Ecological Reserves, Natural Areas and Heritage Rangelands Act, with direct input from Alberta Tourism Parks and Recreation (TPR) and final management approval residing with the TPR Deputy Minister. The Province notes that many user groups and individuals currently use this area.

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At present, Riverlot 56 Natural Area is split into two parcels by Sturgeon Road and thus is, in effect, two woodlands: the larger parcel, approximately 75 ha in area, is situated to the east of Sturgeon Road and given it’s separation from the remainder, can be considered an upland forest, despite being situated on the upper river valley slopes; the smaller parcel (approximately 33 ha) is consider to be riparian forest as it is situated to the west of Sturgeon Road and extends uninterrupted down to the river’s edge. The total length of Sturgeon Road situated between the eastern and western parcels is approximately 780 m (Plate 1). The canopy of Riverlot 56 is dominated by mature trembling aspen and balsam poplar with paper birch found on moister slopes and white spruce found occasionally throughout (Plate 2). Mature trees reach up to 20 m in height. The western parcel has a substantial hayfield at its centre. The northern edge of the western parcel is demarcated by a recently cleared, narrow corridor that appears to be the result of installation of a new fence. Numerous formal trails are located throughout Riverlot 56; the western parcel contains a single loop trail, while the larger eastern parcel has a network of trails throughout, including ones along the perimeter and through the centre of the woodland.

Plate 1. Distance view of eastern parcel of Riverlot 56, May 2011, looking southwest from Sturgeon Road

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Plate 2. Trembling aspen and balsam poplar dominated stand, west section of Riverlot 56, May 2011 4.2.1.1 Woodland Wo1 Woodland Wo1 is a small (approximately 2.7 ha), balsam poplar/aspen woodland situated immediately east of Range Road 251. The patch is of mixed age, with young regrowth at the edges and more mature trees at the centre. 4.2.1.2 Woodland Wo2 This woodland is a larger (20.5 ha) triangular stand bounded on the east by Range Road 251, the north by cultivation, the west and southwest by a CNR rail line and on the southern tapered tip, by the intersection of a rail line and Veness Road (Plate 3) (Figure 2). This area is an intact balsam poplar/aspen forest with a well-developed understory (Plate 4). Satellite imagery suggests the woodland may include one or two small wetlands (unmapped). The woodland is intact except for the small clearings near edges created for: 1) a telecommunications tower, 2) a pipeline and 3) what appears to have formerly been a residence. The woodland shape and size suggests it may comprise habitat that would support birds dependent on interior habitat (i.e., specialist species that are less tolerant of human disturbance). After Riverlot 56 Natural Area, this forest stand is the most significant block of upland forest habitat in the area. It currently supports no trails or formal recreational use. The Sturgeon Valley ASP does not recognize this area as a natural feature, instead, classifying it as agricultural land, likely based on now outdated natural areas mapping undertaken by the County in 1981. At that time, as a rule, only very large features were recognized as natural areas, owing to the scale of the survey area and the planning values and goals in place at that time. Applying today’s values, which

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Plate 3: View of south tip of Woodland Wo2.

Plate 4: Shrubby understorey at edge of Woodland Wo2

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account for natural features as a diminishing resource and tend to value smaller habitat patches, we would identify this as a feature worth retaining in a developed landscape. In addition, the woodland’s proximity to Riverlot 56 increases its habitat and overall ecological value. At present, there are no NASPs for these lands, thus there is potential for this forest community to be recognized in future plans as worth retaining.

4.2.1.3 Woodland Wo3 This 10.7 ha, riparian forest community, situated immediately east of the Sturgeon River, is dominated by mature balsam poplar, with younger aspen clones throughout. It has a well-developed shrubby understorey that includes some young white spruce (Picea glauca), red-oiser dogwood (Cornus stolonifera), Wood's rose (Rosa woodsii), prickly rose (Rosa acicularis), western snowberry (Symphoricarpos occidentalis), black gooseberry (Ribes lacustre), Manitoba maple (Acer negundo) and occasional white spruce saplings interspersed throughout (Plate 5). The understory includes some herbaceous species that indicate moist soils, such as common horsetail (Equisetum arvense). Like the riparian lands up and downstream, this woodland is noted in the Sturgeon Valley ASP as an environmental protection zone that will remain as undeveloped Environmental Reserve in future. The woodland is bounded by the Sturgeon River on the west, a river oxbow to the north, and a cultivated field on the east and south. To the south, a narrow (85 m) rectangular extension of a cultivated field separates Wo3 from the western parcel of Riverlot 56; however, adjacent to the active floodplain (Plate 6), the Wo3 woodland extends south to connect with Riverlot 56. The extension comprises a regenerating mixedwood stand approximately 0.9 ha in area (Figure 2), with a small wetland component (labeled on Figure 2). This small, young community consists of a canopy of young white spruce and balsam poplar (Populus balsamifera) with willows (Salix spp.), alders (Alnus spp.) and aspen poplars (Populus tremuloides) interspersed throughout the shrub layer and wetland species, particularly reed canary grass (Phragmites australis), dominate the herbaceous layer. This riparian area may have been cleared at one time by the landowner but appears to have been left to regenerate, possibly because it is often too wet to reliably farm. In June of 2011, the area was actively flooded. This regenerating area is equally connected to Riverlot 56 and to Wo3; however, it is included in Wo3 because it is north of the formally defined, fenced, administrative boundary of Riverlot 56.

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Plate 5. Woodland Wo3 with well-developed understory, 02 June 2011

Plate 6. Woodland Wo3 (to left) and floodplain along Sturgeon River

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4.2.1.4 Woodland Wo4 Woodland Wo4, situated northwest of the river, on the upper valley slope, and immediately east of Bellerose Drive, (Figure 2; Plate 7) is a 6.9 ha mixedwood stand. It was not possible to examine the interior of this stand but it appears on imagery to be relatively homogenous and as viewed from the roadside is dominated by mature white spruce.

Plate 7. Woodland Wo4, looking east from Bellrose Drive, 05 May 2011 4.2.1.5 Woodland Wo5 This woodland occupies a short, terminal ravine situated just northwest of Bellerose Drive and stretching west to Range Road 253. Without permission to access land, only the westernmost area was visible from a distance the roadside. The raven woodland canopy appears from a distance to be dominated by trembling aspen and balsam poplar but mature white spruce may occur in some areas. A short, secondary drainage was situated on the westernmost extreme. In May 2011, an area of open water was present in that drainage, extending west from the ravine and abutting Range Road 253 (Plate 8) (see also wetland section). Satellite imagery suggests this is the result of a laneway blocking drainage.

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Plate 8. Woodland Wo5, terminal ravine (background), looking E from Rge Rd 253. Standing water in foreground abuts the ravine and may be the result of blocked drainage. 4.2.2 Wetlands Most of the potential wetlands situated in the study area were small and isolated and appeared to be degraded (Plate 9). The wetlands were too small to delineate at the mapping scale used for other features but general locations are shown on Figure 2. Eight potential wetlands are situated west of Coal Mine Road, primarily along Township Road 544. An engineered drainage channel is also situated to the south of Township Road 544. The channel is obvious on some aerial photographs but is a more subtle feature in the field. A ninth mapped potential wetland is situated immediately east of the Sturgeon River and noted above as part of an extension of woodland Wo3. Analysis of satellite imagery suggests the presence of two small wetlands east of Range Road 251 (Figure 2). In addition, field investigations revealed standing water in the westernmost extreme of a ravine noted on Figure 2 as Wo5. This appears to be a wetland but it may not be naturally occurring. Satellite imagery suggests that this is a short, blocked drainage to the mainstream of the ravine. Each of the above potential wetlands will require additional investigation during future planning and if natural wetlands are present and affected by development, they will require approval for removal, in accordance with the Alberta Water Act and the Province’s Interim Wetland Management in the Settled Area of Alberta. All of these wetlands should be investigated further in future planning phases.

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Plate 9. Typical degraded potential wetland in farm field along TWP Rd 544 4.2.3 Active River Floodplain In the study area, the Sturgeon River is situated in a wide, U-shaped valley, characterized by long, gentle slopes on both sides. Much of the valley has been altered for cultivation. Mapped floodplain limits were not available to us for this study. The river channel and naturally vegetated floodplain are relatively narrow. A narrow zone dominated by wetland grasses, such as reed canary grass, likely represents the frequently flooded zone (Plate 10; Figure 2). Lands that we assume to be in the 1:100 year floodplain have been altered for agricultural purposes. In May and June 2011, when the river was very high, cultivated parcels west of the river were flooded to their upslope margin (Figure 2). Spring 2011 observations suggest that in the study area, the floodplain is wider to the west of the river than the east. The floodplain occupies the majority of the agricultural field to the west of the Sturgeon River, while occupying a comparatively narrow riparian zone to the east of the river. Deer tracks and a muskrat were observed in the floodplain on 02 June 2011. East of the river and immediately north of woodland Wo3, the active floodplain widens significantly and is occupied by a classic river oxbow (Figure 2; Plate 11), extending north beyond the study area. The oxbow channel, which was fully flooded in June 2011 measures approximately 940 linear m. At that location, the floodplain measures approximately 300 m wide, from the east river bank east to the wooded floodplain margin. In June 2011, the oxbow and adjacent lands were flooded and appeared to function much like a wetland. This oxbow and adjacent open riparian lands appear to be in good condition (non-degraded) and during our reconnaissance survey several bird species were noted, including red-winged black bird, yellow warbler, blue-winged teal,

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American robin, song sparrow, sora and clay-coloured sparrow. Two species of frogs (boreal chorus and wood frog) and an active beaver colony were also observed.

Plate 9. Wider floodplain east of Sturgeon River, near oxbow, June 2011

Plate 10. Oxbow looking N, riparian zone to left, wooded buffer to right, June 2011.

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4.2.1 Ecological Connectivity The Sturgeon River Valley is assumed by us to be an important regional wildlife movement corridor. This assumption is based on the known importance of river valleys as regional movement corridors. The valley in the study area is assumed to be a high functioning movement corridor on the basis of the relatively flat valley terrain, which poses no constraints to wildlife movement, the significant natural features present east of the river and the lack of barriers in both the study area and downstream reaches. Upstream, the corridor function is likely reduced for some species in the urbanized riparian areas of the City of St. Albert. The floodplain wildlife movement corridor function is one that should be protected during roadway development. 4.2.2 Fish The Sturgeon River is known to be a slow-moving, fish-bearing, Class C river (Spencer Environmental 2004). Fisheries investigations were not included in the scope of the current study. Fish and fish habitat will have to be considered in detail when an alignment has been selected and bridge design is underway. Based on apparent similarities in superficial character, such as river width and overall appearance and the maximum separation of only 325 m between alignment crossings, at this point, fish and fish habitat issues were assumed to be common to both alignments. 4.2.3 Special Status Plant and Wildlife Species The ACIMS database holds no special status plant species or plant community records within the study area (Alberta Parks, Tourism and Recreation 2011). The FWMIS database holds two recent records of wildlife species in the study area, both listed as Sensitive. A Swainson’s hawk was recorded on lands north of Township Road 544, between St. Alberta Trail and Range Road 253 (Alberta Sustainable Resource Development 2010). There is one record of a bald eagle observed in the F1 forest stand situated along Range Road 251 and south of Township Road 542 (Alberta Sustainable Resource Development 2010). Neither of these species is listed by the federal government under the Species at Risk Act. This sighting was likely a bird passing through rather than in residence.

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5.0

ENVIRONMENTAL ISSUES

The presence of the above-described features in proximity to, or traversed by, one or both alignments identifies certain potential environmental issues that were considered when comparing the environmental implications of each alignment. Following is a listing of the potential issues associated with the new 127 Street, regardless of alignment, organized by subject area and expressed as questions. These relate primarily to direct impacts but do capture some indirect impacts. This list is not intended to be an exhaustive list of issues, rather it represents the issues most closely associated with the objectives of this environmental overview exercise. 5.1   

5.2     

5.3      

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Hydrology Will the installation of a bridge, including piles, piers and abutments over the Sturgeon River, adversely affect flows or the ability of the Sturgeon River to provide flood storage? Will road construction result in the disturbance or alteration of any surface water drainage or features including wetlands and ephemeral drainages? Would construction activities or road operation result in sedimentation of or introduction of hazardous substances into the Sturgeon River? Vegetation Will the project result in the removal of upland native plant communities? Will wetland plant communities be affected by the project? Does the project have the potential to affect rare, threatened or endangered plants or unique vegetation communities? Will construction activities or the presence of a road potentially introduce weedy species to nearby agriculture and naturally vegetated areas? Is there potential for vegetation changes in natural habitat patches as a result of altered drainage patterns caused by the proposed roadway? Wildlife How much existing wildlife habitat will be removed? Is there any critical habitat that will be affected? Will any federally or provincially-ranked special status wildlife species be affected by construction activities? Will construction activities result in alienation of wildlife from the remaining natural habitat patches in the area? Will disturbance from moving vehicles and traffic noise displace wildlife species, including avifauna from existing habitat patches? Is there potential for road lighting to adversely affect avian use of lands adjacent to the roadway? Will wildlife movement be blocked or impeded by roadway construction activities, or by roadway operation?

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

5.4    

5.5   5.6 

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Is there increased potential for animal mortality from wildlife-vehicle collisions? Fish and Aquatic Resources Will fish habitat be affected or removed for bridge construction? Will bridge construction activities introduce deleterious substances into the Sturgeon River, either directly or through the stormwater management system, thereby affecting fish and fish habitat? Will any rare or sensitive fish species be affected by the project footprint? Will new outfalls to the river be required and will that discharge affect fish and fish habitat? Noise Will construction-related noise adversely affect residents or recreationists? Will road noise affect nature appreciation activities at Riverlot 56?

local

Heritage Resources Will previously undiscovered artifacts be disturbed as a result of construction activities?

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6.0

ALIGNMENT COMPARISON

In the following report sections, the common alignment segments are discussed first, and the unique alignment segments second. The reader can refer to Figure 3 for an illustration of alignment overlap with physical features. 6.1

Common Alignment Segments

6.1.1 City of Edmonton Limits to North and South Alignment Bifurcation This segment of the alignment crosses through cultivated field. In this area, one potential wetland may be affected by the alignment. 6.1.2 Immediately south of Bellerose Drive West to Hwy 2 This leg of the alignment passes through cultivated lands until it joins Township Road 544 and then ties into Hwy 2. Eight potential wetlands and an ephemeral drainage are situated west of Coal Mine Road along this segment. The drainage and the wetlands may be affected by construction. Just northwest of Bellerose Drive, the alignment ROW edge would intersect with the downslope end of woodland Wo5 by approximately 20 m at its furthest extent. Design may have to consider slopes and hydrology in this area. Shifting the ROW to avoid creating new woodland edge may be called for. At present, as concepts, the ponds are shown as common to both alignments. If this is the case, regardless of the alignment selected, two of the four potential stormwater management ponds for the Sturgeon River crossing will likely also affect small areas of riparian forest. The southeast pond is shown as located in the margin of the Wo3 woodland. The southwest pond is shown as located within the margin of the forested Riverlot 56 Natural Area. It may be that these ponds, as yet unsized, could be located so as to minimize their impact on these woodland communities. If the North alignment would necessitate placing two ponds rather than one, in the main area of Wo3, this would make the North alignment less desirable. 6.1.3 Summary of Common Alignment Segments With the possible exception of the stormwater ponds that may be located in the river valley, the alignment segments common to both alternatives have low potential to adversely affect valuable resources. 6.2

Unique Alignment Segments 6.2.1

Alignment S-1 (South Alignment)- East of Range Rd 251 to Bellerose Drive East of Range Rd 251, the South alignment crosses through Wo1, the smallest local woodland, cutting through the southern half of this patch. This would effectively remove almost half of this woodland and would likely alter the character of the remaining woodland.

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CNR

Sturgeon Rd

Bellerose Dr

Oxbow

2 54 d pR

d2 eR Rg

53 We

Sturgeon County

Coal M ine

d2 eR Rg

44 5 d pR

Wo1

Wo3

Wo5

Wo2

Wo4

7 12

Riverlot 56 Natural Area n Ve s es

Poundmaker Rd

City of Edmonton

City of St. Albert

Legend S-1 Proposed Alignment Alternative

S-1 Proposed Stormwater Ponds

MunicipalBoundary

N-1A Proposed Alignment Alternative

N-1 Proposed Stormwater Ponds

Edmonton

N-1A-2 (Alternative River Crossing)

Riverlot 56 Natural Area Boundary

St. Albert

Drainage Channel Flooded, May 2011 *With 100m corridor centered on proposed alignments Wo=Woodland Area; We=Potential Wetlands 2009 Air photo provided by the City of St. Albert

TUC Study Area

Figure 3. Direct Impacts of Two Proposed Alignments 0

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The South alignment then crosses Range Road 251 and enters the larger woodland (Wo2). The alignment would cut through the north portion of this woodland for a length of approximately 400 m, removing approximately 5.3 ha (approximately 25%) of the woodland. At this reduced size and new shape, the woodland may no longer be suitable habitat for interior avian species. This incursion would also create a new north edge on the remaining woodland. A new edge creates potential for weed invasion, changes in plant community composition within the northern portion, future loss of trees to windthrow, an increase in edge tolerant wildlife and plant species (Foreman et al. 2003). As noted above, one or two small wetlands located within woodland Wo2 may also be affected. As it exits woodland Wo2, the alignment veers north then southwest to allow for a perpendicular crossing at the CNR tracks. From there it crosses Sturgeon Road and traverses farmed land, following the north margin of both east and west parcels of Riverlot 56 Natural Area for a length of approximately 1 km. Along the western parcel, the alignment follows an existing cultivated parcel between Riverlot 56 and Wo3, for approximately 600 m. The ROW would not physically encroach on the Natural Area boundary but would effectively form the new northern boundary of the majority of this Natural Area. The alignment may require removal of a narrow (less than 5 m) strip off the south margin of woodland Wo3 and would require removal of all of the southern regenerating extension of Wo3 (approximately 0.9 ha) at the river’s edge, including the wetland component. All other riparian forest in W03 would remain intact. The minimal effect of this alternative on the riparian forest is the most significant positive aspect of this route. Conversely, the proximity of the new roadway to Riverlot 56 Natural Area has potential to lead to some adverse indirect effects, such as higher vehicle/wildlife collisions and vehicle noise that interferes with nature-based recreational activities. New roads have been found to render many indirect effects on bordering Natural Areas, however the specifics relate to the type and design of the road, the type of Natural Area, the former adjacent land uses, whether or not new edge is created, the fauna using the Natural Area, the landscape setting of the Natural Area, etc. To identify which indirect effects might occur in this case, more detail must first be known about the road and its precise location, such as the distance between the road surface and the Natural Area and the nature of the ROW. For example, the introduction of a road in this location does create potential for vehicle-wildlife collisions; however, the potential would depend on a number of factors including the land uses in place north of the roadway, traffic volumes, posted speed limit, ROW landscaping. The potential for collisions may be greatest along the western parcel of the Natural Area, where woodland would remain both north and south of the roadway, making the area more attractive for wildlife movement. Weed incidence in the Natural Area may also increase relative to today, although this may not be the case, since new edge would not be created and the new ROW, if well maintained may be less weedy than the edge of the existing bordering cultivated field. It may be prudent to undertake a baseline weed inventory for the northern portion of Riverlot 56 in the next planning phase. The increase in traffic noise in Riverlot 56, an area that is currently considered by

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most to be a peaceful, natural setting, is a potential adverse effect that should be investigated, with special regard for how far the increased traffic noise would penetrate. Upon crossing the river and the expansive west floodplain, the alignment climbs out of the valley through agricultural lands, bends around Woodland Wo4 – a mixedwood forested area east of Bellerose Drive – and ties into Bellerose Drive. At 100 m in width, the ROW will encroach on the northeast corner of Woodland Wo4 by approximately 20 m. This woodland should be investigated further and the need for and feasibility of avoidance considered. Mixedwood stands are less common than deciduous woodlands in this area and provide specialist habitat and habitat functions for a variety of wildlife species (e.g., winter thermal cover for ungulates). 6.2.2

Alignment N1-A (and N-1- A2) (North Alignment) - East of Range Rd 251 to Bellerose Drive This alignment includes two river crossing options, one represented by the solid yellow line (N-1-A) and the other represented as a broken line (N-1A-2) (Figure 3). East of Range Road 251, this alignment veers north and then northwest, traversing agricultural lands and crossing Range Road 251, the CNR tracks and Sturgeon Road. This alignment avoids woodlands Wo1 and Wo2 completely. West of Sturgeon Road, the first natural feature encountered is woodland Wo3. Both options cross through that woodland in close proximity to the oxbow feature; however, the alternate river crossing, N1-A-2, is closer to the oxbow (Figure 3) and would remove virtually all woodland habitat adjacent to the oxbow’s south boundary. In fact, the 100m buffer shows that the N1-A-2 option would likely also directly affect the oxbow. Oxbow wetlands are relatively uncommon and typically are valued and productive habitat. This oxbow is likely to be owned by the Crown, necessitating one approval more than would the other crossing options. Considering all of the above, the N1-A-2 river crossing is the least preferred option. While N1-A would have a lesser impact on the oxbow than would N1-A-2, it would also remove much of the existing woodland habitat that currently buffers the wetland and directly contributes to the oxbow wetland functions and values, leaving only a very narrow strip of trees if any. Wetland upland buffers are known to contribute significantly to a wetland’s functions and values (D. A. Westworth and Associates 1993, Fischer and Fischenich 2000, North American Wetlands Conservation Council 2000; Connecticut Rivers Joint Commission 2000; Environment Canada 2001). Further, this alignment would fragment the Wo3 woodland, leaving two smaller patches and creating two new forest edges. At least 1/3 of the woodland patch would be removed. West of the river, the north alignment climbs out of the valley through cultivated lands to join S-1 just south of Bellerose Drive. This North alignment would avoid woodland Wo4, completely. Many of the indirect impacts that may occur in Riverlot 56 as a result of the South alignment also have potential to occur in Wo3 as result of the North alignment. The exception is the potential for increased traffic noise to adversely affect recreation activities. There are currently no recreational activities in woodland Wo3, which is

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situated on a privately –owned parcel and, unlike Riverlot 56, has no formal recreational mandate. 6.3

Other Considerations

With respect to special status species records (plants and animals), there is no known difference between alignment options. However, is this case, an absence of records may indicate an absence of studies, which would provide little assurance of no impact. Sitespecific vegetation and wildlife surveys of all affected natural features are recommended for future planning stages as there is potential for any one of the natural features in the study area to support special status species. Other than directly adjacent to the oxbow, with respect to hydrology, fisheries and active floodplain impacts, there is little to distinguish the three proposed river crossing alignments. All crossings under consideration involve occupying the river’s floodplain, in some form, for similar lengths and working in the immediate vicinity of the river and possibly in the river channel. All three crossings traverse the wide, cultivated floodplain west of the river. There are no precipitous riverbank or valley slopes or significant differences in terrain associated with any crossing. Coarsely assessed, the frequently flooded floodplain (defined as supporting shallow marsh and wet meadow plant communities) is similar in width among the three options, as may be the active river channel. All three crossings would introduce a new barrier to wildlife movement in what is presumed to be a regionally-significant wildlife movement corridor. Bridge abutments and approaches should be designed to minimize adverse impacts on the movement corridor. Roadway lighting within the river valley and in the vicinity of large patches of woodland, such as Riverlot 56 Natural Area and Wo2, should be carefully designed to minimize trespass lighting. It is possible that site-specific fish habitat information would point to a preferred bridge location; however, this was beyond the scope of our assessment. Depending on bridge design, a fish habitat assessment may be required in future planning phases in support of an Authorization under the Fisheries Act. It may also be required in compliance with the Province’s Code of Practice for Watercourse Crossings. In accordance with Alberta’s Historical Resources Act, the potential for historic resources should be assessed for all directly affected lands. Riparian areas are typically considered to have high potential to support such resources.

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7.0

SUMMARY AND CONCLUSIONS

The South alignment potentially affects two to four wetland features that Alignment N-1A does not. Since the additional wetland features are isolated and small in nature, the overall potential impacts on wetlands (with the exception of the oxbow) for the two alignments remains relatively equal. Again, with the exception of the oxbow, the approval process to remove wetlands would be similar for both alignments. See Table 7.1 for a summary of these impacts. With respect to upland impacts, the most significant difference between the alignments is that the South alignment cuts through the Wo2 forest community on Range Road 251, whereas the North alignment avoids that woodland. Woodland Wo2 has high conservation value, owing to its size, shape and location and has potential to be retained during future development. On that basis, east of Sturgeon Road, the North alignment is the preferred alignment. West of Sturgeon Road, the South alignment follows an existing clearing to the narrowest band of intact riparian habitat, and has relatively little direct impact on riparian woodland. In contrast, west of Sturgeon Road, the North alignment would result in greater riparian fragmentation by introducing a new clearing, fragmenting an intact wetland/upland complex, and depending on the option selected, encroaching on an intact oxbow wetland that is likely Crown-owned. Conversely, the South alignment has greater potential to indirectly and adversely affect the existing, highly valued Riverlot 56 Natural Area, most likely through the introduction of a new source of traffic noise. Both routes have potential to result in increased animal-vehicle collisions. Proposed ponds for the Sturgeon River crossing were given little weight in this assessment because: their placement is seen to be more flexible, they have not yet been sized and pond locations for the alternative Sturgeon River crossing of N1-A were not provided. That notwithstanding, the ponds associated with the North alignment appear to have potential to be more intrusive than those associated with the South alignment. Table 1 summarizes the most significant effects discussed in this overview. On balance, considering the importance of riparian habitat in general and the largely intact nature of the band of riparian habitat east of the Sturgeon River - from Riverlot 56 north to the oxbow but particularly between Riverlot 57 and the oxbow - and the presumed importance of the Sturgeon Valley corridor as a regional wildlife movement corridor, the alignment that least affects those lands, the South alignment, is the preferred alignment. That alignment does, however, have more potential to indirectly affect Riverlot 56, owing to its proximity to that Natural Area and the high recreational use that the area receives. If the North alignment is selected, the alignment should be shifted as far south as possible to provide the widest possible buffer between the oxbow and the roadway and reduce fragmentation of woodland Wo3.

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Avoids woodland Wo2 Avoids fragmentation of Wo3 Avoids creating new woodland edge Moves road away from boundary of east parcel of Riverlot 56

   

May 2012

North – N1-A-2 (pertains only to lands southeast of and crossing the Sturgeon River) Recommended Merged/Modified Alignment 



127th Street, Sturgeon County, Functional Planning Study Environmental Overview



   



Fragments and removes much of middle portion of woodland Wo3, important riparian woodland, creates new edge Avoids woodland Wo2 Locates road away from Riverlot 56 Removes a larger area of woodland Wo3, creates new edge Removes all of southern woodland buffer from oxbow wetland



North - N1-A



Removes approximately 5.3 ha (25%) of woodland Wo2,  a large ecologically well-connected woodland, creates new edge May involve removal of a narrow strip off south edge of Wo3, and removes the southern extension of that woodland but otherwise avoids most of Wo3 by using existing clearing Introduces road close to north margin of Riverlot 56, which may adversely affect recreational use



South - S1

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Avoids effects on oxbow wetland area and function

Removes part or all of approximately 9 small, isolated wetlands Removes part of oxbow wetland wooded buffer reducing function Introduces a barrier between remaining woodland and oxbow Potentially encroaches directly on oxbow wetland

Removes part or all of up to 12 small, isolated wetlands

Wetland Effect

Woodland Effects

Alignment

Table 7.1: Summary of most significant potential effects, by alignment

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Based on available data, no detectable difference between options

River/Floodplain Crossing

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From an environmental resource perspective, a preferred alignment is one that merges the two options currently under consideration. The preferred alignment follows the N-1-A alignment from Goodridge Corners until an unspecified location between Range Road 251 and Sturgeon Road, and then merges with alignment S-1. This alignment would ensure that impacts on both woodland Wo3 and the riparian environment immediately east of the Sturgeon River would be avoided and/or minimized. It would also allow for the road to be more removed from the east parcel of Riverlot 56 but still allow it to take advantage of the clearing in place between Riverlot 56 and the Wo3 woodland. A conceptual rendering of one such alignment is shown in Figure 4. Summary of Recommendations Following is a brief summary of the recommendations made throughout this report, with respect to future planning stages:     

May 2012

Further investigate all features identified as potential wetlands affected by selected alignments, in compliance with the interim wetland policy and the Water Act. Conduct wildlife and vegetation surveys for all features affected by selected alignment. Minimize adverse impacts on wildlife movement, by identifying corridors and designing to avoid impacts. Protect the wildlife movement corridor(s) in the Sturgeon River Valley. Undertake fisheries investigations at the selected river crossing. If introduction of weeds in Riverlot 56 Natural Area becomes an identified impact, establish a baseline weed condition for the northern potentially affected portions of the Natural Area.

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CNR

Sturgeon Rd

Bellerose Dr

Oxbow

2 54 d pR

d2 eR Rg

53 We

Sturgeon County

Coal M ine

d2 eR Rg

44 5 d pR

Wo1

Wo3

Wo5

Wo2

Wo4

7 12

Riverlot 56 Natural Area n Ve s es

Poundmaker Rd

City of Edmonton

City of St. Albert

Figure 4. Recommended Modified Alignment (Conceptual)

Legend Recommended Alignment Drainage Channel Riverlot 56 Natural Area Boundary

TUC Study Area

MunicipalBoundary Edmonton

*Wo=Woodland Area; We=Potential Wetlands 2009 Air photo provided by the City of St. Albert

St. Albert

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8.0

REFERENCES

Achuff, Peter L.; Talbot, Stephen S. 1971. Vegetation Analysis of the Athabasca University Site, A Preliminary Report. University of Alberta Department of Botany. Edmonton, Alberta. Alberta Sustainable Resource Development. 2010. Fish and Wildlife Management Information System (FWMIS). http://xnet.env.gov.ab.ca/imf/imfAlbertaUserAgreeSubmit.jsp?site=fw_mis_pub. Alberta Parks, Tourism and Recreation. 2011. Alberta Conservation Information Management System (ACIMS). http://tpr.alberta.ca/parks/heritageinfocentre/datarequests/searchdata.aspx. Armin A. Preiksaitis & Associates. 1999. Sturgeon Valley Area Structure Plan. Prepared for Sturgeon County. Edmonton, Alberta. D. A. Westworth and Associates. 1993. Functions and values of Alberta’s wetlands. Prepared for Wetlands Management Steering Committee. Edmonton, Alberta. 93pp. Fischer, R. A. and J. C. Fischenich. 2000. Design recommendations for riparian corridors and vegetated buffer strips. EMRRP Technical Notes Collection; ERDC TN-EMRRP-SR-24. U.S. Army Engineer Research and Development Center, Vicksburg, MS. (URL: www.wes.army.mil/el/emrrp). 17pp. North American Wetlands Conservation Council (Canada). 2000. Wetland Mitigation in Canada, A Framework for Application. Edited by Kenneth W. Cox and Allison Grose. Issues Paper No. 2000-1. North American Wetlands Conservation Council (Canada), Ottawa, Ontario. Connecticut River Joint Commissions, Charlestown, NH. 2000. Riparian buffers for the Connecticut river valley. (URL: httpL//www.crjc.org/riparianbuffers.htm). EDA Collaborative Inc. 2004. Sturgeon County Trails Plan, 2004 Report. Edmonton, Alberta. Environment Canada. 2001. Wetlands Environmental Assessment Guideline. (URL: http://www.cws-scf.ec.gc.ca/eass/wetl/intro_e.html). Prepared by Canadian Wildlife Services. Foreman, R.T.T.; Sperling, D.; Bissonette, J.A.; Clevenger, A.P.; Cutshall, C.D.; Dale, V.H.; Fahrig, L.; France, R.; Goldman, C.R.; Heanue, K.; Jones, J.A.; Swanson, F.J.; Turrentine, T.; Winter, T.C. 2003. Road Ecology: Science and Solutions. Island Press: Washington D.C.

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Hoggan Engineering & Testing (1980) Ltd. 2007. Environmental Site Assessment Phase I, River Lot 57. Prepared for Beaverbrook Management. Edmonton, Alberta. Hoggan Engineering & Testing (1980) ltd. 2007. Environmental Site Assessment Phase I, River Lot 58. Prepared for WAM Development Group. Edmonton, Alberta. J.R. Paine & Associates Ltd. 2006. Pre-Purchase Assessment, River Lot 58. Prepared for WAM Development Group. Edmonton, Alberta. J.R. Paine & Associates Ltd. 2007. Pre-Purchase Assessment, River Lot 58. Prepared for Beaverbrook Development Ltd. Edmonton, Alberta. Spencer Environmental Management Ltd. 2004. West Regional Road, Environmental Impact Assessment. Prepared for City of St. Alberta, Planning and Engineering. Edmonton, Alberta. Stantec Consulting Ltd. 2009. Goodridge Corners Neighbourhood Area Structure Plan. Prepared for the City of Edmonton, Asset Management & Public Works. Edmonton, Alberta. Stantec Consulting Ltd. 2009. Sturgeon Valley Vision Transportation Planning Study. Edmonton, Alberta. Stantec Consulting Ltd. 2010. Quail Ridge Outline Plan. Prepared for Beaverbrook Sturgeon Ltd. WAM Developments. Edmonton, Alberta.

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

TABLE OF CONTENTS

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

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

METHODOLOGY ........................................................................................................... 2

SUMMARY OF INFORMATION GATHERED ................................................................ 2 4.1 Literature Review ............................................................................................... 2 4.2 Air Photo Interpretation ...................................................................................... 2 4.3 Coal Mining Activity ............................................................................................ 3 4.4 Site Reconnaissance.......................................................................................... 3

SITE DESCRIPTION...................................................................................................... 4 5.1 Overview ............................................................................................................ 4 5.2 Geology .............................................................................................................. 5 5.2.1 Surficial Geology.................................................................................. 5 5.2.2 Bedrock ............................................................................................... 6 5.3 Summary of Geotechnical Information ............................................................... 6

PRELIMINARY GEOTECHNICAL ASSESSMENT ........................................................ 8 6.1 Overview ............................................................................................................ 8 6.2 Cut Areas ........................................................................................................... 8 6.2.1 General Comments.............................................................................. 8 6.2.2 North of Bellrose Drive......................................................................... 9 6.3 Fill Areas ............................................................................................................ 9

FURTHER STUDY ....................................................................................................... 10

LIMITATION AND USE OF THIS REPORT ................................................................. 10

STATEMENT OF LIMITATIONS AND CONDITIONS

TABLE OF CONTENTS CONTINUED… REFERENCES APPENDIX A:  Drawing No. 19-598-362-1 Site Plan and Profile  Drawing No. 19-598-362-2 Locations of Existing Information  Drawing No. 19-598-362-3 Air Photo Interpretation/Surficial Geology  Drawing No. 19-598-362-4 Historical Coal Mining Operations APPENDIX B:  Selected Photographs

INTRODUCTION

This report presents the results of a preliminary geotechnical assessment conducted by Thurber Engineering Ltd. (Thurber) in support of a Functional Planning Study undertaken by ISL Engineering and Land Services (ISL) for Sturgeon County, for the 127 Street Arterial Roadway connecting the north boundary of City of Edmonton to Highway 2 at Township Road 544, Alberta. The study reported herein is based on a "desktop" review and a site reconnaissance carried out in general accordance with our proposal to Mr. Hassan Shaheen, P.Eng. of (ISL) dated January 28, 2011. This study did not include a geotechnical drilling program or drilling for soil and groundwater environmental contamination assessment. 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

Sturgeon County has a well-developed roadway network within the Sturgeon River valley. The addition of 127th Street through the valley will provide connection with north Edmonton where it will tie into Anthony Henday Drive and with Highway 2 north of St. Albert. The major features of the roadway will include the crossing of the Sturgeon River and intersections with Sturgeon Road and Bellerose Drive, along with a grade separation at the CNR rail line. Two main alignments with subsidiary elements were originally considered for the development by ISL; at the time of report preparation a single alignment had been chosen as indicated on the Site Plan, Drawing 19-598-362-1, included in Appendix A. The alignment profile is also shown on the drawing, indicating cut requirements of up to about 11 m just north of Bellrose Drive and also near the proposed rail crossing located south of Sturgeon Road. Fill heights within the bottom of the river valley up to about 6 m are identified between the two cuts. It is understood that back slopes are in general proposed to be 4H:1V or flatter, except in areas where the deep cuts are proposed. The back slope angles at the deep cut locations are proposed to be 3H:1V. Side slope angles are proposed at 5H:1V throughout the project. The ditches are designed to have a minimum bottom width of 1 m. Client: File: e-file:

ISL Engineering and Land Services Ltd. 19-598-362 \\H\19\598-362 rpt- Edm

Date: June 7, 2012 Page 1 of 12

METHODOLOGY

The desktop study and site reconnaissance consisted of the following tasks: 

A review of existing information consisting of available geological maps, topographic maps, geotechnical reports and Thurber’s in-house files;



An Air Photo Interpretation using stereo aerial photography (1:30,000 from 1982 and 1:20,000 from 2008); and



A site reconnaissance of the area of the two originally proposed alignments was carried out by Mr. Don Law, P. Eng. and Mr. Jude Loi, P. Eng. of Thurber accompanied by Ms. Jenny Burgess, P. Eng. of ISL on June 2, 2011. A second site reconnaissance was undertaken by Mr. Law on November 3, 2011 specifically to view the area adjacent to the existing ACRWC waterline/sewer force main at a location to the north of Bellerose Drive.

The following provides a summary of the information gathered and preliminary geotechnical recommendations for the proposed development. 4.

SUMMARY OF INFORMATION GATHERED

4.1

Literature Review

A total of ten geotechnical reports have been identified with information specific to the area of interest; eight of which include test hole logs. A list of these references is included at the end of the text of this report and their locations are plotted on Drawing 19-598-362-2, Appendix A. A summary of the findings from the test hole logs reviewed is provided in Section 5.3 of this report. In addition, published geological mapping was reviewed and used to supplement the results of the aerial photograph review. A list of the reference maps used in the assessment is also included in the reference section at the end of the report. 4.2

Air Photo Interpretation

The aerial photography from 1982 (scale 1:30,000) and from 2008 (scale 1:20,000) were used for the geomorphological interpretation. The air photographs were compared with the field reconnaissance data and existing published map information. Drawing 19-598-362-3, Client: File: e-file:

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Date: June 7, 2012 Page 2 of 12

Appendix A, presents the results of the air photo interpretation, and a brief description is provided below. More detail is provided in Section 5.2. Glaciolacustrine deposits are expected over most of the alignment, including silt and clay interbedded with minor sand zones. Within the bottom of the valley adjacent to the Sturgeon River, resent fluvial and glaciofluvial deposits consisting of stream alluvium (silt, clay and sand) may be expected near surface. The extents of the fluvial deposits determined from the review are shown on Drawing 19-598-362-3. Organics (peat) are also expected adjacent to the river in low lying areas, typically in the order of 1 m thick or less. The results of the air photograph interpretation indicate no signs of active or ancient slope instability along the proposed alignment. Further, the slopes of the Sturgeon River Valley appear stable in the vicinity of the alignment at the scale viewed. 4.3

Coal Mining Activity

There is no known current coal mining activity in the local region. Information available through Energy and Utilities Board (EUB) of Alberta was reviewed, which indicated historical coal mining activity in the area. This included a small underground mine located approximately 1 km south of the proposed roadway alignment, and a larger underground coal mine in Sections 35 and 36 of Township 54, Range 25 W4M, with its boundary located approximately 2.5 km northeast of the proposed alignment. The approximate location of these historical mines is shown on Drawing 19-598-362-4, Appendix A. Due to the distance from the proposed alignment, historical mining activity is not expected to have a negative impact on the roadway development. 4.4

Site Reconnaissance

The results of the site reconnaissance undertaken on June 2, 2011 indicate that the surface conditions along most of the proposed alignment consist primarily of cleared flat to gently rolling farmland. Trees are present in small groves along the edges of the proposed alignment at a few locations, and also ringing a few of the low lying (potential organic) areas. Organic materials (including peat and/or organic silt and clay) can be expected in low lying, poorly drained areas and adjacent to water courses with low flow environments such as the Sturgeon River. The slope adjacent to the Sturgeon River on the southeast side of the proposed crossing location are subdued, and is presently uncultivated for a distance of about 200 m from the Client: File: e-file:

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Date: June 7, 2012 Page 3 of 12

river edge. The area has been cleared at some time in the past, however some brush and trees have regrown in the area. Low relief of up to about 6 m at a slope of 12° to the horizontal was noted on the southeast bank at a location about 500 metres to the northeast of the proposed alignment. The northwest side of the river is flat, and is presently in cropland. There are no signs in the area of active slope instability (leaning trees, scarps, bulges) and no seepage was observed from the slopes. The second site reconnaissance was undertaken on November 3, 2011 to view the area adjacent to the existing ACRWC waterline/sewer force main located north of Bellerose Drive. It is understood that the chosen alignment is located to the east of the roadway and sewer line; there is no evidence of slope instability at this location. Consideration was previously given to a roadway alignment located to the west of the existing road and sewer line, where a ravine feature is present. The ravine appears to be an intermittent watercourse with no defined outlet (spills into cropland with no drainage course evident). The side slopes of the ravine are relatively flat (less than 15° to the horizontal) near its outlet at a location approximately 70 m west of the existing road, and no signs of significant slope instability are evident. Selected photographs taken during the two site visits are presented in Appendix B. The locations of the photos are shown on Drawing 19-598-362-1, Appendix A. 5.

SITE DESCRIPTION

5.1

Overview

The Sturgeon River Valley was formed during and after the drainage of the glacial Lake Edmonton (Urban Geology of Edmonton). The valley is approximately 40 m deep at this location, and is approximately 2.5 km wide. The current valley is inserted in glacial deposits in general following the thalweg of the “Sturgeon Buried Valley,” located approximately as shown on Drawing 19-598-362-3 in Appendix A. The current Sturgeon River is considered a misfit stream that meanders in the bottom of the much larger valley connecting Big Lake located upstream to the southwest and the North Saskatchewan River downstream to the northeast. The land use in the area in general consists of mixed farmland with some extensive undeveloped lowland areas.

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5.2

Geology

5.2.1

Surficial Geology

There are two major surficial geological units in the area of interest; alluvium and glacial deposits: 

Alluvium: The alluvium is located in the bottom of the valley along the current Sturgeon River, and is typically composed of silt, clay and fine sand. The alluvium is in total only a few meters thick and in most of the area is covered by a thin layer of organic material. The abandoned river meanders are now visible as oxbow lakes. Most of the oxbow lakes are partially filled by organic material.



Glacial Deposits: In the study area the surficial deposits are typically expected to be between 20 m and 40 m thick, with some areas less than 10 m and others potentially deeper than 50 m. The surficial deposits will generally be composed of silt and sand, clay till, and sand/gravel. The uppermost layer of these deposits include glaciolacustrine materials mostly composed of clays with some silt and sand layers, which were deposited at the time of glacial Lake Edmonton. The glaciolacustrine deposits are typically underlain by clay till and granular deposits. The bottom of the buried valley is typically filled with sand and gravel deposits which in general are expected to become coarser with depth. Based on recent (2011) geological mapping, the depth to bedrock in the vicinity of the proposed river crossing is expected to be between 20 m and 30 m below existing ground surface. The thalweg of a pre-glacial buried channel however is located near to the proposed crossing location, as shown on Drawing 19-598-362-3; depths to bedrock of up to 85 m have been reported in the Sturgeon Valley area within the buried channel. The clay is typically firm to stiff and is often significantly wet of its Optimum Moisture Content. Thick silt deposits have also been encountered in the area. The groundwater levels in the glaciolacustrine deposits are typically encountered at a depth of 3 m to 5 m below ground surface except in the low lying areas and flat plain zones adjacent to the river, where water levels may be expected to approach the ground surface or are potentially artesian. The clay till is often stiff to very stiff, and contains occasional cobbles and boulders. Wet sand layers can also be found within the till deposits.

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5.2.2

Bedrock

Bedrock in the study area consists of the Horseshoe Canyon formation, which typically consists of clay shale with sandstone and coal layers. The upper portions of the formation are in general highly weathered, and are typically hard to very hard in soils mechanics terms. The coal layers and fractured bedrock zones are often water bearing and hence are aquifers in this region. 5.3

Summary of Geotechnical Information

The information from the available test hole logs reviewed for this study are summarized in Table 5.1 following. The locations of the study areas from which the information was gathered are shown in plan on Drawing 19-598-362-2, Appendix A. The report references are included at the end of the text of the report. The results of the drilling are in general consistent with the surficial geology description provided previously. TABLE 5.1 SUMMARY OF EXISTING GEOTECHNICAL INFORMATION Ref. No.

Area

Test Hole Information (Numbers represent soil zone thicknesses unless noted)

Bellerose Drive, Between River Lane and Starkey Rd.

6 test holes (Max. 7m deep) Topsoil – 0.1 to 0.3m Clay – 2 to 7m (CH, firm to very stiff) Silt/Clay – 0 to 4m (stiff to very stiff) Water at 6.3 m (at completion)

Bellerose Drive and Oakmont Drive.

3 test holes (Max. 6.6m deep) Topsoil – 0.3 to 0.75m Silt – 0 to 6.6m (ML, compact) Clay – 2.2 to 3.7m and 4.6 – 6.1 m (CI, stiff) (>6.6 m BGS), dry after 13 days

Erinwood Subdivision

19 Test Holes – up to 8.5m deep Clay – 0 to 1.5m Clayey Silt – 1.5 to 8m

SW1/4-15-54-25

2 Test Holes – 9.5m and 22.5m deep Topsoil – 0 to 0.05m Clay – 2.5 to 5 m (very stiff) Silt/Clay – 1.5 to 5m (firm to stiff) Clay Till – 0.2 to 0.8m (stiff to very stiff) Clay Shale/Sandstone – at 6.5 and 8.3m BGS

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TABLE 5.1 CONTINUED… SUMMARY OF EXISTING GEOTECHNICAL INFORMATION Area

Test Hole Information (Numbers represent soil zone thicknesses unless noted)

Oakmont Reservoir to 167 Avenue and 142 Street

15 test holes (Max. 19.5m deep) Topsoil – 0.08 to 0.3m Clay – 0.3 to 19.5 m (CI/CH, firm to very stiff) Silt – 17.1 to 19.5m (ML, compact) Clay shale/Sandstone encountered at 5 – 8.3 m BGS at northwest of Oakmont Reservoir Water at 2.2 – 5.8 m BGS west of river, 0.4 – 5.8 m BGS east of river, and up to 1.0 m artesian near river

St. Albert/Sturgeon Pump Station to ACRWC near 127 Street and Township Road 542

9 test holes (Max. 8.5m deep) Topsoil – 0.05 to 0.3m Clay – 0.3 to 8.5 m (CI-CH, firm to very stiff) Clay/Silt – 3.8 to 8.2m (CL-ML, firm to very stiff) Silt/Sand – 5.0 to 8.2m (SM-ML, compact) Water at 3.2 m to >8.3 m BGS

Regency Heights Subdivision, Sec. 10 and 11-54-25-W4

21 test holes – up to 7 m deep On floodplain, CH Clay over Clayey Silt - >7m (stiff to very stiff) Remainder of site, Clayey Silt - >7m (stiff to very stiff) seepage at 6 m to >7 m (Dry)

Ref. No.

NW12-54-25-W4, SE of 142 St. extension and 195 Ave.

4 test holes to 5 m Topsoil/Fill – 0.5m Clay – 1.5m (CI/CH) Clay – 3.5m (CL/ML) Dry after 10 days

St. Albert Odour Control, NW and NE of SEC12-54-25W4M

3 test holes (Max. 13.4 m deep) Topsoil and organic clay – up to 1.4 m Clay – 1.4 to 7.9 m (CI, firm to very stiff) Silt/Clay – 7.9 to 11.4 m (ML/CL, loose to compact) Clay Till – 11.0 to 13.4 m (CL, very stiff to very hard) Sand – 11.3 to 12.8 m (SM & SC, dense) Sandstone – 12.5 to 13.4 m (Dense) Water at 5.8 to 6.7 m BGS

127 Street, between 167 Avenue and 190 Avenue

10 test holes (Max. 4.7 m deep) Clay – 1.0 to 4.7 m (CL/CH, firm to stiff) Silt – 4.0 to 4.7 m (ML) Water at 4.0 to >4.7 m BGS

BGS - Below Ground Surface Client: File: e-file:

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PRELIMINARY GEOTECHNICAL ASSESSMENT

6.1

Overview

The results of the review of existing information including aerial photographs and published surficial geology mapping indicate there are no significant geotechnical constraints that cannot be addressed for the alignment being considered. The current alignment is located away from existing watercourse features such as oxbow lakes and ravines within the valley area, which will reduce potential complications during detailed design and construction. In general, the clay subgrade for roadway construction is expected to be somewhat wet of optimum moisture content and will likely require moisture conditioning to achieve adequate compaction levels. Pile foundations for bridge structures along the alignment (river crossing) will likely be deep, necessitated by the significant depth to bedrock or dense buried channel deposits. Deep cuts will likely encounter groundwater that will need to be addressed during construction, and fills in the bottom of the valley will be subject to settlement and potential stability concerns driven by excess pore pressure generated during embankment construction. The following sections provide specific comment on impacts that the expected soil conditions may impose on the proposed development. 6.2

Cut Areas

6.2.1

General Comments

As noted previously, two major cut areas up to about 11 m deep are proposed for the development; north of Bellrose Drive adjacent to the existing ACRWC waterline/sewer force main, and at the proposed rail crossing located south of Sturgeon Road. The major road cuts along the alignment are expected to extend through glaciolacustrine clay and silt, and into clay till material. Groundwater may be encountered during excavation; borehole drilling should be undertaken to confirm the stratigraphy and depth to the water table. A permanent subdrain system will be required to lower the water table to a target depth of at least 2 m below final grade to reduce the potential for frost heave where roadway and ditch profiles involve cut below the water table. Subdrains (slot or French drains) may also be required to reduce the water level within the lower portions of the back slope in a controlled manner to maintain slope stability. Provided that dewatering is implemented in areas below the water table, the proposed 3H:1V slopes are in general expected to be stable. Some local slope instability may occur during Client: File: e-file:

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construction in zones where perched water tables and/or flowing sand or silt are encountered; local slope flattening and/or subdrainage may be required to deal with these zones. Benching should be provided within back slope cuts above a height of about 8 m to reduce the surface erosion potential. Erosion control measures including vegetative cover should be implemented on all exposed cut slopes as soon as practical after excavation to avoid slope erosion which may impact stability. 6.2.2

North of Bellrose Drive

It is understood that the existing water/sewer lines located north of Bellrose Drive are buried at depths ranging from about 2 m to 3 m, and are set back at least 8 m (horizontal distance) from the proposed crest of the roadway back slope. It is understood that concern has been raised regarding the potential for a water line break to negatively impact the cut slopes in this area. It is not considered practical to design the roadway cut slopes for the potential of a water/sewer line break. The negative effect of a line break on back slope stability can be somewhat mitigated by providing as much distance as possible between the line and the slope. Where the lines are in proximity to the slope, a line break would likely raise the water table in such a manner as to cause local slope instability. At high flow rates, internal erosion may occur which could cause sinkholes to develop at the ground surface and in the slope face. At the proposed slope angle of 3H:1V or flatter, such a failure is expected to be relatively slow moving; slumping of material into the ditch could be expected however it is likely that most of the slumped material would be captured in the ditch. Provided that repair measures were undertaken in a timely manner, road closure would typically not be expected to be necessary. It is further understood that storm sewer line(s) are proposed under the roadway and/or ditch through the cut section. Based on a 50 year return period, frost penetration may be expected to depths in the order of 2.4 m where the cover material is clay. Where granular material is encountered, frost depths up to about 3.2 m should be designed for. Insulation may be considered to reduce the depth of frost penetration to mitigate frost heave potential, and over pipe lines to protect from frost damage. 6.3

Fill Areas

As noted previously, fill depths of up to about 6 m are expected along the proposed alignment. Subexcavation and replacement of organic materials and soft soils will be required to provide a firm base for roadway construction. Slope stability is in general not expected to be a concern Client: File: e-file:

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at the proposed side slope angles of 5H:1V, however in cases where embankment heights are greater than about 3 m depth and where side slopes are designed steeper than 5H:1V, site specific assessment of slope stability should be undertaken. In areas where high plastic, compressible clays or silts are encountered, excess pore pressures can develop during fill placement that can cause slope failure during construction. These conditions should be assessed and mitigative measures imposed, which may consist of the installation of wick drains prior to embankment construction and/or restriction of the pace of fill placement. Approach fills to bridges should be constructed in advance of the bridge to reduce the different settlement between the fills and the bridge structure. 7.

FURTHER STUDY

A geotechnical investigation should be conducted along the alignment including field drilling to confirm the subsurface soil and groundwater conditions along the alignment. This should include site specific investigations for the deep cut areas to address slope stability, groundwater and frost heave issues. In addition, fill areas should be investigated to assess peat/soft soil thickness, the potential for settlement of the roadway arising from fill placement, and the need for wick drains to reduce excess pore pressure development. Drilling should also be undertaken at the proposed river crossing location to provide input to recommendations for the design of bridge foundations and approach fills. Standard soil survey test holes should be drilled along the alignment at a typical interval of no greater than about 200 m to provide soil characterization for roadway design and construction. Additional test holes may be required at the major intersections to provide more detail for the extended development at these locations. 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.

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REFERENCES 1.

Thurber Engineering Ltd., (File 14-184-1). “Sewage Lift Station and Pipeline, St. Albert, Alberta – Geotechnical Investigation”. Report submitted to Sturgeon County”. June 2002.

Thurber Engineering Ltd., (File 19-1618-7). “St. Albert Oakmont Subdivision Bellerose Drive and Oakmont Drive – Preliminary Geotechnical Investigation”. Report submitted to Focus Intec”. June 2000.

J.R. Paine and Associates Ltd.,” Foundation Report, Erin Ridge Subdivision, St. Albert. Report submitted to IMC Consulting Group Inc., August, 1987.

EBA Engineering Consultants Ltd., 1994.” Preliminary Geotechnical Reservoir and Pump Station, St. Albert. Report submitted to Stanley Associates Engineering Ltd. and contained in Preliminary Design Report submitted to City of St. Albert, March 1994.

Thurber Engineering Ltd., (File 17-123-485). “Oakmont Water Line Twinning from Oakmont Reservoir to 167 Avenue and 142 Street – Geotechnical Investigation”. Report submitted to AEAL”. December 2008.

Thurber Engineering Ltd., (File 17-308-507). “St. Albert 3rd Forcemain – St. Albert/Sturgeon Pump Station to ACRWC Combination Chamber – Geotechnical Investigation”. Report submitted to Stantec Consulting Ltd.”. August 2007.

Hardy Associates Ltd., “Regency Heights Subdivision Development, St. Albert. Geotechnical Report”. Report submitted to Brycon Consulting Group, April, 1986.

Thurber Engineering Ltd., (File 19-598-91). “St. Albert Transmission Main Rehabilitation – Geotechnical Investigation in NW12-54-25-W4.”, December, 2000.

Thurber Engineering Ltd., (File 19-3485-33). “St. Albert Odour Control – Geotechnical Investigation.” Report submitted to Earth Tech (Canada) Inc., November, 2002.

10.

City of Edmonton, “Proposed Waterline – 127 Street, between 167 Avenue and 190 Avenue”, May, 1986.

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REFERENCE CONTINUED… Maps: Surficial Geology Map, NTS 83H, Kathol and McPherson, 1972 Hydrogeological Map, Edmonton Area, (Northwest Segment) Alberta, NTS 83H-N.W. (Part), dated 1973 Urban Geology of Edmonton, Kathol and McPherson. Alberta Research Council Bulletin 32, 1975. Drift Thickness of the Edmonton Area, NTS 83H. L.D. Andriashek, Alberta Research Council, 1967. Bedrock Map, Alberta Geological Survey, Map 216. EUB Albert Coal Mine Map 405425.

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STATEMENT OF LIMITATIONS AND CONDITIONS 1. STANDARD OF CARE This study and Report have been prepared in accordance with generally accepted engineering or environmental consulting practices in this area. No other warranty, expressed or implied, is made.

2. COMPLETE REPORT All documents, records, data and files, whether electronic or otherwise, generated as part of this assignment are a part of the Report which is of a summary nature and is not intended to stand alone without reference to the instructions given to us by the Client, communications between us and the Client, and to any other reports, writings, proposals or documents prepared by us for the Client relative to the specific site described herein, all of which constitute the Report. IN ORDER TO PROPERLY UNDERSTAND THE SUGGESTIONS, RECOMMENDATIONS AND OPINIONS EXPRESSED HEREIN, REFERENCE MUST BE MADE TO THE WHOLE OF THE REPORT. WE CANNOT BE RESPONSIBLE FOR USE BY ANY PARTY OF PORTIONS OF THE REPORT WITHOUT REFERENCE TO THE WHOLE REPORT.

3. BASIS OF REPORT The Report has been prepared for the specific site, development, design objectives and purposes that were described to us by the Client. The applicability and reliability of any of the findings, recommendations, suggestions, or opinions expressed in the document, subject to the limitations provided herein, are only valid to the extent that this Report expressly addresses proposed development, design objectives and purposes, and then only to the extent there has been no material alteration to or variation from any of the said descriptions provided to us unless we are specifically requested by the Client to review and revise the Report in light of such alteration or variation or to consider such representations, information and instructions.

4. USE OF THE REPORT The information and opinions expressed in the Report, or any document forming part of the Report, are for the sole benefit of the Client. NO OTHER PARTY MAY USE OR RELY UPON THE REPORT OR ANY PORTION THEREOF WITHOUT OUR WRITTEN CONSENT AND SUCH USE SHALL BE ON SUCH TERMS AND CONDITIONS AS WE MAY EXPRESSLY APPROVE. The contents of the Report remain our copyright property. The Client may not give, lend or, sell the Report, or otherwise make the Report, or any portion thereof, available to any person without our prior written permission. Any use which a third party makes of the Report, are the sole responsibility of such third parties. Unless expressly permitted by us, no person other than the Client is entitled to rely on this Report. We accept no responsibility whatsoever for damages suffered by any third party resulting from use of the Report without our express written permission.

5. INTERPRETATION OF THE REPORT a) Nature and Exactness of Soil and Contaminant Description: Classification and identification of soils, rocks, geological units, contaminant materials and quantities have been based on investigations performed in accordance with the standards set out in Paragraph 1. Classification and identification of these factors are judgmental in nature. Comprehensive sampling and testing programs implemented with the appropriate equipment by experienced personnel, may fail to locate some conditions. All investigations utilizing the standards of Paragraph 1 will involve an inherent risk that some conditions will not be detected and all documents or records summarizing such investigations will be based on assumptions of what exists between the actual points sampled. Actual conditions may vary significantly between the points investigated and the Client and all other persons making use of such documents or records with our express written consent should be aware of this risk and this report is delivered on the express condition that such risk is accepted by the Client and such other persons. Some conditions are subject to change over time and those making use of the Report should be aware of this possibility and understand that the Report only presents the conditions at the sampled points at the time of sampling. Where special concerns exist, or the Client has special considerations or requirements, the Client should disclose them so that additional or special investigations may be undertaken which would not otherwise be within the scope of investigations made for the purposes of the Report. b) Reliance on Provided Information: The evaluation and conclusions contained in the Report have been prepared on the basis of conditions in evidence at the time of site inspections and on the basis of information provided to us. We have relied in good faith upon representations, information and instructions provided by the Client and others concerning the site. Accordingly, we cannot accept responsibility for any deficiency, misstatement or inaccuracy contained in the Report as a result of misstatements, omissions, misrepresentations, or fraudulent acts of the Client or other persons providing information relied on by us. We are entitled to rely on such representations, information and instructions and are not required to carry out investigations to determine the truth or accuracy of such representations, information and instructions. (see over …)

INTERPRETATION OF THE REPORT (continued. . . ) c) Design Services: The Report may form part of the design and construction documents for information purposes even though it may have been issued prior to the final design being completed. We should be retained to review the final design, project plans and documents prior to construction to confirm that they are consistent with the intent of the Report. Any differences that may exist between the report recommendations and the final design detailed in the contract documents should be reported to us immediately so that we can address potential conflicts. d) Construction Services: During construction we must be retained to provide field reviews. Field reviews consist of performing sufficient and timely observations of encountered conditions to confirm and document that the site conditions do not materially differ from those interpreted conditions considered in the preparation of the report. Adequate field reviews are necessary for Thurber to provide letters of assurance, in accordance with the requirements of many regulatory authorities.

6. RISK LIMITATION Geotechnical engineering and environmental consulting projects often have the potential to encounter pollutants or hazardous substances and the potential to cause an accidental release of those substances. In consideration of the provision of the services by us, which are for the Client's benefit, the Client agrees to hold harmless and to indemnify and defend us and our directors, officers, servants, agents, employees, workmen and contractors (hereinafter referred to as the "Company") from and against any and all claims, losses, damages, demands, disputes, liability and legal investigative costs of defence, whether for personal injury including death, or any other loss whatsoever, regardless of any action or omission on the part of the Company, that result from an accidental release of pollutants or hazardous substances occurring as a result of carrying out this Project. This indemnification shall extend to all Claims brought or threatened against the Company under any federal or provincial statute as a result of conducting work on this Project. In addition to the above indemnification, the Client further agrees not to bring any claims against the Company in connection with any of the aforementioned causes.

7. SERVICES OF SUBCONSULTANTS AND CONTRACTORS The conduct of engineering and environmental studies frequently requires hiring the services of individuals and companies with special expertise and/or services which we do not provide. We may arrange the hiring of these services as a convenience to our Clients. As these services are for the Client's benefit, the Client agrees to hold the Company harmless and to indemnify and defend us from and against all claims arising through such hirings to the extent that the Client would incur had he hired those services directly. This includes responsibility for payment for services rendered and pursuit of damages for errors, omissions or negligence by those parties in carrying out their work. In particular, these conditions apply to the use of drilling, excavation and laboratory testing services.

8. CONTROL OF WORK AND JOBSITE SAFETY We are responsible only for the activities of our employees on the jobsite. The presence of our personnel on the site shall not be construed in any way to relieve the Client or any contractors on site from their responsibilities for site safety. The Client acknowledges that he, his representatives, contractors or others retain control of the site and that we never occupy a position of control of the site. The Client undertakes to inform us of all hazardous conditions, or other relevant conditions of which the Client is aware. The Client also recognizes that our activities may uncover previously unknown hazardous conditions or materials and that such a discovery may result in the necessity to undertake emergency procedures to protect our employees as well as the public at large and the environment in general. These procedures may well involve additional costs outside of any budgets previously agreed to. The Client agrees to pay us for any expenses incurred as the result of such discoveries and to compensate us through payment of additional fees and expenses for time spent by us to deal with the consequences of such discoveries. The Client also acknowledges that in some cases the discovery of hazardous conditions and materials will require that certain regulatory bodies be informed and the Client agrees that notification to such bodies by us will not be a cause of action or dispute.

9. INDEPENDENT JUDGEMENTS OF CLIENT The information, interpretations and conclusions in the Report are based on our interpretation of conditions revealed through limited investigation conducted within a defined scope of services. We cannot accept responsibility for independent conclusions, interpretations, interpolations and/or decisions of the Client, or others who may come into possession of the Report, or any part thereof, which may be based on information contained in the Report. This restriction of liability includes but is not limited to decisions made to develop, purchase or sell land.

SLC20120601_HKH/KDG

APPENDIX E 127 STREET FUNCTIONAL PLANNING STUDY (ISL ENGINEERING, 2012)

127 Street Functional Planning Update Study Final Report | Prepared for Sturgeon County

Page 42

Sturgeon County 127 Street Functional Planning Study – Final Report

Executive Summary 1.0

Introduction

Following identification for the need to plan for a future 127 Street corridor from the City of Edmonton boundary to Highway 2, ISL Engineering and Land Services Ltd. was retained by Sturgeon County in 2011 to undertake a Functional Planning Study for the new arterial roadway. This report outlines the study process and findings. Major changes in the regional transportation network over the last few years, especially with the construction of Anthony Henday Drive, have accelerated the interest in development in the Sturgeon Valley. Proximity to major transportation routes, the Sturgeon County river valley, and local amenities make the area attractive for residential subdivisions and potential commercial developments in the inter-municipal fringe area. Along with growth in the County and the Capital Region comes increased traffic; therefore, land development must be combined with the expansion of the transportation network to accommodate future growth. Previous transportation studies have identified the need and general alignment for a new th north-south arterial connection in the Sturgeon Valley - the extension of the new 127 Street from the City of Edmonton to Highway 2, north of St. Albert, which would include a new arterial crossing of the CNR and the Sturgeon River. Previous work has identified two feasible route options – the North and South Options. This functional planning study is to identify the preferred option and develop functional plans for the alignment.

2.0

Development of a Recommended Plan

Over the course of this study the preliminary options were refined through consultation with the Technical Review Committee and stakeholders to improve geometry, reduce impacts to sensitive environmental areas, and to minimize impacts to adjacent development. The recommended alignment was identified as alternative S-1, shown on Exhibit 3, and Figures 001 to 004. Features include: Arterial roadway that will accommodate future traffic that the current roadway network will not be able to carry and support future growth in the Sturgeon Valley and surrounding areas while minimizing traffic impacts on existing neighborhoods. Meets the projected needs of Sturgeon County, the City of St. Albert, and the Region, with connections to the local road network and provisions for future intersection requirements. Arterial alignment that meets design criteria, while minimizing impact to developable land, land severance and parcel sterilization. Cross-section transition from semi-urban with a 6m median width to meet the proposed City of Edmonton urban cross-section with a 4m median (including curb and gutter) approaching the City Limits. At-grade intersections at: • Existing Highway 2 (signalized); • Northeast Arterial (stop-controlled); • Coal Mine Road (stop-controlled); • Bellerose Drive (signalized); • Sturgeon Road (signalized); • Extension of 195 Avenue/Township Road 542 (stop-controlled); and • Extension of Poundmaker Road (stop-controlled). A new CNR underpass structure and bridge over the Sturgeon River.

August, 2012

Sturgeon County 127 Street Functional Planning Study – Final Report

The Sturgeon River Bridge includes a multi-use trail on the south side of the structure for pedestrians to cross the river, as well as allowance for pedestrian and wildlife passage under the bridge on both sides of the river. Trail crossings of 127 Street will occur on the north side of Sturgeon Road, south side of Bellerose Drive. Realigned accesses to two existing residences on Riverlot 38. Though the minimum access spacing along 127 Street is 400m, in some areas the grades may be too high to permit major accesses in the future due to safety: • CNR underpass to Sturgeon Road • Bellerose Drive to Coal Mine Road The recommend plan was approved by County Council on June 15, 2012.

3.0

Staging

The proposed staging for the 127 Street extension is outlined below. Though the timing of construction is not known at this time, the procurement of 127 Street right-of-way is flexible and can be based on development, funding availability and County priorities. Stage 1: Construction 2 lanes from City of Edmonton Limits to Sturgeon Road, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Full construction of the CNR underpass, including temporary track detour; Ultimate stormwater management pond south of the Sturgeon River, with ditch drainage from Sturgeon Road to pond; Utilizing surplus material for pre-grading the ultimate Sturgeon River Bridge approach fills; Extension of Poundmaker Road and 195 Avenue/Township Road 542 to 127 Street; Associated pipeline and utility relocations, lowering and protection works; and Ultimate ditching and illumination along west side of 127 Street. The timing of Stage 1 is dependent on City of Edmonton 127 Street construction progress and traffic needs within the County. Stage 2A: The extension of 2 lanes from Sturgeon Road to Bellerose Drive, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Initial state Sturgeon River Bridge construction of 2 lanes with 2.0m shoulders, including the 4.2m multi-use trail and the piers to the Ultimate Stage; Ultimate stormwater management pond north of the Sturgeon River; Signals at existing Highway 2, Sturgeon Road and Bellerose Drive (though these are not anticipated to be needed on opening day, it may be most reasonable to assume that they are installed at the outset of Stage 2A due to the strong traffic draw to the new river crossing and Anthony Henday Drive); Associated pipeline and utility relocations, lowering and protection works; and Ultimate ditching and illumination along west side of 127 Street. The timing of Stage 2A is dependent on traffic needs within the County and as necessitated by development. Stage 2B: The extension of 2 lanes from Bellerose Drive to Highway 2, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Associated pipeline and utility relocations, lowering and protection works; and th Ultimate ditching and illumination along the south/west side of 127 Street.

August, 2012

Sturgeon County 127 Street Functional Planning Study – Final Report

The timing of Stage 2B is flexible and can be completed at any time before, after or along with Stage 2A, depending on County priorities and development pressures. Stage 3: Completing the 4-lane semi-urban cross section from the City of Edmonton Limits to Bellerose Drive, including: Removal of east shoulder, construct median and provision of 2 additional lanes; Expansion of the Sturgeon River Bridge to the ultimate cross-section; and Ultimate ditching and illumination along the east side of 127 Street. The timing of Stage 3 is as necessitated by area development. Stage 4: Completing the 4-lane semi-urban cross section from the Bellerose Drive to Highway 2, including: Removal of north/east shoulder, construct median and provision of 2 additional lanes; and Ultimate ditching and illumination along the north/east side of 127 Street. The timing of Stage 4 is as development necessitates its 4-laning or if it is deemed a Sturgeon County priority.

4.0

Opinion of Probable Costs

A 2012 planning-level estimate was prepared for each of the five proposed stages. Table 1 below summarizes the opinion of probable costs: Table 1:

Opinion of Probable Costs for 127 Street

Item Stage 1 Construction Stage 2A Construction Stage 2B Construction Stage 3 Construction Stage 4 Construction Subtotal: 15% Engineering 30% Contingency Right-of-Way (Road & SWMFs) Right-of-Way (Remnant Parcels) ROW Assume $100,000 per Ac Total

5.0

Dollars (2012) $ 23.8M $ 17.6M $ 21.2M $ 11.0M $ 7.5M $ 80.9M $ 12.1M $ 24.3M $ 18.3M

$ 1.0M $ 136.6M

Conclusions and Recommendations

This functional planning study has defined the final alignment for 127 Street between the City of Edmonton boundary and Highway 2, based on the refinement of the previous alternatives and 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. In the short term, the County should plan and protect for the recommended 127 Street corridor and footprint as depicted on Figures 001 to 004. All future land use plans should stay outside of the road right-of-way, and respect the recommended access points identified in the functional plans.

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Sturgeon County 127 Street Functional Planning Study – Final Report

Considerations for the future design stage: Conduct more detailed geotechnical investigation in future design stages to confirm the backslopes. In areas of cut greater than 8m, provide benching of sideslopes. Conduct detailed environmental work, such as wildlife surveys, rare plant assessment, vegetation surveys. Conduct a Historical Resource Impact Assessment, as detailed in the response letter provided by Alberta Culture and Community Spirit. Contact utility and pipeline companies to discuss design details and designspecific requirements for protection, lowering or relocation of their facilities. This will include a confirmation of requirements near the ACRWC Sewer Forcemain to Gravity Manhole Structure; and Confirm the feasibility of installing earth berms near Riverlot 56 to provide a physical separation between the roadway and the natural area. Where right-ofway is limited, culverts for localized drainage, instead of ditches, should be assessed.

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Sturgeon County 127 Street Functional Planning Study – Final Report

Table of Contents 1.0

August, 2012

Introduction

2.0

Background Information

3.0

Requirements and Constraints

4.0

Development and Analysis of Alignment Options

5.0

Development of Functional Plan

5.6 5.7 5.8

26 27 27 28

1.1 1.2 1.3 1.4 2.1 2.2 2.3

3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12

5.1 5.2 5.3 5.4 5.5

Background and Context Study Area Key Objectives Study Methodology

1 4 4 5

Surrounding Roadway Network Future Regional Transportation Future Traffic

6 6 7

Two Preliminary 127 Street Options Developed Design Criteria Canadian National Railway (CNR) Crossing Riverlot 56 Sturgeon County Environmental Protection Area Existing Residences Utilities Goodridge Corners Neighborhood Trail Connections and Crossings Other

8 8 9 9 9 10 10 10 10 11

Development of Alignment Alternatives Preliminary CNR Grade Separation Review Preliminary Sturgeon River Structure Review Environmental Overview Geotechnical Review Historical Resources Poundmaker Road Option Comparative Analysis of Alternatives Additional Option Near Utility Corridor – North of Bellerose Drive Preferred Alignment Option Cross Section Alternatives Reviewed Preferred Cross Section Alignment Refinements Ultimate Roadway Network Traffic Analysis Stormwater Management Bridge Structure over the Sturgeon River (New Bridge File at 5+100) Bridge Structure under CNR (New Bridge File at 6+393, 15 degree skew) Recommended Plans/Profiles Staging Opinion of Probable Costs

12 12 14 14 16 16 17 17 18 18 19 19 20 20 21 24

6.0

Public and Landowner Consultation

7.0

Conclusions and Recommendations

7.1 7.2

Conclusions Recommendations

31 31

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Sturgeon County 127 Street Functional Planning Study – Final Report

Appendices

Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H Appendix I Appendix J Appendix K

Recommended Plans (including bridges) Opinion of Probable Costs Options Reviewed Evaluation Matrix Subconsultant Reports Traffic Analysis Public Involvement Report Poundmaker Road Option Overview 127 Street Cross-Section (within City of Edmonton) Utilities Sketches and Summary Stormwater Management Calculations

Tables

Table 4.4.1: Potential Environmental Impacts along Alignment Options Table 4.8.1: Comparison of North and South Alignments – Highlights Summary Table 4.11.1: Comparison of the 127 Street Cross-Section Alternatives Table 5.2.1: Traffic Control Conditions on 127 Street Table 5.3.1: Ultimate Stage Proposed Pond Water Levels and Storage Volumes Table 5.3.2: Stage 1 Proposed Pond Water Levels and Storage Volumes Table 5.7.1: Proposed Construction Staging Table 5.8.1: Opinion of Probable Costs for 127 Street

Exhibits

Exhibit 1: Exhibit 2: Exhibit 3:

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General Alignment for 127 Street Overall Study Area Recommended Alignment

15 17 19 20 23 23 27 29

3 4 27

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Sturgeon County 127 Street Functional Planning Study – Final Report

1.0

Introduction Following identification for the need to plan for a future 127 Street corridor from the City of Edmonton boundary to Highway 2, ISL Engineering and Land Services Ltd. was retained by Sturgeon County in 2011 to undertake a Functional Planning Study for the new arterial roadway. This report outlines the study process and findings.

1.1

Background and Context

1.1.1 Overall Need to Protect for 127 Street Major changes in the regional transportation network over the last few years, especially with the construction of Anthony Henday Drive, have accelerated the interest in development in the Sturgeon Valley. Proximity to major transportation routes, the Sturgeon County river valley, and local amenities make the area attractive for residential subdivisions and potential commercial developments in the inter-municipal fringe area. Along with growth in the County and the Capital Region comes increased traffic; therefore, land development must be combined with the expansion of the transportation network to accommodate future growth. The Sturgeon Valley has two major physical constraints that impact the County and its residents east of the City of St. Albert, namely there is only one arterial road crossing of the Canadian National Railway (CNR) along Sturgeon Road, and only one crossing of the Sturgeon River via Starkey Road. These constraints limit opportunity for access to new developments and pose limited corridor options through the County. Adding to this, due to construction and configuration of the 127 Street/Anthony Henday Drive interchange, 127 Street within the City of Edmonton will be realigned to the northwest and adjustments to Range Road 250 in Sturgeon County will be necessary. Previous transportation studies have identified the need and general alignment for a new north-south arterial connection in the Sturgeon Valley - the extension of the new 127 Street from the City of Edmonton to Highway 2, north of St. Albert, which would include a new arterial crossing of the CNR and the Sturgeon River. Traffic model projections from the Regional Transportation Model anticipate 12,000 vehicles per day crossing the river on the new road. The existing roadway network was not planned with this type of growth in mind, and will not be able to carry these future traffic volumes anticipated in the Valley. As mentioned, development in the Valley is proceeding and pressures in the area require the new 127 Street to be identified and protected for. Impending development in the area will need to accommodate the future roadway, and cannot proceed until the ultimate road right-of-way is known. By completing this 127 Street Functional Planning Study, Sturgeon County is being pro-active in its transportation planning to avoid poorly planned networks that dampen development, actively moving toward a County transportation system where ease of access is achieved and encourages development to meet the extent and quality of its potential. 1.1.2 Regional Collaboration The need for 127 Street is anticipated at a Regional level, providing a connection from the north to 127 Street and AHD in Edmonton, and also may alleviate some congestion on St. Albert Trail, as much traffic is projected to be originating from St. Albert. In other planning documents, the 127 Street extension has also been included in: City of St. Albert Transportation Master Plan;

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Sturgeon County 127 Street Functional Planning Study – Final Report

Capital Region Board Future Roadway Network Plans; and City of Edmonton Area Structure Planning, which has set 127 Street alignment north of AHD within the City Limits. Also, development in this “Inter-Municipal” area also requires Capital Region Board (CRB) Approval. The CRB has stipulated that development cannot proceed until both the Sturgeon Valley Vision Area Structure Plan is finalized and a Functional Planning Study is completed for the future 127 Street within the County. The CRB approved a motion “That Sturgeon County will work with the City of Edmonton and the City of St. Albert to resolve outstanding issues related to the alignment of 127 StreetH ”. As such, an agreement was struck between Sturgeon County, the City of Edmonton and the City of St. Albert, to work together to complete the study, which was administered by Sturgeon County. 1.1.3 Impending Development The most imminent development within Sturgeon County and the study area is Quail Ridge, located south of the Sturgeon River between Riverlot 56 and the Sturgeon Valley Golf Course. Future lands for this residential subdivision include up to and beyond the CNR tracks as well. Directly adjacent to the study area, the Goodridge Corners Neighborhood within the City of Edmonton is currently undergoing the City’s ASP process. This neighborhood will develop the lands north of Anthony Henday Drive to the City Boundary. Within the study area, there are numerous other developments that are conceptual in nature or currently proposed in the County: Lands located between Township Road 544 and the Sturgeon County/City of St. Albert boundary; Riverlot 37 (north of Bellerose Drive and on the west Sturgeon County boundary); Lands immediately north of 195 Avenue in the study area; Lands located between 195 Avenue and the Sturgeon County/City of Edmonton boundary; and Nearby subdivisions of Sturgeon Heights and Green Hennessey. As stated above, developments immediately within the vicinity of the new 127 Street cannot proceed until the 127 Street footprint is identified and can be protected for during the land development processes. 1.1.4 Sturgeon Valley Vision Transportation Study Originally, a Transportation Study was completed in 2008/2009 to support the development of a Sturgeon Valley Vision (SVV) Area Structure Plan. Though this report remains in draft form, it assessed the existing roadway network and considered future changes (such as new Anthony Henday Drive, etc.), included public participation, identified future road needs including a specific need for a new north-south connection through the County. The SVV Transportation Study considered several options for the new north-south roadway/127 Street extension, including utilizing Starkey Road, however, it indicated little room to widen the roadway and identified safety concerns with the sight lines at the Highway 37 intersection, therefore, utilizing Starkey Road was not considered feasible. The SVV Transportation Study concluded that options for 127 Street would need to cross

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Sturgeon County 127 Street Functional Planning Study – Final Report

river between R.L.56 and Sturgeon Golf Course on a greenfield alignment. The proposed general alignment for the new road is shown below in Exhibit 1: Exhibit 1:

General Alignment for 127 Street

This general alignment was the first step in identifying the routes alternatives under study in this report. Overall, identifying and protecting the ultimate road footprint of 127 Street is a critical input to the future completion of the SVV Area Structure Plan. 1.1.5 Refinement of the 127 Street Corridor Options In preparation for the 127 St Functional Planning Study, Sturgeon County hired a separate consultant to review the conceptual route identified in the SVV Study and determine feasible options. Two alternative alignments, termed the “North” and “South” options were identified (see Appendix C). These two general alignments formed the second step in identifying the routes alternatives under study in this report and are used as the base options of this Functional Planning Study. 1.1.6 127 Street Functional Planning Study In early 2011, an Engineering Terms of Reference for 127 St Functional Planning Study was released to evaluate the “North” and “South” potential alignments and develop a road plan for the future 127 Street. ISL Engineering and Land Services was the successful consultant and retained by Sturgeon County to complete the work.

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Sturgeon County 127 Street Functional Planning Study – Final Report

1.2

Study Area

The Study Area encompasses two proposed alignments for the future 127 Street, which was identified as feasible alternatives. Generally, the area is north of the Sturgeon County/City of Edmonton boundary at the Goodridge Corners neighborhood, across the Sturgeon River around the east side of the City of St. Albert to Township Road 544 and to Highway 2. An overview of the area is shown below in Exhibit 2. Exhibit 2:

1.3

Overall Study Area

Key Objectives

The key objectives of the study are: Assess the two alternative routes for 127 Street from the City of Edmonton boundary to Highway 2 Gather input from stakeholders, landowners and interested residents Define the optimal 127 Street alignment and cross-section Identify road requirements, right-of way needed, intersection locations, and connections to the existing roadway network, in order to assist with future development planning Prepare detailed functional plans & cost estimates

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Sturgeon County 127 Street Functional Planning Study – Final Report

1.4

Study Methodology

The general study methodology for the study was: Gather and review background documents and information Assess major constraints to develop preliminary plan/profiles for each of the two alternatives Identify cross-section alternatives Begin preliminary geometry, drainage, bridge, environmental, geotechnical, historical resources reviews Consult with stakeholders and the general public: • Landowner Meeting #1 was held June 22, 2011 • Landowner Meeting #2 was held September 13, 2011 • Riverlot 56 Stakeholders was held October 5, 2011 • Public Open House #1 was held October 5, 2011 Comparative analysis of alignments Evaluate the alignment and cross-section alternatives Select a preferred alignment and cross-section Develop functional plan drawings, identifying 127 Street requirements and rightof-way Present functional plans to stakeholders and the public: • Landowner Meeting #3 was held on April 10, 2012 • Riverlot 56 Stakeholders was held April 13, 2012 Prepare cost estimates and report Sturgeon County Council was 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 purposes of this study and included representatives from Sturgeon County, Alberta Transportation, City of Edmonton, City of St. Albert, and ISL Engineering and Land Services Ltd. The TRC met several times throughout the study to review the study findings and provide direction as necessary. Meetings were held on: May 5, 2011 June 21, 2011 October 17, 2011 March 8, 2012

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Sturgeon County 127 Street Functional Planning Study – Final Report

2.0

Background Information 2.1

Surrounding Roadway Network

2.1.1 County Roadway Network Major roadways within the study area include: Sturgeon Road carries upward of 10,000 vehicles per day and is well used as a connection from the Sturgeon Valley into the Cities of St. Albert and Edmonton, for travelers heading northwest of the City, and as a commuter route for residents in St. Albert connecting to the Canadian Forces Base (CFB) Edmonton. Sturgeon Road to the east of the study area has the only major crossing of the CNR railway for the County; Bellerose Drive is an important linkage between Valley residents north of the Sturgeon River and the City of St. Albert; 195 Avenue/Township Road 542; and Starkey Road is the only existing north/south connector route through the Valley and provides the only current option to cross the Sturgeon River. Other minor roadways include: Coal Mine Road, linking the Valley residents with northeastern St. Albert; and Connections into St. Albert via Veness Road/Range Road 251 and Poundmaker Road. 2.1.2 Anthony Henday Drive The northwest portion of Anthony Henday Drive has been completed, with an interchange constructed at 127 Street. The 127 Street extension through Sturgeon County will be a major traffic draw from Sturgeon County and the City of St. Albert to Anthony Henday Drive. 2.1.3 Highway 2 Highway 2 exists as a four lane divided major highway under the jurisdiction of Alberta Transportation. The highway provides a vital link between the Capital Region to Northern Alberta, and serves as an important connector for commuters, goods and services for residents of Sturgeon County and the Town of Morinville to the cities of St. Albert and Edmonton. In the future, Highway 2 will be relocated to a new alignment approximately 2 miles west of its current location in the vicinity of Township Road 544. While the existing roadway will remain, the new route will be developed as a freeway to connect with Ray Gibbon Drive and Anthony Henday Drive.

2.2

Future Regional Transportation

Anthony Henday Drive is a major regional transportation and utility corridor for the Capital Region. Alberta Transportation began a study in 2011 to conceptually develop a plan for a second outer regional transportation and utility corridor; however, this study has been put on hold at the time of writing this report due to opposition from area municipalities and the Capital Region Board. For the purposes of this study, the second outer regional ring road has not been assumed to be in place. The City of St. Albert has also completed planning for the future Northeast Arterial Road, which will ultimately connect to 127 Street and extend northward to Highway 37.

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Sturgeon County 127 Street Functional Planning Study – Final Report

2.3

Future Traffic

Traffic projections for the new 127 Street corridor were obtained from the Regional Model for the 2044 horizon. Estimated daily two-way traffic volumes along 127 Street are 12,000 vehicles per day south of Bellerose Drive and 3,000 vehicles per day north of Bellerose Drive. Section 5.3 provides additional details on the traffic projections along the corridor.

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Sturgeon County 127 Street Functional Planning Study – Final Report

3.0

Requirements and Constraints General overall constraints are depicted in the Major Constraint in the Area figure in Appendix C, and discussed in greater detail in this section and in Section 4.0.

3.1

Two Preliminary 127 Street Options Developed

Previously, CH2M Hill reviewed the general alignment proposed by the SVV Transportation Study and prepared two feasible route options – the North and South Options. This functional planning study is to identify the preferred option and develop functional plans for the alignment.

3.2

Design Criteria

3.2.1 General 127 Street will ultimately be a 4-lane arterial roadway, with a posted speed of 70km/h. North of Bellerose Drive, a need for 4-lanes may never be realized, however, they are being protected for in the eventuality that they are required or built for strategic purposes. 127 Street will be a paved arterial roadway, approximately 7.25km in length from the City of Edmonton Limits to Highway 2. At-grade intersections will be stop-controlled or signalized as necessary to manage traffic flow safely, and include trail crossings where required. The road will likely be developed in stages as growth occurs along the corridor or as Sturgeon County strategic priorities evolve. 3.2.2 Specific Geometric Design Criteria The following were utilized as a basis of design for the 127 Street mainline. Where not noted below, the Transportation Association of Canada (TAC) guide was referenced: Design Speed Posted Speed

80 km/h 70 km/h

Maximum Gradient Minimum Horizontal Radius: Maximum Super-elevation:

4.0% 250m 0.06m/m

Minimum Crest Curve K Minimum Sag Curve K

36 32

Desirable Intersection Angle Minimum Intersection Angle

90 degrees 70 degrees

Basic Lane Construction:

4 lanes (2 each direction)

Lane Widths: 127 Street Crossroads Shoulder Width Minimum Median Width

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3.7m 3.5m 2.0m 6.0m

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Sturgeon County 127 Street Functional Planning Study – Final Report

Minimum Length of Turn Bay Storage

60m

Design Vehicle

WB-21

Width of Multi-Use Trail (on bridge)

4.2m

Minimum Width of Ditch

1.0m

Minimum separation between intersections Minimum separation between the mainline and a crossroad intersection The following were utilized for the Major Cross-Streets: Design Speed (Bellerose Drive and Sturgeon Road) Posted Speed (Bellerose Drive and Sturgeon Road)

3.3

400m 200m

80km/h 70km/h

Canadian National Railway (CNR) Crossing

The CN Railway, Westlock Subdivision, traverses through the study area, and the new 127 Street alignment cannot avoid a crossing. There are an estimated 2 trains per day on average at this location, travelling at an estimated train speed of 20mph (32km/h). A preliminary review of the vertical grade from the top of the CN Railway down to Sturgeon Road shows that excessively steep roadway grades in the order of 8.0% would be required for at-grade intersections at both Sturgeon Road and the CNR tracks. Therefore, a CNR grade separation (underpass/subway) is required to reduce the grade of 127 Street to an acceptable level.

3.4

Riverlot 56

Riverlot 56 is a Provincial Natural Area, administered by Alberta Tourism, Parks and Recreation (TPR), Alberta Sustainable Resources Development (SRD) and the Riverlot 56 Society. As Public Land, Riverlot 56 dispositions and recreational lease to the Riverlot 56 Society are the responsibility of SRD, while administration of the Natural Area falls to TPR. Riverlot 56 is a legally protected area and controlled land, and as such, all roadway requirements must fall outside the Natural Area boundary and no right-of-way will be available from the Natural Area. As government agencies, both departments are approaching this from the perspective of protecting the Natural Area for its users and all Albertans.

3.5

Sturgeon County Environmental Protection Area

South of the Sturgeon River, the County has outlined an Environmental Protection Area in Riverlots 57 and 58, which is highlighted on Figure 003 in Appendix A.

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3.6

Existing Residences

Three residences currently exist along the corridor; one on Riverlot 38, south of Bellerose Drive; one on Riverlot 38, north of Bellerose Drive; and one in the northeast corner of NE21-54-25-W4.

3.7

Utilities

Sturgeon County typically runs water and sanitary trunk lines in support of development alongside their road corridors. The ultimate 127 Street cross-section will need to be able to accommodate County sanitary sewer and water mains, which are typically provided on opposite sides of the roadway. A number of high pressure oil/gas pipelines traverse the study area and will need to be considered in the future road plans. Also, three wellsites are active in the study area (two in SW22-54-25-W4, and one in NE21-54-25-W4), which require a minimum separation of 100m from any future roadway. In addition to the pipelines, major utilities also pass through the study area, including the Morinville Water Trunk Line and Alberta Capital Region Wastewater Commission (ACRWC) sewer forcemains. Also, a major manhole structure exists approximately 300m north of the City of Edmonton Limits, where the ACRWC Sewer Forcemain transitions to a gravity sewer. For water quality, drainage ponds are needed on each side of the river. Locations of the ponds are to be determined once a preferred alignment is selected. Right-of-way is not being protected for power transmission lines alongside 127 Street.

3.8

Goodridge Corners Neighborhood

The Goodridge Corners development lands are located immediately north of Anthony Henday Drive along both sides of 127 Street, and extend north to the Sturgeon County/City of Edmonton boundary. The City of Edmonton has planned the 127 Street alignment and cross section within the neighborhood, so any work planned for 127 Street within the County must transition to meet City’s cross section and alignment. Four intersections along 127 Street are planned between Anthony Henday Drive and the City Limits. In general, 127 Street is anticipated to be extended, intersection by intersection, as development proceeds. The 127 Street cross-section within the City of Edmonton is shown in Appendix I.

3.9

Trail Connections and Crossings

Sturgeon County has developed a plan of proposed trail connections within the Sturgeon River Valley, including a crossing of the river just west of the Sturgeon Valley Golf and Country Club. The 127 Street bridge crossing of the Sturgeon River will include a multiuse path on the structure to provide a pedestrian connection across the river, while minimizing impacts to the Sturgeon River. 127 Street will also have trail crossings at intersections consistent with trails shown in the Sturgeon County Trails Plan.

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3.10 Other Other general constraints or guiding principles for the study are outlined below: General desire to minimize land impacts and severance to developable land. Minimize the creation of remnant sterilized parcels.

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Sturgeon County 127 Street Functional Planning Study – Final Report

4.0

Development and Analysis of Alignment Options 4.1

Development of Alignment Alternatives

In general, the 127 Street alignment extends into Sturgeon County from the Edmonton Goodridge Corners neighborhood, crosses the CNR tracks and Sturgeon River, follows the Morinville Water Line, then turns westward along Township Road 544 to meet Highway 2. The two alternative alignments under consideration are termed North Option and the South Option and are shown in Appendix C. The following describes each option and any notable modifications to the proposed preliminary alignments provided to ISL at the beginning of the study: North Option The North Option essentially travels more northward out of the City of Edmonton and follows the Riverlot 57/Riverlot 58 boundary across the CNR and towards the River. It then angles away from the Sturgeon River oxbow and travels up to Bellerose Drive. It crosses the CNR squarely and is generally more centralized on developable lands south of the river. From a cursory environmental review early on in the study, it was apparent that the oxbow and upland riparian forest was an important environmental feature, and it would be important to have the North roadway option located as far away from this feature as possible in order to maintain the connectivity between them. The alignment was adjusted away from the oxbow and termed alternative “N1-A”. South Option The South Option essentially travels northeasterly from the City of Edmonton, curves to travel across the curve in the CNR and transitions to follow alongside Riverot 56 towards the River and up to Bellerose Drive. The South option crosses the CNR on a curve in the tracks and generally follows the edge of developable lands south of the river. This was termed alternative “S-1”. S-1 differs from the originally proposed south route to correct the 65 degree skew angle between the roadway and CNR as shown previously. This crossing of the CNR was rejected as an unfeasible alternative as it would likely not be acceptable to CNR even in the case of grade separation. To compound the issue, the subway structure would be partially on a spiral horizontal alignment. North of Bellerose Drive, both options are similar approaching Highway 2.

4.2

Preliminary CNR Grade Separation Review

In both the South and North Options, excessively steep roadway grades in the order of 8.0% would be required for at-grade intersections at both Sturgeon Road and the CNR tracks. Therefore, a CNR grade separation (underpass/subway) is required to reduce the grade of 127 Street to an acceptable 4.0%. North Option A subway of 127 Street under the CNR is a viable alternative at this site. It would be on a square, right angle crossing in addition to being on a tangent section of the railway track. From a technical standpoint, an at-grade crossing could also be constructed at this site as an interim stage, if required and if acceptable to CNR, however, it is noted that an at-

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Sturgeon County 127 Street Functional Planning Study – Final Report

grade railway crossing is not desirable due to the 8% roadway grade it would require north of the tracks. A structure cost estimate based on a rural narrow depress median (Highway Geometric Design Guide Figure C-6.2c.1) is estimated $4.1 Million (including a temporary rail detour), based on a 2.9m structure depth, a vertical clearance of 5.4m and an out to out length of 70.4m. South Option The subway Railway structure proposed is a square crossing but would be located partially on a spiral curve and partially on a horizontal curve, which makes this crossing undesirable due to constructability issues. The likelihood that a structure on a spiral/curve would be unacceptable to CNR representatives is high. Providing CNR did approve the crossing, the costs would be expected to be $1.5M to $2.0M dollars more than the tangent crossing which is associated with alternative N-1A. A variation in the crossing location of the South Option was considered as follows: By shifting the roadway alignment to the southwest by approximately 50m to remove the spiral curve off the structure entirely and have the subway structure fully on an approximate 365m radius horizontal curve makes this alternative more viable then having the structure on a partial spiral. At the present time, CNR has subway structures with tighter curvature in their system. For example, the West Leg of the Wye subway structure over Highway 16 is on a 292m radius horizontal curve whereas with the East Leg of the Wye subway structure on Highway 16 is on an approximate 175m radius horizontal curve. Therefore, a structure on a 365m radius curve could be acceptable to CNR. At the time of writing, feedback from CNR concerning a proposed structure on a R365 horizontal curve has not been received. The South Option structure cost associated with the bridge being entirely on a horizontal curve has approximate savings of $750,000 over the bridge on a spiral/curve. Due to the above notations, the South Option (S-1) alignment was adjusted by shifting it south at the CNR to a location where the entire railway underpass structure will be on the horizontal curve (approximate shift of 50m to the south) and maintaining a crossing angle of as close to a right angle as possible. With these modifications, the estimated additional cost of the South Option over the cost of the North Option is between $0.75M and $1.25M. Conclusions In summary, both the North and South Options as shown in the preliminary alternatives are considered feasible. The North Option is technically preferred from a bridge perspective as it is on a tangent portion of the rail line, and based on past experience with CNR owner preferences. In terms of project timelines, coming to a resolution/agreement with CNR and subsequent design of a railway structure entirely on a horizontal curve (South Option) would take a greater amount of time than a subway on tangent (North Option), though the difference may not be significant.

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Sturgeon County 127 Street Functional Planning Study – Final Report

4.3

Preliminary Sturgeon River Structure Review

North Option The solid blue alignment shown on Figure 127St Alt N1A in Appendix C crosses o the Sturgeon River on a 31 skew. The crossing of the Sturgeon River at this o location appears to be excellent except for the 31 skew. A structure cost estimated based on a rural narrow depressed median (HGDG o Figure C-6.2c and a 31 skew is in the order of $10 Million) A crossing about 40m north of the dotted line would square up the crossing and at the same time be located on an approximate tangent section of the river, as shown in green on the attached partial mosaic of the crossing. With regard to the gradeline across the proposed structure, the 0.50% grade doesn’t provide adequate drainage across the structure. An absolute minimum grade of 0.7% across the structure is recommended to provide adequate drainage. A preliminary highwater level is in the order of 4.75m above streambed at this location. In addition a freeboard allowance of 1.0m and a preliminary structure depth of 2.0m should be considered to produce a preliminary gradeline at this site. A complete hydrotechnical study needs to be completed for this site. South Option The solid red alignment shown on Figure 127St Alt S1 in Appendix C crosses the Sturgeon River where the channel is at the end of a curved section of the river. It would be desirable to shift the crossing at least 50m to the north, if possible, to clear the curved channel. A preliminary highwater level is in the order of 4.75m above streambed at this location. In addition a freeboard allowance of 1.0m and a preliminary structure depth of 2.0m should be considered to produce a preliminary gradeline at this site. A complete hydrotechnical study needs to be completed for this site. The proposed 0.72% gradeline across the river structure is considered to be an absolute minimum grade from a drainage perspective. A 1.0% grade across a structure is desirable to accommodate drainage.

4.4

Environmental Overview

The two alignment options were assessed from an environmental perspective. The scope of environmental analysis included a review of existing information, aerial photograph interpretation and reconnaissance level inspection and was limited to a comparison of direct impacts of each proposed alternative. Detailed information about features crossed by each route was not available. The assessment considered wildlife habitat, upland vegetation, wetlands and applicable regulatory approval processes The most significant environmental features identified include: Oxbow wetland in Sturgeon River floodplain Sturgeon River riparian forest Triangular forested woodland between R.R. 251 and the CNR Wooded ravine north of Bellerose Drive Riverlot 56 Natural Area Table 4.4.1 compares the impacts of the two alignments under consideration.

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Sturgeon County 127 Street Functional Planning Study – Final Report

Table 4.4.1: Effected Areas

Woodlands

Wetlands

River/Floodplain Crossing

Potential Environmental Impacts along Alignment Options Alignment Options South – S1 North – N1A Removes approximately 5.3ha Fragments and removes much (25%) of woodland west of RR of middle portion of woodland 251, a large ecologically wellwithin RL 57, important riparian connected woodland, and woodland, and creates new creates new edge edge May involve removal of a Avoids woodland west of RR narrow strip off south edge of 251 the woodland within RL 57, Locates road away from RL 56 and removes the southern extension of that woodland but otherwise avoids most of the woodland within RL 57 by using existing clearing Places new road close to north margin of RL 56, which may adversely affect recreational use Removes part or all of up to Removes part or all of 12 small, isolated wetlands approximately 9 small, isolated wetlands Removes part of oxbow wetland wooded buffer reducing function Based on available data, no discernible difference between the options

It should be noted that from an environmental point of view, a preferred, hybrid alignment was identified in the full report, however, was not considered to be one of the two alignment options under consideration, and it would not be geometrically feasible based on the design criteria. Discounting the hybrid alignment mentioned above, the environmental review indicating a preference for the South Alignment which follows adjacent to Riverlot 56 due to the high value it placed on maintaining the connectivity of the oxbow and upland riparian forest feature (identified by Sturgeon County as Environmental Protection Area. By selecting the South Alignment, the major environmental issue of maintaining connectivity between the oxbow and upland riparian forest feature, is addressed. However, stakeholders of the Riverlot 56 Natural Area identified a number of concerns associated with the South-S1 Alignment: Social impacts caused by a roadway in close proximity to the Natural Area (likelihood of an adverse impact on the quality of the Riverlot 56 user experience) Indirect biological impacts to Riverlot 56, likely to result from placing a road immediately adjacent to the Natural Area, including increased sedimentation/dust in the Natural Area, pollution (exhaust deposition), invasion of the area by weeds, vehicle/wildlife collisions and potential to change the wildlife community and habitat uses within the riverlot. Neither route physically encroaches on Riverlot 56 lands; and indirect impacts, social impacts, and detailed environmental investigations have not been conducted. In general, environmental considerations have been evidence based but at a coarse level. More

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Sturgeon County 127 Street Functional Planning Study – Final Report

detailed environmental work, such as wildlife surveys, rare plant assessment, vegetation surveys, will need to be conducted in future design stages. The findings will also be used in any future Environmental Assessment prepared pursuant to the Canadian Environmental Assessment Act. For protection of water quality, drainage ponds are required on both sides of the river (locations to be determined once a preferred alignment is selected) Please see Appendix E for the full Environmental report.

4.5

Geotechnical Review

The geotechnical component of the study included a desktop review of available reports/information and site reconnaissance to provide input into the selection and comparison of alternatives. Overall, there are no significant geotechnical constraints that cannot be worked around for the alignments being considered. An alignment that further away from existing watercourse features such as oxbow lakes and ravines will typically reduce potential complications during detailed design and construction. However if desired, issues arising from alignments through or close to watercourse features can be mitigated with additional dewatering and/or erosion protection along with water course realignment as necessary. Further recommendations can be explored during the design phase of the work. In areas of large cut, water could be encountered during excavation; borehole drilling should be undertaken in the design phase to confirm the stratigraphy and depth of water. If the roadway and ditch design requires cut below the water table, a permanent subdrain system would be required to lower the water table to a target depth of at least 2 m below final grade to reduce the potential for frost heave. Subdrains may also be required to reduce the water level within the lower portions of the back slope in a controlled manner to maintain slope stability. Provided that dewatering is implemented in areas below the water table, the proposed 3H:1V slopes are in general expected to be stable. Some local slope instability may occur during construction in zones where perched water tables are encountered; local slope flattening and/or subdrainage may be required to deal with these zones. Benching should be provided within back slope cuts above a height of about 8 m to reduce the surface erosion potential. Please see Appendix E for the full geotechnical report.

4.6

Historical Resources

A Historical Resources Overview (Statement of Justification) was completed for the two alignments under consideration. The major features along the corridors are: Sturgeon River, which could have been a source of food and a travel route (if the surrounding area was forested) in the past. People may have lived there or potentially stopped for a short time or camped near the river. The potential is low in the upland areas of the corridor. Poundmaker Lodge site, including the Poundmaker School, lodge and farm. This is designated a Provincial Historic Resource. In future stages of the project, a Historical Resources Impact Assessment (HRIA) will need to be conducted for the lands on the north/west side of the river in the floodplain, regardless of which alignment is proposed. Historical reviews have previously been

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Sturgeon County 127 Street Functional Planning Study – Final Report

completed south/east of the Sturgeon River. Also, should the South Option be pursued, an archeological consultant is to comment on the relationship of the proposed 127 Street to the Poundmaker Lodge site. Please see Appendix E for entire Statement of Justification submitted to the Historical Resources Management Branch of Alberta Culture and Community Spirit, and the Provincial response.

4.7

Poundmaker Road Option

In completing the 127 Street Functional Planning Study within Sturgeon County, the consideration of Poundmaker Road as a potential alignment for the future arterial has been raised. This option has been deliberated in the past, but is considered a non-starter as this alignment garners major concerns with land impacts to Riverlot 56; proximity to the cemetery, and Provincial Historic Resource sites; and requires lengthy road construction through floodplain areas. ISL has taken a cursory review of this alignment and has provided an overview in Appendix H.

4.8

Comparative Analysis of Alternatives

Table 4.8.1 below shows a summary of the highlights of each option comparatively. Table 4.8.1: Alignment

Comparison of North and South Alignments – Highlights Summary Summary of Features/Issues

North Option (N1-A)

More central alignment between Riverlot 56 and existing development Best CNR crossing, 127 Street crosses squarely under CN Railway (least costly) Least desirable Sturgeon River Bridge (skewed, est. +$1M) Land impacts: Greater development flexibility between 127 Street and CNR • Less flexibility for development and access near Sturgeon Road Riverlot 56 stakeholder preference for road away from Natural Area No impact to woodland north of Edmonton Greater direct impact to oxbow/forest feature at river *If selected, road to be realigned away from the oxbow, increasing land severance near Sturgeon Road 17 HP pipeline crossings (est. +$2M)

South Option (S-1)

CNR bridge on curve (est. +$1.25M) Less direct impact to oxbow/forest feature at river and utilizes existing cleared area south of Sturgeon River Bisects woodland north of Edmonton Major concerns from Riverlot 56 Stakeholders to road along RL56 Land impacts: Maximizes development flexibility between CNR and river • Less flexibility for development between 127 Street and CNR 7 HP Pipeline Crossings

The complete detailed evaluation matrix can be viewed in Appendix D.

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Sturgeon County 127 Street Functional Planning Study – Final Report

4.9

Additional Option Near Utility Corridor – North of Bellerose Drive

North of Bellerose Drive, both the North and South options are common and either route across the river can follow either side of the utility right-of-way housing the 500mm ACRWC sewer forcemain and 550mm Morinville Water Line. The option to follow either side of the water line was considered and depicted on the alternative plans in Appendix C. Planning for 127 Street along the east side of the utility corridor is not desirable due to its proximity to an existing residence. However, following the east side of the utilities is technically preferable from a pure roadway perspective as it garners a better intersection angle with Coal Mine Road and requires substantially less impact to water/sewer lines. If 127 Street is proposed along the west side, both major utilities will require substantial relocation, potentially over 500m in length at an estimated cost of between $1M and $2M.

4.10 Preferred Alignment Option The discussed in this section show how complex the route selection is, with a number of factors to be taken under consideration. The best of all worlds cannot be achieved and there are trade-offs to be made. For example, the alignment near the Morinville Water Line (as discussed in Section 4.9) and the issue of direct versus indirect environmental impacts arises, where if the North Alignment is selected, the road would need further realignment away from the oxbow to reduce impact and support future permitting, however, it creates increased land severance of Riverlot 57. If the South Alignment is selected, there is less severance of Riverlot 57 but could be significant opposition from Riverlot 56 users and stakeholder. In this case, there are some measures that can be considered in future studies to mitigate the Riverlot 56 concerns. For example, there may be some potential for an earthen berm and ditch or culvert treatment in the vicinity of 127 Street and Sturgeon Road, to provide a barrier between the roadway and the Natural Area. Consideration of a culvert for localized drainage, instead of a ditch, may be required where space is limited. All lands between 127 street and Riverlot 56 should be landscaped carefully to minimize potential for vehicle /wildlife collisions. Where feasible, lands between the 127 Street margin and the Riverlot boundary could be naturalized through landscaping to provide a visual screen and a buffer that transitions to the Natural Area habitat. Future design studies should look for opportunities to dedicate orphaned lands situated between the new ROW and the Riverlot boundary as part of the Natural Area. Though there are not a number of distinguishing features between the North and South Options, the technical merits of the South Alignment are greater than the north alignment, and the South Alignment was selected as the preferred alignment for the future 127 Street extension, as depicted in Figure 127 St Alt S1 in Appendix C. This alignment featured the greatest technical advantages for the Sturgeon River bridge location, geotechnical considerations, least amount of high pressure pipeline crossings, and the road is the furthest from the sensitive oxbow, which best preserves the connectivity between the oxbow and adjacent forest. The plan follows the East side of the Morinville Water Line/ACRWC utility corridor. Stormwater management ponds will also be required on either side of the Sturgeon River to control the discharge rate and to preserve water quality.

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Sturgeon County 127 Street Functional Planning Study – Final Report

4.11 Cross Section Alternatives Reviewed Three cross-sections were developed for review along the 127 Street corridor, as shown in Appendix C, and Table 4.11.1 below provides a qualitative comparison each. Table 4.11.1: Basic Road Right-ofWay* Strom Drainage Conveyance Long Term Maintenance Accommodates County Utilities on Roadside? Other

Comparison of the 127 Street Cross-Section Alternatives Rural 60m Greatest width

Semi-Urban 55m Moderate width

Urban 40m Least width

Ditch

Underground sewer

Low

Most costly (sewers and snow removal)

Yes

Yes Greater impact to existing pipelines**

* These widths apply in areas where the road is roughly the same elevation as the surrounding terrain. Over much of the 127 Street length, the road is elevated or depressed, which will require wider segments of land. ** Pipelines may need to be lowered to a deeper level to accommodate the underground gravity storm sewer, which would be more costly.

At the required 80km/h design speed, both the Semi-Urban and Urban cross-sections require the use of semi-mountable curbs for safety reasons.

4.12 Preferred Cross Section The Semi-Urban cross-section was selected as the preferred cross-section for the following reasons: Moderate right-of-way width (55m basic right-of-way, but wider in areas where the road is elevated or depressed) Least long-term maintenance costs as Sturgeon County can continue to use their current methods and equipment for plowing and snow removal. Also, this crosssection requires no underground storm sewer maintenance or replacements. This cross-section will be used for the majority of the 127 Street corridor, then transition to meet the City of Edmonton’s urban cross-section at the Sturgeon County South Limits.

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Sturgeon County 127 Street Functional Planning Study – Final Report

5.0

Development of Functional Plan 5.1

Alignment Refinements

The development of the functional plans was an iterative process, and refinements were made to zero in on the optimal 127 Street plan. Refinements made through the development of the functional plans are described below: 1. The alignment along the Morinville Water Line/ACRWC Sewer Forcemain was adjusted slightly to reduce the amount of remnant land between 127 Street and the utility corridor. 2. The alignment at the Sturgeon River crossing was optimized to a more desirable bridge crossing of the Sturgeon River, by shifting the bridge approximately 80m downstream from the previous single-line concept. The original crossing location along the edge of RL57 placed the bridge directly on a curve in the river, which would require additional capital construction costs for bank protection, and additional ongoing maintenance over the lifespan of the crossing to prevent overscouring. Also, shifting the bridge further downstream may also slightly reduce the bridge length, as the river is straight/tangent in this section. 3. Late in the process the Sturgeon River bridge was raised to accommodate the passage of large animals under the bridge, along both sides of the bank. 4. An alignment shift was incorporated between the ACRWC Manhole Structure and the CNR (north of the City of Edmonton) to improve access and development opportunities between 127 Street and the CNR. The alignment and accesses shown were developed through consultation with adjacent landowners, with the understanding between all parties that there is the opportunity for future refinements through the ASP process. If refinements are requested, they should be reviewed by a transportation engineer to ensure that the modifications are technically sound.

5.2

Ultimate Roadway Network Traffic Analysis

Ultimate traffic volumes were based on the 2044 (32 Year) Regional Transportation model. 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. The resulting traffic control required at each intersection to accommodate future ultimate traffic flows are shown below. Table 5.2.1:

Traffic Control Conditions on 127 Street

127 Street at Highway 2 Northeast Arterial* Coal Mine Road Bellerose Drive Sturgeon Road Township Road 542 Poundmaker Road

Traffic Control* Traffic Signals 2-Way Stop 2-Way Stop Traffic Signals Traffic Signals SWB Stop NEB Stop

* Traffic analysis for 127 Street, west of Bellerose Drive, is based on a 2-lane cross-section.

Certain intersections required either channelized right turn lanes or left turn lanes, however, along 127 Street left turn bays have been provided standard at every intersection to remove stopped vehicles waiting to turn left out of the through lanes. Left turn bays were shown on the functional plans to accommodate a minimum of 60 m of

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Sturgeon County 127 Street Functional Planning Study – Final Report

storage, except where queuing results indicated that a longer left turn bay was necessary. Based on the ultimate traffic projections, a 4 lane divided cross section is required up to Bellerose Drive. Although a 4 lane cross section is not needed beyond Bellerose Drive it would, however, be prudent to plan for it as represented in the ultimate recommended functional plans. 127 Street will be a critical link which connects Highway 2 to many area neighbourhoods and will likely, at some point need to be improved to a four lane crosssection. In general, 127 Street operates as free flow facility except at the three major signalized intersections: 127 Street and Highway 2; 127 Street and Bellerose Drive; and 127 Street and Sturgeon Drive. All other intersection will function with a stop sign on the minor road. The full traffic analysis, including staging scenarios and Synchro output reports, are included in Appendix F.

5.3

Stormwater Management

5.3.1 Introduction Sturgeon County is proposing to extend the 127 Street roadway from the City of Edmonton boundary to Highway 2 at Township Road 544. As part of the Capital Region Growth Plan, the 127 Street extension has been identified as a road of regional significance and a major collector as this roadway is central to the development within the Sturgeon Valley. As such, Sturgeon County is looking to construct the first stage of this roadway. The first stage of the 127 Street roadway is to extend northwesterly from the City of Edmonton boundary about 2.7 km to Sturgeon Road and will consist of a 2 lane rural cross-section. As development in the area grows, the Ultimate Stage of the 127 Street roadway will run all the way to Highway 2 at Township 544 and will consist of a 4 lane semi-urban cross-section. As this project involves the planning and design of a new arterial road, roadway drainage needs to be addressed. 5.3.2 Site Topography Currently, the lands along the route of the northern portion of the proposed 127 Street extension from the future connection with Highway 2 east for about a mile drain south into St. Albert through the highway ditch system and other surface drainage courses. However, the proposed roadway will be graded to drain towards the Sturgeon River. 5.3.3 Proposed Stormwater Quantity Control, Quality Control, Spill Containment Runoff from the proposed 127 Street roadway is to be directed to typical roadway drainage systems comprised of ditch/culvert conveyance systems and stormwater management facilities (SWMFs). Stormwater quantity control, water quality treatment and spill containment is to be provided within these facilities. Stormwater quantity control is to be provided by storage in the SWMFs with a continuous discharge rate based on the maximum allowable release rate of 2.5 L/s/ha. This rate is based on the maximum allowable release rate for Big Lake. Stormwater quality treatment is to be provided through an engineered wet pond/wetland design, where treatment is provided through the

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Sturgeon County 127 Street Functional Planning Study – Final Report

action of settlement. Spill containment is to be provided through a submerged outlet type design, where floatable materials are retained and do not flow through. In addition, some water quality treatment will be provided by the vegetated ditch system through the actions of settlement, filtering and plant uptake. 5.3.4 Site Drainage Drainage of the 127 Street roadway is to be provided by ditch/culvert conveyance systems, designed to convey runoff from the 1:100 year design event. The ditches are to be vegetated with natural grasses to prevent erosion and provide some water quality treatment benefits. Where the road grade steepens, additional erosion control devices such as check dams will be used in the ditch to slow the flows down. For the Ultimate Stage of the 127 Street roadway extension, the site is generally divided into two main catchment areas with one area draining from the City of Edmonton Boundary to the south side of the Sturgeon River and the other area draining from Highway 2 at Township Road 544 to the north side of the Sturgeon River. The total catchment area is 51.0 ha. Each main catchment area was further subdivided for a total of 30 sub-catchments, based on the right and left sides of the road, and generally in 500m long blocks. For Stage 1 of the roadway the total catchment area is 10.4 ha as Stage 1 consists of a 2 lane rural cross-section extending from the City of Edmonton Boundary to Sturgeon Road. All catchment areas take into account the roadway with little or negligible areas contributing outside as the land is graded towards the river. 5.3.5 Options Considered The south side of the river has a number of environmental features that could be impacted by the placement of a stormwater management pond on that side of the river. As such, two options were considered to combine the North and South ponds into one on the North side, where there are less environmental restrictions. These included pumping the south stormwater across the Sturgeon River Bridge to the North Pond, and linking a larger pond on the north side to a smaller pond on the south side via a sewer pipe under the Sturgeon River that works by equalization. These options did not carry forward as they were considered cost prohibitive due to the increased maintenance requirements. Also, an extensive bioswale system was also considered to accommodate drainage along 127 Street south of the river for water quality and storage, however, this was also deemed cost prohibitive and would require a significant amount of maintenance. 5.3.6 Computer Modeling XP-SWMM computer simulation modeling was conducted to estimate the peak runoff flows and volumes for the 1:100 year design storm events from the proposed development for the purposes of designing conveyance systems and storage facilities. Both Ultimate Stage and Stage 1 of the proposed roadway were simulated. A summary of the model runoff results are located in Appendix K. For the Ultimate Stage, drainage from the roadway will be designed to drain into two SWMFs at or above the high water level (HWL) to prevent backup of the roadway drainage system from HWLs in the pond during large storm events. The proposed preliminary design water level elevations, storage volumes and areas for the two SWMFs are given in Table 5.3.1.

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Sturgeon County 127 Street Functional Planning Study – Final Report

Table 5.3.1:

Ultimate Stage Proposed Pond Water Levels and Storage Volumes Normal Water Level (m)

High Water Level (m)

Storage Volume 3 2 (m )

SWMF Area 3 (ha)

Required Land Area 4 (ha)

North SWMF

650.2

652.2

21,000

1.6

2.6

South SMWF

650.2

652.2

21,600

1.6

2.6

Storage Volume based on the 1:100 year, 24-hr Huff Design storm less a continuous discharge based on the maximum allowable release rate of 2.5 L/s/ha (governs over the Chicago event). 3 Required land area is the area at high water level + freeboard. 4 This is the total land area required. This includes the SWMF area + a 2.0 m wide (top width) and 3.5 m high berm at 4:1 side slopes around the perimeter of the SWMF.

It should be noted that these SWMFs are located within the flood plain boundary as indicated on Figure 003 in Appendix A. As such flood protection (i.e. berm) will need to be provided for the SWMFs. Further studies and regulatory approvals may be required for development within the flood plain and is to be confirmed during detail design of the roadway. For Stage 1, drainage from the roadway will be designed to drain into one SWMF located in the same location as the Ultimate Stage South SWMF. It is proposed that the Ultimate Stage South SWMF pond be constructed for Stage 1. The reason being is that these SWMFs are designed to be engineered wet ponds/wetlands and by constructing the ultimate pond for Stage 1 it will create fewer disturbances to wetland vegetation that are planted for the pond. As well, it will also minimize construction within flood plain boundary. The proposed preliminary design water level elevation, storage volume, and area for Stage 1 of the South SWMF are given in Table 5.3.2. Table 5.3.2:

South SWMF

Stage 1 Proposed Pond Water Levels and Storage Volumes Normal Water Level (m)

High Water Level (m)

Storage Volume 3 2 (m )

SWMF Area 3 (ha)

Required Land Area 4 (ha)

650.2

651.2

8,800

1.6

2.6

5.3.7 Staging Depending on how development progresses within the Sturgeon Valley, staging of the North SWMF may also be necessary. At the time of this report there are plans to extend the 127 Street roadway to Highway 2 at Township Road 544, however the details of the staging can be determined at the time of development.

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Sturgeon County 127 Street Functional Planning Study – Final Report

5.3.8 Stormwater Management Recommendations Figure 003 in Appendix A shows the conceptual stormwater management pond locations. In order to accommodate the 1:100 year events for the road itself, each pond will require approximately 2.6 Ha of land, including berms around the pond higher than the 1:100 year flood level. Prior to finalizing the locations it is recommended that the floodplain extents be confirmed and that the size of the ponds be minimized as much as possible to reduce impact to the: Floodplain area; The treestand on the south side of the Sturgeon River, and the adjacent oxbow feature; and The County’s Environmental Protection Area South of the river. In order to reduce impact of the ponds on the floodplain and environmental features, it is recommended that the following be employed through the development of 127 Street (in order of preference): 1. Minimize the size of the ponds adjacent the Sturgeon River by accommodating drainage from 127 Street into adjacent development stormwater management facilities along the corridor. 2. Locate the South Pond away from the oxbow feature as much as possible. The further away the pond is the better; however, a minimum of 100m should be maintained of the upland riparian forest. 3. Locate the South Pond out of the Environmental Protection Area as much as possible. All of the above will require coordination with adjacent developers to confirm the size and location of the 127 Street drainage accommodation.

5.4

Bridge Structure over the Sturgeon River (New Bridge File at 5+100)

Plans for the Sturgeon River Bridge are provided on Figure 13235 B1 in Appendix A. 5.4.1 Proposed Structure (Square) The proposed structure is based on a preliminary out to out length of 73.1m associated with the ultimate four lane facility and sidewalk of 127 Street over Sturgeon River. Refer to the preliminary structure outline drawing 13235 B1 which illustrates the Ultimate Stage. Assuming that the structure will consist of a three-span arrangement of 20m-24m-20m with a 2.0m pedestrian passage under on both sides, a tentative structure depth of 1.6m may be used for preliminary design purposes. There is a major wildlife corridor along both sides of the Surgeon River, and this design protects for large animal crossings under the bridge on both sides by: 10m of bank on either side of the river. The 2m pedestrian path is in addition to the 10m allocated for wildlife; and 4.0m minimum clearance from the river bank to the underside of the bridge for moose crossing. The preliminary length may be revised as requires upon obtaining field survey information and an accurate reading on the skew angle during the design phase of the project. 5.4.2 Proposed Construction The preliminary structure outline drawing shows the Ultimate Stage facility while the bridge will most likely be constructed in two stages. Stage 1 would consist of only the

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Sturgeon County 127 Street Functional Planning Study – Final Report

south portion of the bridge including the 4.2m sidewalk with one lane of traffic in each direction, whereas the Ultimate Stage would be built as shown on the preliminary structure outline drawing. Piers will be required to construct the proposed three-span bridge; therefore, the need for in stream work is required. A tentative structure depth of 1.6m for the proposed 24.0m centre span is preliminary and will need to be verified at the preliminary engineering phase of this project. Adjustments to the span arrangement may be required to provide the optimum solution while still maintaining the 1m freeboard minimum. The following staging sequence will likely apply at this river structure: Initial Stage (Stage 2A from Section 5.7) – will consist of a two lane arrangement on 127 Street using only the lanes on the south portion of the Ultimate Stage as well as the sidewalk. This stage will involve the construction of the piers to the Ultimate Stage, so as to conduct all the in-stream work at once. Ultimate Stage (Stage 3 from Section 5.7) – the Initial Stage facility of 127 Street is expanded to the north by two lanes as shown on the preliminary structure outline drawing. Structure costs for the Initial Stage are estimated to be $7.4M while costs for the expansion to the ultimate structure are estimated to be $1.9M. Each of these estimated costs are before contingency and engineering fees and are based on 2012 dollars and a 2.5:1 headslope. 5.4.3 Sight Distance Sight distance is adequate at the proposed structure for all stages of construction for the design speed of 80km/h. 5.4.4 Geotechnical The proposed out to out length of the structure is based on 2.5:1 headslopes with a 12.0m bench on both sides for pedestrian and wildlife passage. However, a geotechnical assessment will need to be undertaken during the preliminary engineering phase to verify the 2.5:1 assumption. A detailed geotechnical assessment will be required prior to establishing the final slope. 5.4.5 Deck Drainage The preliminary 0.75% grade on the structure and approach road provides adequate drainage on the structure. 5.4.6 Environmental Environmental approvals will be required from Transport Canada (NWPA), DFO, Alberta Environment (Code of Practice) and Alberta Sustainable Resource Development. Future environmental considerations in the next design stages of the project: The river bank area and pedestrian crossing under the bridge should be kept natural and flat or gently sloped; Maintain a natural appearance to the underpass approaches; Allow for bat roosting by incorporating vertical crevices 0.25 to 3cm wide and 30cm deep, located at least 3m above ground. Expansion joints between 1.9 and 2.5cm wide may also serve as bat roosts; and Minimize use of sharp vertical sidewalls and riprap.

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Sturgeon County 127 Street Functional Planning Study – Final Report

5.5

Bridge Structure under CNR (New Bridge File at 6+393, 15 degree skew)

The proposed CN subway will be located at 6+393 over 127 Street. The proposed railway structure is super-elevated on a curvilinear alignment with an approximate radius of 350m. Currently, there is not an at-grade crossing at Westlock Subdivision CNR Mile 5.7. Plans for the CNR Bridge are included on Figure 13235 B2 in Appendix A. 5.5.1 Proposed Construction The proposal is to construct a subway grade separation with a preliminary theoretical length of 40.0m on square from centerline to centerline of bearings. An out to out length is to be confirmed during the preliminary engineering phase. The subway structure will need to accommodate an ultimate four lane urban facility. Maintaining rail traffic on the CN mainline track during construction of the subway will be essential. Consequently, a shoofly (railway diversion) around the site will be required to accommodate the construction of the subway structure. The alignment of this diversion will need to be confirmed prior to detailed design of the subway commencing. The proposed subway structure will be a single span structure arrangement. Based on this arrangement, the preliminary overall depth of structure from the top of rail to the underside of the girder is estimated at 2.6m. CNR will need to be contacted to determine their requirements prior to more detailed plans being developed. Refer to the preliminary structure outline drawing 13235 B2. Costs for the structure, the railway detour, and the relocation of the at-grade crossing is estimated to be $ 3.15M before contingency and engineering fees, based on 2012 dollars. 5.5.2 Possible Cost Apportionment with CNR At the present time, CNR is senior at the crossing; therefore, the Road Authority would be 100% responsible for all the grade separation costs unless an at-grade crossing can be closed and the seniority transferred to this site. Maintenance costs of the structure will also rest with Sturgeon County. 5.5.3 Project Approvals A notice of works must be forwarded to the Railway, Transport Canada, the Canadian Transportation Agency, and the existing landowners in the four quadrants, the County, and Alberta Transportation. Lance Pepper, an AECOM representative, has reviewed the alignment of the structure and has stated that a structure in the past has been located entirely on the curve and therefore this alignment should be constructible. Also, an agreement must be executed between the Railway and the Road Authority prior to construction of the grade separation commencing. A copy of the agreement must be filed with the Canadian Transportation Agency in Ottawa.

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Sturgeon County 127 Street Functional Planning Study – Final Report

5.6

Recommended Plans/Profiles

Exhibit 3 and Figures 001 to 004 in Appendix A show the recommended ultimate 127 Street corridor. Features include: Arterial roadway that will accommodate future traffic that the current roadway network will not be able to carry and support future growth in the Sturgeon Valley and surrounding areas while minimizing traffic impacts on existing neighborhoods. Meets the projected needs of Sturgeon County and City of St. Albert, with connections to the local road network and provisions for future intersection requirements. Arterial alignment that meets design criteria, while minimizing impact to developable land, land severance and parcel sterilization. Cross-section transition from semi-urban with a 6m median width to meet the proposed City of Edmonton urban cross-section with a 4m median (including curb and gutter) approaching the City Limits. At-grade intersections at: • Existing Highway 2 (signalized); • Northeast Arterial (stop-controlled); • Coal Mine Road (stop-controlled); • Bellerose Drive (signalized); • Sturgeon Road (signalized); • Extension of 195 Avenue/Township Road 542 (stop-controlled); and • Extension of Poundmaker Road (stop-controlled). A new CNR underpass structure and bridge over the Sturgeon River. The Sturgeon River Bridge includes a multi-use trail on the south side of the structure for pedestrians to cross the river, as well as allowance for pedestrian and wildlife passage under the bridge on both sides of the river. Trail crossings of 127 Street will occur on the north side of Sturgeon Road, south side of Bellerose Drive. Realigned accesses to two existing residences on Riverlot 38. Though the minimum access spacing along 127 Street is 400m, in some areas the grades may be too high to permit major accesses in the future due to safety: • CNR underpass to Sturgeon Road • Bellerose Drive to Coal Mine Road In areas where the cut is 8m or greater, benching of the backslopes will be required. Figure XS01 in Appendix A shows a sample cross-section for areas in 8m or greater cut.

5.7

Staging

The proposed staging for the 127 Street extension is outlined below in Table 5.7.1. Though the timing of construction is not known at this time, the procurement of 127 Street is flexible and can be based on development, funding availability and County priorities. Table 5.7.1: Stage 1

August, 2012

Proposed Construction Staging

Construction 2 lanes from City of Edmonton Limits to Sturgeon Road, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Full construction of the CNR underpass, including temporary track detour; Ultimate stormwater management pond south of the Sturgeon River, with ditch drainage from Sturgeon Road to pond; Utilizing surplus material for pre-grading the ultimate Sturgeon River Bridge approach fills; Extension of Poundmaker Road and 195 Avenue/Township Road 542 to 127 Street;

Page 27

Hwy 2 i n e C o a lM

Rge Rd 253 1

1:5000

D ri ve

Enviromental Approximate Flood

Protection Area

Plain Boundary

SWMP

S t ur ge on

R oa d

y r a d n u o B t r e b l A t S f yo t Ci

Sturgeon County

B el l er os e

y r a d n u o yB t n u nCo o e g r u t S

FU TU AR RE N TE O RI RT AL H RO EAS AD T

TS MI PROJECT LI

R o a d

4 4 wpRd5 T

SWMP

2 4 wpRd5 T

O TI A N

R to oa L dt o ca o C lN o n e ne tw o ct rk

N A I D A N A C

R to oa L dt o ca o C lN o n e ne tw o ct rk

Rge Rd 251

ver geon Ri ur St

City of St Albert

L A N LW I A R Y A

T C E J O R P

ct e k n n or o C etw to N l d a ca o R Lo to 12.19

3: 10: 30 PM

S T I

EDG E O F DRI VI NG SURFACE

07/ 06/ 2012

City of Edmonton RCMP

PROPOSED 127 Street

R-O-W REQUIRED

127 Street

Title

Functional Planning Study

HORIZ 1:20 000

PROPOSED DRIVEWAY

PROPOSED TURN-AROUND

Project

100m

200m

500m

Overall Study Area

CITY BOUNDARY REMNANT PARCEL

Exhibit No.

003

EDGE O F DRI VI NG SURFACE

10.06

Legend

. . . \ FPS_127ST_r ol l . dgn

M LI

Sturgeon County 127 Street Functional Planning Study – Final Report

Associated pipeline and utility relocations, lowering and protection works; and Ultimate ditching and illumination along west side of 127 Street. The timing of Stage 1 is dependent on City of Edmonton 127 Street construction progress and traffic needs within the County. Stage 2A

The extension of 2 lanes from Sturgeon Road to Bellerose Drive, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Initial state Sturgeon River Bridge construction of 2 lanes with 2.0m shoulders, including the 4.2m multi-use trail and the piers to the Ultimate Stage; Ultimate stormwater management pond north of the Sturgeon River; Signals at existing Highway 2, Sturgeon Road and Bellerose Drive (though these are not anticipated to be needed on opening day, it may be most reasonable to assume that they are installed at the outset of Stage 2A due to the strong traffic draw to the new river crossing and Anthony Henday Drive); Associated pipeline and utility relocations, lowering and protection works; and Ultimate ditching and illumination along west side of 127 Street. The timing of Stage 2A is dependent on traffic needs within the County and as necessitated by development.

Stage 2B

The extension of 2 lanes from Bellerose Drive to Highway 2, including: 2-lane rural section placed on ultimate southbound lanes, 2.0m shoulders; Associated pipeline and utility relocations, lowering and protection works; and Ultimate ditching and illumination along the south/west side of 127 Street. The timing of Stage 2B is flexible and can be completed at any time before, after or along with Stage 2A, depending on County priorities and development pressures.

Stage 3

Completing the 4-lane semi-urban cross section from the City of Edmonton Limits to Bellerose Drive, including: Removal of east shoulder, construct median and provision of 2 additional lanes; Expansion of the Sturgeon River Bridge to the ultimate cross-section; and Ultimate ditching and illumination along the east side of 127 Street. The timing of Stage 3 is as necessitated by area development.

Stage 4

Completing the 4-lane semi-urban cross section from the Bellerose Drive to Highway 2, including: Removal of north/east shoulder, construct median and provision of 2 additional lanes; and Ultimate ditching and illumination along the north/east side of 127 Street. The timing of Stage 4 is as development necessitates its 4-laning or if it is deemed a Sturgeon County priority.

5.8

Opinion of Probable Costs

A 2012 planning-level estimate was prepared for each of the five proposed stages. Table 5.8.1 below summarizes the opinion of probable costs:

August, 2012

Page 28

Sturgeon County 127 Street Functional Planning Study – Final Report

Table 5.8.1:

Opinion of Probable Costs for 127 Street

Dollars (2012) $ 23.8M $ 17.6M $ 21.2M $ 11.0M $ 7.5M $ 80.9M $ 12.1M $ 24.3M $ 18.3M

$ 1.0M $ 136.6M

Due to the amount of excavation there could be an issue with surplus material and the associated cost for hauling. Overall project costs could be reduced if this excess material can be utilized on nearby transportation projects or developments. See Appendix B for a detailed breakdown of costs.

August, 2012

Page 29

Sturgeon County 127 Street Functional Planning Study – Final Report

6.0

Public and Landowner Consultation Feedback was solicited throughout the study in the form of landowner meetings and public Open Houses, held the following dates: Landowner Meeting #1 – June 22, 2011 Landowner Meeting #2 – September 13, 2011 Public Open House #1 – October 5, 2011 Landowner Meeting #3 – April 10, 2012 At each, study information/progress was presented and team members were available to answer questions and discuss the project. Attendance was not high (less than 50%) at the Landowner Meetings and mixed feedback was received. There was an indication that some landowners did not want 127 Street to traverse the area at all, along with a desire for future traffic to use existing roadways. There were also concerns with previous planning processes completed regarding 127 Street, which would be considered predecessors to this study. Some landowners are considering development of their lands and expressed an appreciation that the study is moving forward to identify the new 127 Street route. Public Open House #1 was successful with over 137 attendees. General feedback themes included: Wish to see alternatives to new 127 Street; unaware of previous studies & public consultation Want to protect Riverlot 56 wildlife / environment Desire to reduce impact on existing development (traffic & noise) 127 Street support (“Just get it done! Soon Please”) Verbally, most attendees did not show strong opinions Based on the results of the written feedback received, residents showed slightly more support for the South Alignment option over the North Alignment (52% support and 37% support, respectively). 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 Involvement Report is included in Appendix G.

August, 2012

Page 30

Sturgeon County 127 Street Functional Planning Study – Final Report

7.0

Conclusions and Recommendations 7.1

Conclusions

7.2

Recommendations

This report identifies the tasks needed for the County to construct 127 Street. In the short term, the County should plan and protect for the recommended 127 Street corridor and footprint as depicted on Figures 001 to 004 in Appendix A. All future land use plans should stay outside of the road right-of-way, and respect the recommended access points identified in the functional plans. Considerations for the future design stage: Conduct more detailed geotechnical investigation in future design stages to confirm the backslopes. In areas of cut greater than 8m, provide benching of sideslopes. Conduct detailed environmental work, such as wildlife surveys, rare plant assessment, vegetation surveys. Conduct a Historical Resource Impact Assessment, as detailed in the response letter provided by Alberta Culture and Community Spirit. Contact utility and pipeline companies to discuss design details and designspecific requirements for protection, lowering or relocation of their facilities. This will include a confirmation of requirements near the ACRWC Sewer Forcemain to Gravity Manhole Structure; and Confirm the feasibility of installing earth berms near Riverlot 56 to provide a physical separation between the roadway and the natural area. Where right-ofway is limited, culverts for localized drainage, instead of ditches, should be assessed.

August, 2012

Page 31

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix A Recommended Plans (including bridges)

August, 2012

ay 2 ghw Hi

4 5 2 4 85 SE2

4 5 2 4 85 SW2

4 4 d5 wpR T

Sturgeon County 0 0 0 + 2

R3 5 0 A1 4 0 2+ 50 0

BDY

PRO PO SE ART D NO RTH ERI AL EA RO AD ST

W / EDR POS PRO

DY WB R/ NG I ST EXI

k r Pa l a i r t s u d n I h t r No o oPr T

4 4 d5 wpR T

4 5 2 4 15 NW2

0 0 R3 5 2 A1

700

K = 148

695

C LEXISTING GROUND

L = 120.0

690

25m RT SOD

0 . 9 1 %

PR O PO SE D

R/ W

PROPOSED NORTHEAST ARTERI AL ROAD

STA 1+046. 468 C/ L M EDI AN HW Y 2

705

R/ W

BD Y

710

705

700

695

690

25m LT SOD

- 0.10%

685

680

675

670

6: 00: 17 PM

FPS_Pl an_Pr of i l e_Exhi bi t s. t bl

PR O PO SE D

4 5 2 4 15 NE2

0 0 0 + 1

710

253

Traffic Signal

0 0 5 + 1

Rd Rge

TS MI T LI JEC PRO

4 5 2 4 95 SE2

0 5 R2 5 2 A1

665

03/ 05/ 2012

665 1+000

2+000

1+500

Legend

2+500

Project

127 Street

Title

Functional Planning Study

Figure No.

001

HORIZ 1:5000 He nd ay Dr i ve

REMNANT PARCEL

2 54

p w T

d R

4 54

Rd r e k ma d n u Po

25m

50m

100m

An t ho ny

. . . \ FPS_127ST_001. dgn

DITCH LINES

1 25

GAS LINE

d R

EXCAVATION LIMITS

d R

VERT 1:500

City of Edmonton

2.5m

ROAD CLOSURE

EAST TH OR D DN OSE AL ROA TERI PROP AR

CITY BOUNDARY

p w T

1 2 7S t r e e t

ay w gh i H

PROPOSED TURN-AROUND

ge R

3 25

R-O-W REQUIRED

ad geon Ro ur St

d R

PROPOSED DRIVEWAY

ve i ose Dr er l Bel

CoalM i ne Road

ge R

PROPOSED 127 Street

Sturgeon County Rg eRd 2 5 2

10m

City of St. Albert

Key Plan

R . L. 38 PROP OSED R/ W BD Y

R . L. 38

54 -2 54 22 N W

0 0 0 + 3

ve i Dr

3 + 5 0 0

ose er l l Be

Sturgeon County

R ge R d 25 3

A XS0 1

O PROP

0 0 5 + 4

ne Mi Coal

DY WB / EDR POS O R P

PRO POS ED R/ WB DY

R . L. 37

54 -2 54

A XS0 1

N E 21

R A 30 12 0 5

4 + 0 0 0

Road

DY WB DR/ OSE P O PR

R4 0 0 A1 5 0

R 400 A 150

R . L. 37

Traffic Signal

BELLEROSE DRI VE

695

690 - 0.10%

685

C LEXISTING GROUND

695

690

685

SSD = 176

680

680 K = 77

25m LT SOD 25m RT SOD

L = 300.0

675 CoalM i ne Road

FPS_Pl an_Pr of i l e_Exhi bi t s. t bl

675

670

665

-3 . 9 9 %

670

K = 58 L = 150.0

665

660

660 1 . 4 1 %

655

5: 43: 27 PM

655

650

03/ 05/ 2012

650 3+000

4+000

3+500

Legend

4+500

Project

127 Street

Title

Functional Planning Study

Figure No.

002

HORIZ 1:5000

REMNANT PARCEL

He nd ay Dr i ve

2 54

p w T

d R

4 54

Rd r e k ma d n u Po

25m

50m

100m

An t ho ny

. . . \ FPS_127ST_002. dgn

DITCH LINES

1 25

GAS LINE

d R

665 VERT 1:500

City of Edmonton

EXCAVATION LIMITS

EAST TH OR D DN OSE AL ROA TERI PROP AR

ROAD CLOSURE

p w T

1 2 7S t r e e t

ay w gh i H

CITY BOUNDARY

d R

PROPOSED TURN-AROUND

ge R

3 25

R-O-W REQUIRED

ad geon Ro ur St

d R

PROPOSED DRIVEWAY

ve i ose Dr er l Bel

CoalM i ne Road

ge R

PROPOSED 127 Street

Sturgeon County Rg eRd 2 5 2

City of St. Albert

Key Plan

PRO POS EDR / WB DY

St ur geon Road

Sturgeon County 4 + 5 0 0

57 L. . R

38 L. . R Conceptual

5 + 0 0 0

Stormwater Management

PRO POS EDR / WB DY

57 L. . R

ED OS OP PR

Facility

5 + 5 0 0

Y BD W R/ D E OS OP PR Remnant Parcel

0 0 0 + 6

Stormwater Management Remnant Parcel

n eo rg tu S r ve i R

Approximate Flood Plain Boundary (to be confirmed by others)

STURGEON ROAD

690

685 STA 5+100. 000 STURGEON RI VER

680

675

690

685

680 K = 91 L = 250.0

675 % 1 5 . +3

670 C LEXISTING GROUND

665

660

K = 185

% 5 7 . +0

L = 400.0

25m RT SOD

655

25m LT SOD

10: 32: 53 AM

ELEV 652 - HIGH WATER

650

11/ 06/ 2012

645 5+000

6+000

5+500

Legend

CANADI AN NATI ONAL RAI LW AY

FPS_Pl an_Pr of i l e_Exhi bi t s. t bl

670

0 0 +5 6

DY WB R/

Traffic Signal

Conceptual

Facility

57 L. . R

0 0 R6 5 7 A1

R6 0 0 A1 7 5

Approximate Flood Plain Boundary (to be confirmed by others)

y wa l ai lR ona i an Nat Canadi

Environmental Protection Area

665

660

655

650

645 6+500

Project

127 Street

Title

Functional Planning Study

Figure No.

003

HORIZ 1:5000 He nd ay Dr i ve

REMNANT PARCEL

2 54

p w T

d R

4 54

Rd r e k ma d n u Po

25m

50m

100m

An t ho ny

. . . \ FPS_127ST_003. dgn

DITCH LINES

1 25

GAS LINE

d R

EXCAVATION LIMITS

d R

VERT 1:500

City of Edmonton

ROAD CLOSURE

EAST TH OR D DN OSE AL ROA TERI PROP AR

CITY BOUNDARY

p w T

1 2 7S t r e e t

ay w gh i H

PROPOSED TURN-AROUND

ge R

3 25

R-O-W REQUIRED

ad geon Ro ur St

d R

PROPOSED DRIVEWAY

ve i ose Dr er l Bel

CoalM i ne Road

ge R

PROPOSED 127 Street

Sturgeon County Rg eRd 2 5 2

City of St. Albert

Key Plan

5 4 2

2 5 1

T w p

R d

W BDY PROPOSED R/

R d

R1 00

25 .00

Sturgeon County

7+000

7+500

8 + 0 0 0

DY WB DR/ E OS ROP P

PROPO SEDR/ W BDY

o P o d rop ri N o d e i g ge se h C d b o rh orn o o ers d

10. 06

CANA DI AN N AT I ONA L RA I L WAY

LI MI TS

Ro a dt oCo n n e c t t oL o c a l Ne t wo r k

12.19

PRO JE CT

2 5 1

S tu C i ty rge o o n f E C d o m u n o ty n to B n o u B n o d u a n ry d a ry

Y D B W / R

R d

N E 1 1

5 4 -2 5 -4

R g e

PROPOSED R/ W BDY

o Connect Road t k wor o LocalNet t

5 4 -2 5 -4

0 5 R4 0 6 A1

S E 1 4

0 50 6+

PROPO SEDR/ W BDY

PROPOSED R/ W BDY

R1 0 0 0 A2 0 0

DY WB DR/ E OS ROP P

06 . 10

5.00

City of Edmonton 6. 10

1 2. 19

K = 312

Range Road 251 695

L = 400.0

25m LT SOD

% 0 6 . +0

25m RT SOD

680 K = 103 L = 300.0

11/ 06/ 2012

675 7+000

8+000

7+500

Legend

CI TY OF EDM ONTON

C LEXISTING GROUND

STURGEON COUNTY

690

685

10: 29: 48 AM

695 0 . 6 8 %

Poundm akerRoad Ext ensi on

FPS_Pl an_Pr of i l e_Exhi bi t s. t bl

6. 10

1 2. 19

690

685

680

675 8+500

Project

127 Street

Title

Functional Planning Study

Figure No.

004

HORIZ 1:5000

REMNANT PARCEL

He nd ay Dr i ve

DITCH LINES

2 54

p w T

d R

4 54

Rd r e k ma d n u Po

25m

50m

100m

An t ho ny

GAS LINE

1 25

EXCAVATION LIMITS

d R

ROAD CLOSURE

d R

VERT 1:500

City of Edmonton

CITY BOUNDARY

EAST TH OR D DN OSE AL ROA TERI PROP AR

PROPOSED TURN-AROUND

p w T

1 2 7S t r e e t

ay w gh i H

R-O-W REQUIRED

ge R

3 25

PROPOSED DRIVEWAY

ad geon Ro ur St

d R

PROPOSED 127 Street

Sturgeon County Rg eRd 2 5 2

ve i ose Dr er l Bel

CoalM i ne Road

ge R

. . . \ FPS_127ST_004. dgn

D E S

R g e

City of St. Albert

Key Plan

NORTH

SOUTH

12.5

Private

60.50

17.988

682

3: 1*

1* 3:

680

Water Line R/W 812 1383

Exi st i ng R/ W Bdy

Existing Ground

C L 127 St

63.70

Pr oposed R/ W Bdy

Driveway

Pr op R/ W Bdy

684

5.0

0 . 5 0%

0% 5 . 0

678

Finished Grade

3: 1*

676

8.0

1* 3:

674

0 . 0 2 m/ m

m m/ 2 0 . 0

:1 5

5 :1

672

670 $PENTBLS$

1.0

*Note: In areas of large cut, 3:1 backslopes have been assumed

668

Section A-A

Fig 002

$DATE$

$TI M E$

Sta 3+900.000

Legend

Project

127 Street

Title

Cross-section at Sta 3+900.00

HORIZ 1:500 0

10m

15m

Sample Section Through Areas $FI LEA$

VERT 1:100 0

of Cut Greater than 8m Depth

Figure No.

XS 01

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix B Opinion of Probable Costs

August, 2012

127 Street Functional Planning Study Opinion of Probable Cost - June 15, 2012 Stage 1 City of Edmonton Limits to Sturgeon Road (2 lanes)

Cost Items 127 Street and Connecting Roadways Clearing and Grubbing

Quantity

Stage 3 City of Edmonton Limits to Bellerose Drive (4 lanes)

Quantity

Unit Rate

Quantity

m2 t t

85,600

$428,000

2,300

$12,000

$130 $50 $12

19,700 32,000 47,800

$2,561,000 $1,600,000 $574,000

11,800 19,200 28,700

$1,534,000 $960,000 $344,000

24,800 40,200 60,100

Remove Pavement

$50

Topsoil Stripping

Cost

Stage 2B Bellerose Drive to Highway 2 (2 lanes)

Unit

ACP GBC Subgrade Preparation

Cost

Stage 2A Sturgeon Road to Bellerose Drive (2 lanes)

Cost $0

Stage 4 Bellerose Drive to Highway 2 lanes)

Cost

Quantity $0

Cost $0

$3,224,000 $2,010,000 $721,000

10,200 39,200 69,600

$1,326,000 $1,960,000 $835,000

8,000 30,800 54,700

$1,040,000 $1,540,000 $656,000

10,700

$535,000

8,400

$420,000

43,100

$216,000

11,200

$56,000

40,500

$203,000

20,300

$102,000

15,950

$80,000

Common Excavation

$10

29,700

$297,000

1,200

$12,000

11,100

$111,000

20,500

$205,000

16,000

$160,000

Common Excavation (placed in Stage 2A during Stage 1) Common Excavation (stockpiled for Stage 2A) Surplus Excavation

$10

147,100

$1,471,000

$10

137,200

$1,372,000

$25

157,600

$3,940,000

382,200

Borrow (stockpiled during Stage 1)

m3 m

$25

$115 $240

200 0

$180 $200 1 1 $250,000 $300,000 $350,000 $5

Guardrail Concrete Median Curb & Gutter (semi-mountable) Illumination Bridge Structure - Sturgeon R. Bridge Structure - CNR Signals Gravel Crossroads Paved Crossroads Seeding/Topsoiling

m m m Lump sum Lump sum Each km km m2

Utilities Lowering/Protection of Pipelines Lump sum Lowering/Protection of Utilites Lump sum Drainage (Ditch System, Wetland & Outlet Structure) North of Sturgeon River Lump sum South of Sturgeon River Lump sum Landscaping Lump Sum Subtotal: 15% Engineering: 30% Contingency: Total for Stage

$9,555,000

137,200

$3,430,000

$23,000 $0

200 0

$23,000 $0

0 0

$0 $0

100 625

$12,000 $150,000

0 500

$0 $120,000

0 2,550 LS LS 0 1 0.5 149,000

$0 $510,000 $0 $3,150,000 $0 $300,000 $175,000 $745,000

0 1,500 LS LS 2 0.8 0.5 89,400

$0 $300,000 $7,400,000 $0 $500,000 $240,000 $175,000 $447,000

0 3,200 LS LS 1 1.6 0.6 187,300

$0 $640,000 $0 $0 $250,000 $480,000 $210,000 $937,000

7,950 4,050 LS LS 0 0 0 23,850

$1,431,000 $810,000 $1,900,000 $0 $0 $0 $0 $119,000

6,250 3,200 LS LS 0 0 0 18,700

$1,125,000 $640,000 $0 $0 $0 $0 $0 $94,000

1 1

LS LS

$2,350,000 $2,000,000

LS LS

$0 $100,000

LS LS

$900,000 $1,623,000

LS LS

$0 $0

LS LS

$0 $0

1 1 1

LS LS LS

$0 $1,790,000 $300,000 $23,802,000 $3,570,000 $7,141,000 $34,513,000

LS LS LS

$1,790,000 $0 $300,000 $17,623,000 $2,643,000 $5,287,000 $25,553,000

LS LS LS

$0 $0 $300,000 $21,164,000 $3,175,000 $6,349,000 $30,688,000

LS LS LS

$0 $1,255,000 $300,000 $10,940,000 $1,641,000 $3,282,000 $15,863,000

LS LS LS

$1,255,000 $0 $300,000 $7,430,000 $1,115,000 $2,229,000 $10,774,000

Total:

Assumptions: * Stage 1 excavation includes placing material fill for bridge approach on the south side of the Sturgeon Road (part of Stage 2A) * Stripping between Sturgeon Road and Sturgeon River included in Stage 1 * Surplus excavation from Stage 1 to be stockpiled on the south side of the Sturgeon River and used in Stage 2A (north of the Sturgeon River) * Does not include construction/ROW/etc for Northeast Arterial Roadway south of 127 St (assumed St. Albert) * Sturgeon River Bridge piers built to ultimate stage in Stage 2A * Sturgeon River Bridge in Stage 2A is a two lane bridge with 2m shoulders and includes multi-use trail * Sturgeon River bridge Stage 3 is remove 2m shoulder and construct median and additional 2 lanes * Ultimate pond on south side of river constructed in Stage 1 (drainage costs in Stage 3 are for ditching) * Ultimate pond on north side of river constructed in Stage 2A (drainage costs in Stage 4 are for ditching) * ROW assumed $100,000 per acre x 192.8 Ac. (162.27ac. for the road, 20.26ac. for the storm pond, and 10.28ac. for remnant parcels)

Total:

$117,391,000 Total Construction $18,253,000 ROW for Roads and SWMF's ROW Remnant Parcels $1,028,000 $136,672,000

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix C Options Reviewed

August, 2012

Sturgeon County 2011 - Request For Proposal - Functional Planning Study 127th Street

6 of 6

R E

30.18

34.24

e ENT dg GM Lo ANA er K M ak IN Y

. D LT

s d er se rn po Co d ro e oo P dg orh i r b d gh oo ei G N

69 0

0 69

W / R

R E V I R

T LO

D R A N Y N A -M TO LE ON A M D D E

S E I R T S U D N I

. C N I

W IL A R

m LTA GAR nd A CAL ou P

R/ W PI PE LI NE

ENVI RONM ENTAL CO NTR O L FA CANADI CI LI TY R/ AN NA W TI OI ONAL L PI PELI RAI NE R/ LW AY W

SEW E R LI NE R/ W 690

690

LI NE R/ W SEW ER

N E E U Q TA R E H BE T Y AL . ) T S OF FR N O N JE B A HT .I NT B T M I G A O ( M R R E LO D N H I E

4+500

12 7 St r ee t

City of Edmonton

L A N IO T A N

E N LI

0 69

68 5

68 0

W E S

R E W E O T T SI

690

5 68

685

5 68

0 68

67 0

675

0 6 6 655

R .A E A G M ST

30.18

PI PEL I NE R/ W

s es en V

37 & T C E LO N EC U R K UN E E K RT V I G F E R E R LB I O

30.18

. C N I

d R

N IA D A N A C

R/ W

56 A T E R LO A R L E A V R I R TU A N

S E I R T S U D N I

Y A

PI PE LI NE

0 9 6

0 69 685

68 5 675

665

5 65

680

670

660

0 5 6

650 650

0 6 6

ER W AT

NE I PEL PI

W R/

5 7 6

G AS

0 9 6

LW AY RAI ONAL I NAT AN DI CANA

BORROW EARTH W A R/ T ARE PI

665 0 5 6

5 65

0 5 6 0 5 6

660

655 0 65 0 65

5 65

5 6 6

0 67

690

ad geon Ro ur St 660

ve i ose Dr er l Bel

665

W NE R/ PELI GAS PI

675

670

680

W NER/ I ERL WAT

4+000

T R E LB .A T S F O Y T RT I E C E LB H T .A T S

Rd r e k ma d n u Po W NER/ I PEL ERPI WAT

4 5-2 54

An t ho ny

W NER/ I L SEWER

He nd ay Dr i ve

68 5

CoalM i ne Road GAS PI PELI NE R/ W

/W R E N LI R E T A

W R/ NE I PEL L PI OI

2 5 0

2 5 0 R

0 69

56 A T E R LO A R L E A V R I R TU A N

11 E N

D R A N Y N A -M TO LE ON A M D D E

10 +0 00

F O N W LE L O T VI E I N H T OR M

T LO

N E E N U U Q TA LA R E T H BE R T E Y AL . ) T LB S OF FR N A N L N TO JE T I E TO A . U M GH B ON M ON R RI (A M A M E S D N D H I E E

N O I T A T S TE B I U S A S A E R A

9+0 00

R E V I R

0 68

N E E U Q E TA H T ER Y T LB S A JE OF A T ) M R GH R. N E I F H R I N TO N . N I B O (A M D E

C 4 LO 5- CUL -2 C 54 EY M C

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s d er se rn po Co d ro e oo P dg orh i r b d gh oo ei G N

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0 9 6

5 8 6

30.18

t ee tr S

34.90

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M N ED I

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7 12

30.18

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M D N E I

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30.18

4 5-2 54

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30.18 45.26

30.18

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D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M N ED I

45.26

4 5-2 54

R 3 A 50 14 0

68 5

45.26

. C N I

0 68

49.99

12 E N

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W / R

W N

& C C E N NE U M MU I S SI N N A TO A V DJ N I O N M A D E

W E S

30.18

S E T A T N S E TO H N S E MO K A ED R R A

R T . E Y P TD R A L O C LG G A E C R

/W R

L I O

30.18

W / R

E N LI E IP P

. D LT N O E G R U N 57 T S TO T K N O O LO O M R R B ED E R V E I V R A E B

R E V A E B

R2 5 S A1 0 EUM 2 5 OL

4 5-2 54

N O E G R U T T ON LO K S NT O O R O M E R V B ED I R R E V A E B

. D LT

18 30.

0 35 R 40 1 A

. C N I

SEWER L I NER/ W

14 E S

S E I R T S U D N I

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M D N E I

E N LI E P I P

. D LT

R K S TO N E V OO O I R BR EDM

30.18

0 35 0 R 14 A

0 5 R3 0 4 A1

. C N I

D R A N Y N A -M TO LE ON A M D D E

20 E N

N 57 EO T G R LO U T

. D LT S E S I 38 R ON P T R NT E T MO LO N R E ED E C V I JA

D R A N Y N A -M TO LE ON A M D D E

S E I R T S U D N I

8+ 00 0

T LO

/W R

30.18

o T

rt o rp i A rt e b l A . t S

S LE R A H C

N A H C N U O B T Y ON R M N E D E H

W S

H T I D E R E

S E TO H N S E MO K A ED R R A

/W R

S LE R A H C

E N LI E IP P

4 54

R E V I R

T LO

V I R

N A H C N U O B T Y ON R M N E D E H

H T I D E R E

4 . C 5N I S -2 E T 54 A T N

S A

4 5-2 54

O M R B ED R E V A E B

30.18

R/ W

S R . E N NC R I O N C TS O C T R U JE N O O F RO M P ED

R U T ON E S V I K NT O O R

. D LT

. D LT N O E G R U T ON S K NT O O 8 5 O M R T B ED R E LO V A R E E B

ALT N1-A

R5 0 0 A1 6 0

. D LT & & & M F F R U U UF A A A F P P PA P Y N P A R O A AP UF T T L LT T R I N R T PA U ON A O M W TE AP T K P D S ED E AL Y T ER ’ B I W AR LB B A G .A H T S

N T O E LO RG

. D LT

d R

W N

ay w gh i H

p w T

0 5+00

0 00 1+

W S

4 5-2 54

. C N I

LI NE

4+0 00

4 5-2 54

W / R

E G D I R R T E T ER S A N B G L U A H X T. E S R D N . LA C N I E G D I R R T E R T E N B L U H .A . X T C E S 2 N I R D E N G D I LA R R T E T ER N B L U A H X T. E S R D N 1 LA E N LI E P I P

AT ER

4 5-2 54

AD RO AL I ER RT TA AS HE RT NO ED OS OP PR

29 E S

W / R

G N I T M R ER A F LB A .A R A ST T T A S

E N LI E IP P

E N LI E P I P

21 E N

. P R O C

N O E T G R U LO T ON S R K NT E O O V I O R DM R B E R E V A E B

Sturgeon County

. D LT A T R E RT LB E A LB 6 A 99 T. 7 S 1 10

2 54

& F & U F & A P AU UF P A PP PA F U T L TA AP PA R N T P RT I A K W ER TA E B D E LT RY AL A A . W G ST

T LO

7+000

L R A O N F N R O TO E Y V I T ON O G RS M E E ED H V T NI U

0 35 R 40 1 A

. D LT A T R E RT LB E A LB 6 A 9 . 9 T 17 S 10

. D LT

6+000

4 E 5- TH TA F -2 O ER S B 54

0 00 2+

W S

R E V I R

4 5-2 54

3+ 00 0

29 E N

W N

& H T T E ER N N LB E K .A T S

d R

30.18

A T R E LB A 6 RT 99 BE 17 L 10 .A T S

. D LT

A T R E RT LB E A LB 6 A 99 T. 17 S 10

/W R

. D LT A T R E RT LB E A LB 96 .A 79 ST 1 10

T LO

E N LI E IP P

R3 5 0 A1 4 0

4 5-2 54

K LO O H C A P L.

R E V I R 30.18

S B L R A O N F N R O TO E Y V I T ON O G RS M E E ED H V T NI U

E G T R LE O ER O E H G LB D ES A M A T. AN M ON I JA NT LL S I L W E MO A H ED C I M

A R A B R A B

30.18

28 E S

4 5E -2 H T A T F 54 O ER

LE O H

p w T

30.18

R E V I R

T LO

W N

4 5-2 54

13 E S

1 25

W / R W / E R N E LI N E LI P I E P P I P

S A G

4 5-2 54

d R

W N

& N I W T I N A H TW .C A H K C LA N. T E & R Y G E E R BE N L RL R L A R A O BO K .A T .B D. T D 690 S N M N ER A M E I R LB K LO .A T S

A T R E LB A 6 RT 99 BE 17 L 10 .A T S

Rg eRd 2 5 2

. D LT

T LO

3 25

& F U & A F P P AU & F A T PP U F A U R A E T PP PA T LT N A P A W I T TA ER W D RL Y LB E A R A K A T. G S

4 5-2 54

L E C R A P

R E V I R

B PAR CEL C

4 5-2 54

ge R

d R

W S

T LO

5+500

4 5-2 54

ge R

28 E N

R E V I R

30.18

W N

City of St. Albert

4 5-2 54

NORTH

SOUTH 710

700

K 946 L 200

K 465 L 200

% 1 3 . 0 +

0 . 4 8 %

+ 4 .0 0 %

+8 . 0%

C/ L ANTHONY HENDAY DRI VE

K 107 L 200

K 118 L 200

CI TY OF EDM ONTON STURGEON COUNTY

K 67 L 80

650

Poundm akerRoad Ext ensi on

K 100 L 400

Twp Road 542

K 51 L 120

640 1+000

1+500

2+000

2+500

3+000

3+500

4+000

4+500

5+000

5+500

6+000

6+500

7+000

7+500

8+000

Legend 100

8+500

Project PROPOSED ALIGNMENT ALTERNATIVE

PROPOSED POND (SILT OR STORMWATER)

PROPOSED ROAD NETWORK CONNECTION - MAJOR ACCESS

EXISTING PIPELINE (HP)

PROPOSED ROAD NETWORK CONNECTION - MINOR ACCESS

EXISTING WELL SITE

PROPOSED ROAD CLOSURE

EXISTING FACILITY SITE

VERTICAL

9+000

9+500

670

660

650

640

10+000

127 Street Functional Planning Study Highway 2 to City of Edmonton Boundary

200

HORIZONTAL

680

K 56 L 200

Range Road 251

K 37 L 180

% 0 5 . 0 +

690

K 981 L 200

K 87 L 320

% 38 . +2 1 . 2 0 %

2. 90 %

K 509 L 400

0% 0%

% 90 . +2

0 . 6 8 % % 7 . +1

RAI LW AY CROSSI NG

CoalM i ne Road

660

Range Road 253

670

1% .8 -4

K 72 L 320

C/ L M EDI AN HW Y 2

J:\13200\13235_ 127Street_ FP\02_ CADD\20_ Drafti ng\###_ ’ User Defi ned Subfol der(s)’ \Pl ans\127St Al t N1A. dgn

680

STURGEON ROAD

0 . 3 4 %

STURGEON RI VER

+0.09%

-0.12%

690

BELLEROSE DRI VE

710

Title

Alternative ’N-1A’ Plan & Profile

Figure No. 127St Alt N1A

Date August 24, 2011

LI NE R/ W

30.18

R E W E O T T SI

PI PEL I NE R/ W

N E E U Q TA R E H BE T Y AL . ) T S OF FR N O N JE B A HT .I NT B T M I G A O ( M R R E LO D N H I E

30.18

34.24

e ENT dg GM Lo ANA er K M ak IN Y

. D LT

. C N I

s d er se rn po Co d ro e oo P dg orh i r b d gh oo ei G N

69 0

0 69

T LO

D R A N Y N A -M TO LE ON A M D D E

W IL A R

Y A

4+500

d R

W NER/ I ERL WAT

W NER/ I L SEWER

He nd ay Dr i ve

W NER/ I PEL ERPI WAT

4 5-2 54

4+000

T R E LB .A T S F O Y T RT I E C E LB H T .A T S

Rd r e k ma d n u Po

An t ho ny W N

City of St. Albert

4 5-2 54

NORTH

SOUTH 710

700

0 . 5 0 %

K 204 L 120

K 544 L 320

680

0 0 % + 4

K 300 L 120

C/ L ANTHONY HENDAY DRI VE

K 85 L 120

650

CI TY OF EDM ONTON STURGEON COUNTY

K 118 L 400

Poundm akerRoad Ext ensi on

RAI LW AY CROSSI NG

% 0 6 . 0 +

% 0 0 . 1 +

K 133 L 400

640 1+000

1+500

2+000

2+500

3+000

3+500

4+000

4+500

5+000

5+500

6+000

6+500

7+000

7+500

8+000

Legend 100

8+500

Project PROPOSED ALIGNMENT ALTERNATIVE

PROPOSED POND (SILT OR STORMWATER)

PROPOSED ROAD NETWORK CONNECTION - MAJOR ACCESS

EXISTING PIPELINE (HP)

PROPOSED ROAD NETWORK CONNECTION - MINOR ACCESS

EXISTING WELL SITE

PROPOSED ROAD CLOSURE

EXISTING FACILITY SITE

VERTICAL

9+000

9+500

670

660

650

640 10+000

127 Street Functional Planning Study Highway 2 to City of Edmonton Boundary

200

HORIZONTAL

690

680

0 . 6 0 %

K 47 L 160

2. 90 %

K 56 L 200 K 94 L 320

-4 .0 0 %

2. 00 %

% 90 . +2

0 . 6 8 % K 312 L 400

Range Road 251

CoalM i ne Road

Range Road 253

660

% 0 6 . 0 +

K 91 L 320

C/ L M EDI AN HW Y 2

670

STURGEON RI VER

BELLEROSE DRI VE

+0.09%

0 . 5 %

STURGEON ROAD

710

690

J:\13200\13235_ 127Street_ FP\02_ CADD\20_ Drafti ng\###_ ’ User Defi ned Subfol der(s)’ \Pl ans\127St Al t S1. dgn

12 7 St r ee t

City of Edmonton

L A N IO T A N

R E V I R

. C N I

N IA D A N A C

W / R

S E I R T S U D N I

690

S E I R T S U D N I

m LTA GAR nd A CAL ou P

R/ W PI PE LI NE

ENVI RONM ENTAL CO NTR O L FA CANADI CI LI TY R/ AN NA W TI OI ONAL L PI PELI RAI NE R/ LW AY W

SEW E R LI NE R/ W

690

68 0

E N LI

0 69

685

5 68

R E

0 9 6

5 68

68 5

685

W E S

11 E N

D R A N Y N A -M TO LE ON A M D D E

s es en V

R .A E A G M ST

N E E N U U Q TA LA R E T H BE R T E Y AL . ) T LB S OF FR N A N L N TO JE T I E TO A . U M GH B ON M ON R RI (A M A M E S D N D H I E E

690

0 69

0 9 6

LW AY RAI ONAL I NAT AN DI CANA 68 5

0 68

675

67 0

0 6 6

56 A T E R LO A R L E A V R I R TU A N

SEW ER

NE I PEL PI ER W AT

675

665

0 6 6 655

W R/

680

670

660

5 65

650 650

5 65

5 6 6

0 67

5 7 6

BORROW EARTH W A R/ T ARE PI

665 0 5 6

5 65

0 5 6 0 5 6

0 5 6 655 0 65 0 65

660

0 69 690

ad geon Ro ur St 660

ve i ose Dr er l Bel

665

W NE R/ PELI GAS PI

675

670

680

68 5

CoalM i ne Road GAS PI PELI NE R/ W

/W R E N LI R E T A

W R/ NE I PEL L PI OI

2 5 0

2 5 0 R

0 68

N E E U Q E TA H T ER Y T LB S A JE OF A T ) M R GH R. N E I F H R I N TO N . N I B O (A M D E

N O I T A T S TE B I U S A S A E R A

s d er se rn po Co d ro e oo P dg orh i r b d gh oo ei G N

R5 0 0 0

C 4 LO 5- CUL -2 C 54 EY M C

Y NL ONO SI SCUS 1 I 1 0 2 , ORD 0 F 3 T US AUG

9+0 00

5 8 6

30.18

t ee tr S

34.90

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M N ED I

T DRAF

7 12

30.18

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M D N E I

/W R

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M N ED I

30.18

E N LI E IP P

30.18 45.26

4 5-2 54

R1000 A200

68 5

45.26

R3 5 0 A1 4 0

0 68

49.99

E N LI E P I P

W N

4 5-2 54

R E

. C N I

W / R

12 E N

W E S

30.18

18 30.

L I O

S E T A T N S E TO H N S E MO K A ED R R A

45.26

56 A T E R LO A R L E A V R I R TU A N

37 & T C E LO N EC U R K UN E E K RT V I G F E R E R LB I O

R/ W

R E V A E B 30.18

M U LE O R T . E Y P TD R A L O C LG G A E C R

& C C E N NE U M MU I S SI N N A TO A V DJ N I O N M A D E

0 9 6

20 E N

30.18

. D LT

14 E S

4 5-2 54

30.18

PI PE LI NE

SEWER L I NER/ W

W / R

D . R C A N N I Y A ES N -M RI TO LE ST N O A D DU M D N E I

E N LI E P I P

. D LT

R K S TO N E V OO O I R BR EDM

. C N I

8+000

G AS

D R A N Y N A -M TO LE ON A M D D E

S E I R T S U D N I

/W R

F O N W LE L O T VI E I N H T OR M

T LO

D R A N Y N A -M TO LE ON A M D D E

. C N I

E N LI E IP P

N A H C N U O B T Y ON R M N E D E H

W S

H T I D E R E

S E TO H N S E MO K A ED R R A

E N LI E IP P

N 57 EO T G R LO U

00 R6 75 A1

o T

rt o rp i A rt e b l A . t S

N O E G R U T T ON LO K S NT O O R O M E R V B ED I R R E V A E B

R E V I R

S E I R T S U D N I

T LO

ALT S1

. D LT N O E G R U N 57 T S TO T K N O O LO O M R R B ED E R V E I V R A E B

R3 5 0 A1 4 0

E LL I V N I R O

S LE R A H C

. D LT S E S I 38 R ON P T R NT E T MO LO N R E ED E C V I JA

N A H C N U O B T Y ON R M N E D E H

H T I D E R E

4 . C 5N I S -2 E T 54 A T N

T LO

S LE R A H C

30.18

R3 5 0 A1 4 0

R E V I R

/W R

4 54

V I R

30.18

R/ W

S R . E N NC R I O N C TS O C T R U JE N O O F RO M P ED

O M R B ED R E V A E B

. D LT N O E G R U T ON S K NT O O 8 5 O M R T B ED R E LO V A R E E B

S A

4 5-2 54

. D LT A T R E RT LB E A LB 6 A 99 T. 7 S 1 10

R5 0 0 A1 6 0

. D LT & & & M F F R U U UF A A A F P P PA P Y N P A R O A AP UF T T L LT T R I N R T PA U ON A O M W TE AP T K P D S ED E AL Y T ER ’ B I W AR LB B A G .A H T S

R U T ON E S V I K NT O O R

. D LT

0 6+00

d R

W N

ay w gh i H

p w T

Sturgeon County

N T O E LO RG

. D LT

5+000

0 00 1+

W S

4 5-2 54

. C N I

LI NE

4+0 00

4 5-2 54

W / R

E G D I R R T E T ER S A N B G L U A H X T. E S R D N . LA C N I E G D I R R T E R T E N B L U H .A . X T C E S 2 N I R D E N G D I LA R R T E T ER N B L U A H X T. E S R D N 1 LA E N LI E P I P

AT ER

N O E T G R U LO T ON S R K NT E O O V I O R DM R B E R E V A E B

4 5-2 54

AD RO AL I ER RT TA AS HE RT NO ED OS OP PR

29 E S

W / R

G N I T M R ER A F LB A .A R A ST T T A S

E N LI E P I P

21 E N

. P R O C

E N LI E IP P

& F & U F & A P AU UF P A PP PA F U T L TA AP PA R N T P RT I A K W ER TA E B D E LT RY AL A A . W G ST

T LO

. D LT

7+ 00 0

L R A O N F N R O TO E Y V I T ON O G RS M E E ED H V T NI U

0 35 R 40 1 A

. D LT A T R E RT LB E A LB 6 A 9 . 9 T 17 S 10

2 54

4 E 5- TH TA F -2 O ER S B 54

0 00 2+

W S

R E V I R

4 5-2 54

3+ 00 0

29 E N

W N

& H T T E ER N N LB E K .A T S

d R

30.18

A T R E LB A 6 RT 99 BE 17 L 10 .A T S

. D LT

A T R E RT LB E A LB 6 A 99 T. 17 S 10

/W R

. D LT A T R E RT LB E A LB 96 .A 79 ST 1 10

T LO

E N LI E IP P

R3 5 0 A1 4 0

4 5-2 54

K LO O H C A P L.

R E V I R 30.18

S B L R A O N F N R O TO E Y V I T ON O G RS M E E ED H V T NI U

E G T R LE O ER O E H G LB D ES A M A T. AN M ON I JA NT LL S I L W E MO A H ED C I M

A R A B R A B

30.18

28 E S

4 5E -2 H T A T F 54 O ER

LE O H

p w T

30.18

R E V I R

T LO

W N

4 5-2 54

13 E S

1 25

W / R W / E R N E LI N E LI P I E P P I P

S A G

4 5-2 54

d R

W N

& N I W T I N A H TW .C A H K C LA N. T E & R Y G E E R BE N L RL R L A R A O BO K .A T .B D. T D 690 S N M N ER A M E I R LB K LO .A T S

A T R E LB A 6 RT 99 BE 17 L 10 .A T S

Rg eRd 2 5 2

. D LT

T LO

3 25

& F U & A F P P AU & F A T PP U F A U R A E T PP PA T LT N A P A W I T TA ER W D RL Y LB E A R A K A T. G S

4 5-2 54

L E C R A P

R E V I R

B PAR CEL C

4 5-2 54

ge R

d R

W S

T LO

5+500

4 5-2 54

ge R

28 E N

R E V I R

30.18

Title

Alternative ’S-1’ Plan & Profile

Figure No. 127St Alt S1

Date August 30, 2011

Major Constraints in the Area CN Railway— Crosses the study area, situated on a berm.

High Pressure Pipelines

Terrain— Existing steep grades down to Bellerose Dr.

Existing Well Sites

High Pressure Pipelines

Environmental Feature—

Existing Well Site

Oxbow with upland riparian forest

Terrain— The vertical grade is excessive from the top of the CN tracks down to Sturgeon Road. This requires 127 Street to travel under the CN Railway.

Existing woodland north of Edmonton

Morinville Water Line & Sanitary Forcemain (Major Utilities north of Bellerose Drive) — Each 127 Street alternative could follow along the East or West side of these utilities. • 127 Street on the West side would require major relocation of these pipes (estimated $2 – $3M) • 127 Street on the East side would have substantially less impact on the pipes and a more square crossing at Coal Mine Road, but would be in closer proximity to an existing residence

Sturgeon River— Bridge must accomodate 1:100 year floods and passage for large animals underneath

Riverlot 56 Natural Area — 127 Street options have been developed so that construction will not take place on any Riverlot 56 lands

127 Street Functional Planning Study

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix D Evaluation Matrix

August, 2012

127 Street Functional Planning Study - Matrix Comparison of Alternative Alignments Factor

South Alignment (ALT S1)

North Alignment (ALT N1-B)

Comments

Road Geometry & Network Connections Sturgeon River Bridge

•

7.3km length

•

7.4km length

•

Higher skewed crossing (25 degrees, +$1M)

CN Railway Bridge

•

Most desirable CNR underpass on tangent portion of railway Moderate Advantage n/a

Both require temporary rail detour during construction.

Geotechnical

Stage 1 Environmental Overview

•

River crossing is at the end of a curved section of the channel Marginal Advantage Road underpasses at a curve in the railway; less desirable to CNR (+$1.25M) This route reduces potential complications near oxbow during design and construction Marginal Advantage Maintains the connectivity between the oxbow / riparian forest (highest value feature) Utilizes the existing cleared ROW S of Sturgeon River Bisects triangular woodland near CNR, N of Edmonton Significant Advantage overall 158Ac required* Minimal land severance and sterilized land Maximizes development flexibility near Sturgeon Rd Less development flexibility south of CNR Minimal Advantage Potential historical resources may be present on the west/north side of the Sturgeon River Also, closer proximity to Poundmaker site (designated Provincial Historic Resource) 7 high pressure pipelines to protect/lower 5 ACRWC sewer forcemain crossings and Morinville Water Line crossing to protect/lower Moderate Advantage n/a

• •

Creates a barrier between oxbow and adjacent riparian woodland Avoids the triangular natural woodland near CNR, N of Edmonton

Stage 1 EO is based on direct impacts.

• • • •

160Ac required* Greater land severance near Sturgeon Rd Less flexibility for development and access near Sturgeon Rd Maximizes development flexibility south of CNR

Both in proximity to 3 existing residences; none directly impacted.

•

Potential historical resources may be present on the west/north side of the Sturgeon River

Full HRIA required during design

• •

17 high pressure pipelines to protect/lower (+$2M) 5 ACRWC sewer forcemain crossings and Morinville Water Line crossing to protect/lower

These counts reflect those crossings along the 127 Street mainline only.

•

n/a

•

Estimated +$3M overall

Stormwater Management Facilities required on both sides of the river; difference between options are negligible Negligible difference overall

• • Land & Development Impacts

• • • •

Historical Resources Overview (HRO)

•

• Utilities & Pipelines

• •

Drainage/Stormwater Management Total Cost

• •

Estimated +$3.75M & 11Ac overall (or +$1.25M only with residential lands along RL56) Riverlot 56 • Major concerns identified for the Provincially administered Natural Area, Stakeholder Feedback particularly: 1. Social impacts caused by a road in close proximity 2. Indirect biological impacts on RL56 (increased sedimentation/dust, exhaust pollution, weed invasion, and potential to change the types of wildlife in the area, etc) • May require buffer and +landscaping between road and RL56 (+$2.5M & 11Ac land); OR potential to realign 127 St to allow residential development along RL56 Landowner Feedback • One directly affected owner south of the river indicated preference for this option Public Feedback • 57% of respondents identified this route as “Excellent” or “Good” • General concern for protecting environment / wildlife in RL56 Marginal Advantage * Rural cross-section assumed (worst case) ISL Engineering and Land Services

Both meet identified divided arterial standards and minimum 400m intersection spacing. Negligible difference.

Both require benching and permanent subdrains in deep cut areas

•

Preference for this alignment, locating the roadway further away from This is from RL 56 Stakeholder perspective. Detailed study of indirect impacts was not conducted. the Natural Area Significant Advantage over S Option with road along RL56 Minimal Advantage over S Option with a potential mitigation alongside RL56

• •

At least one directly affected owner south of the river indicated preference for this option 38% of respondents identified this route as “Excellent” or “Good”

Between North and South Alignments, a clear preference has not been obtained.

December 2011

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix E Subconsultant Reports

August, 2012

APPENDIX A

Drawings

SEWER LINE

R/W

CONTROL

R/W RD . NA INC AY S N -M RIE TO LE ST ON DA DU DM IN E E

IN EL PIP

R/W INE PIPEL R WATE

EN UE Q TA E R TH LBE TY F A R.) ES O F ON B AJ T . IN T T M IGH B ON R R (A M LO HE IN ED

56 LO

RIV

s ed er os orn op e C ood h g id bor r d h oo ig G Ne

g od

L er

WATER

tre

LINE R/W

end ay D

Poundm

R/W

2 R/W

Ant

hon

SEWER LINE

PIPELINE

City of Edmonton

aker Rd

WATER

ER W E TO SIT

9+0 0

EA AR

ss ne Ve

LIN

TIO TA E BS SIT

NE R/W

R/W

8+000

SU PIPELI

d un Po

s ed er os orn op e C ood g rh rid bo d h oo ig G Ne Pr

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BASE PLAN PROVIDED BY ISL ENGINEERING AND LAND SERVICES

STURGEON COUNTY 127 STREET FUNCTIONAL PLANNING STUDY

LEGEND

ALTERNATIVE 'S-1' PLAN & PROFILE

PROPOSED ALIGNMENT ALTERNATIVE PROPOSED ROAD NETWORK CONNECTION - MAJOR ACCESS

19-598-362-1

PROPOSED ROAD NETWORK CONNECTION - MINOR ACCESS PROPOSED ROAD CLOSURE 1

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BASE PLAN PROVIDED BY ISL ENGINEERING AND LAND SERVICES

STURGEON COUNTY 127 STREET FUNCTIONAL PLANNING STUDY

LEGEND PROPOSED ALIGNMENT ALTERNATIVE

SITE PLAN SHOWING REFERENCE REPORT LOCATIONS

PROPOSED ROAD NETWORK CONNECTION - MAJOR ACCESS PROPOSED ROAD NETWORK CONNECTION - MINOR ACCESS

19-598-362-2

PROPOSED ROAD CLOSURE

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AREA WITH EXISTING TEST HOLE INFORMATION 4(2)

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LEGEND

STREAM ALLUVIUM; SILT, CLAY AND SAND ALONG SMALL STREAM GLACIOLACUSTRINE DEPOSITS; SILT AND CLAY: BEDDED SILT AND CLAY WITH MINOR SAND GULLY / INTERMITTENT STREAM

OXBOW LAKE DRIFT THICKNESS OF GLACIAL DEPOSITS (m) PROPOSED 127 STREET ALIGNMENT THALWEG OF STURGEON BURIED VALLEY

REFERENCE FOR DRIFT THICKNESS: S.R. SLATTERY, A.A. BARKER, L.D. ANDRIASHEK, G. JEAN, S.A. STEWART, H., MOKTAN AND T.G. LEMAY. BEDROCK TOPOGRAPHY AND SEDIMENT THICKNESS MAPPING IN THE EDMONTON-CALGARY CORRIDOR, CENTRAL ALBERTA: AN OVERVIEW OF PROTOCOLS AND METHODOLOGIES. ERCB/AGS OPEN FILE REPORT 2010-12. FEBRUARY 2011. 0

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PROPOSED ALIGNMENT ALTERNATIVE

BASE PLAN PROVIDED BY

STURGEON COUNTY 127 STREET - FUNCTIONAL PLANNING STUDY ALBERTA COAL MINE LOCATIONS IN 54-25-W4M DRAWN BY DESIGNED BY APPROVED BY SCALE DATE FILE No.

KLW JIL DJL 1:60000 JUNE 2012 19-598-362

DWG No. 19-598-362-4

APPENDIX B

Selected Photographs

Photo 1: Looking northwest. Flood plain of Sturgeon River in the foreground. June 2, 2011

Photo 2: Looking southeast along proposed alignment. June 2, 2011

Photo 3: Looking northwest, alignment to the right of the existing road. November 3, 2011

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix F Traffic Analysis

August, 2012

127 STREET FUNCTIONAL PLANNING STUDY TRAFFIC ANALYSIS – February 23, 2012

1.0 Introduction 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” LOS F generally represents a “breakdown” or “gridlock” condition in vehicular flow. At signalised intersections drivers will experience waits of two or more cycles. 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.

Table 1.1 shows average delay per vehicle values that correspond with the six service levels. Table 1.1 – LOS Criteria for Signalized and Unsignalized Intersections (sec/vehicle) Signalized Unsignalized Delay Delay LOS A < 10 < 10 B 10 – 20 10 – 15 C 20 – 35 15 – 25 D 35 – 55 25 – 35 E 55 – 80 35 – 50 F > 80 > 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.

2.0 Traffic Analysis: Ultimate Scenario Ultimate traffic volumes were based on the 2044 (32 Year) Regional Transportation model. 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. Table 2.1 – 127 Street, Traffic Control Conditions 127 Street Highway 2 Northeast Arterial Coal Mine Road Bellerose Drive Sturgeon Road TWP Road 542 Pound Maker Road

Traffic Control Traffic Signals 2-Way Stop 2-Way Stop Traffic Signals Traffic Signals SWB Stop NEB Stop

Table 2.2 – 127 Street, Lane Configuration

Intersection 127 Street Highway 2 127 Street Northeast Arterial 127 Street Coal Mine Road 127 Street Bellerose Drive 127 Street Sturgeon Road 127 Street TWP Road 542 127 Street Pound Maker Road

Direction E/W N/S NW/SE NE/SW NW/SE NE/SW NW/SE NE/SW NW/SE NE/SW NW/SE SW NW/SE NE

Major Minor Road Road X X X X X X X X X X X X X X

Lane Configuration 2 Lane Undivided 4 Lane Divided 2 Lane Undivided 2 Lane Undivided 2 Lane Undivided 2 Lane Undivided 2L UD W, 4LD E* 2 Lane Undivided 4 L Undivided 2 Lane Undivided 4 L Undivided 2 Lane Undivided 4 L Undivided 2 Lane Undivided

RT N Y N N N N N Y N N N N N N

Direction NB & SB NEB -

LT N Y N N N N Y Y Y Y N N Y N

Direction NB & SB NB NW & SE NW & SE NE & SW NW -

As shown in the above table a 4 lane divided cross section is required up to Bellerose Drive in the ultimate scenario. Beyond Bellerose Drive the cross section can be reduced to 2 lanes undivided. Where left turn bays are required, these should be constructed to accommodate a minimum of 60 m of storage. At the intersection of Bellerose Drive and 127 Street a channelized NEB right turn bay is

required. The is coupled with a NWB left turn bay as traffic volumes between Sturgeon Road and 127 Street are expected to be relatively heavy. Also shown in the above table, 127 Street operates as free flow except at the three major intersections, where these are traffic controlled. These are: 1. 127 Street and Highway 2 2. 127 Street and Bellerose Drive 3. 127 Street and Sturgeon Drive All other intersection will function 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. It should be noted that although a 4 lane cross section is not needed beyond Bellerose Drive it would, however, be prudent to plan for it. 127 Street will be a critical link which connects Highway 2 to many area neighbourhoods and will likely, at some point need to be improved to a four lane cross-section. 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 2.3 – 127 Street and HWY 2, Operational Analysis Summary 127 St/HWY 2 v/c AM 95%ile Queue LOS v/c PM Queue LOS

EBL/T/R 0.03 3.7 A 0.03 3.7 A

WBL/T/R 0.10 7.8 A 0.08 6.5 A

NBL 0.02 1.8 A 0.02 2.1 A

NBT 0.26 15.4 A 0.42 24.3 A

NBR 0.02 2.9 A 0.02 3.2 A

SBL 0.18 9.0 A 0.22 8.9 A

SBT 0.4 23.3 A 0.26 15.3 A

Table 2.4 – 127 Street and NE Arterial, Operational Analysis Summary 127 St/NE Arterial v/c AM 95%ile Queue LOS v/c PM Queue LOS

NEBL/T/R 0.1 2.7 A 0.16 4.7 B

SWBL/T/R 0.4 15.2 C 0.09 2.4 B

SEL/T/R 0 0.1 A 0.03 3.1 A

NWL/T/R 0.05 1.2 A 0.04 1.9 A

Table 2.5 – 127 Street and Coal Mine Road, Operational Analysis Summary 127 St/Coal Mine Road v/c AM 95%ile Queue LOS PM v/c

NEBL/T/R 0.02 0.5 A 0.01

SWBL/T/R 0.03 0.7 A 0.01

SEL/T/R 0.31 10.4 B 0.21

NWL/T/R 0.13 3.6 B 0.07

SBR 0.01 2.5 A 0.01 2.3 A

Queue LOS

0.1 A

0.3 A

6.3 B

1.9 B

Table 2.6 – 127 Street and Bellerose Drive, Operational Analysis Summary 127 St/Bellerose Drive v/c AM 95%ile Queue LOS v/c PM Queue LOS *Channelized Right Turn lane

SEL/T/R 0.55 44.1 B 0.46 23.5 B

NWL 0.58 35.5 A 0.66 56.7 A

NWT/R 0.13 9.1 A 0.21 12.3 A

NEL 0.12 2.2 B 0.17 8.8 B

NET 0.14 3.7 B 0.17 11.0 B

NER* 0.32 0 B 0.20 15.9 B

SWL 0.45 26.9 B 0.39 5.7 B

SWT/R 0.14 13.2 B 0.18 3.3 B

Table 2.7 – 127 Street and Sturgeon Road, Operational Analysis Summary 127 St/Sturgeon Road v/c AM 95%ile Queue LOS v/c PM Queue LOS

SEL/T/R 0.70 25.4 B 0.54 55.1 A

NWL 0.29 10.6 A 0.19 17.8 A

NWT/R 0.40 40.5 A 0.65 21.4 B

NEL 0.20 19.7 A 0.36 12.7 B

NET 0.55 45.4 B 0.75 24.0 B

NER 0.46 14.5 A 0.22 24.5 B

SWL 0.53 15.2 B 0.28 19.7 A

Table 2.8 – 127 Street and TWP 542, Operational Analysis Summary 127 St/TWP 542 v/c AM 95%ile Queue LOS v/c PM Queue LOS

SET/L 0.23 1.6 A 0.14 1.1 A

NWT/R 0.17 0 A 0.26 0 A

SWL/R 0.18 5.1 B 0.25 7.7 B

Table 2.9 – 127 Street and TWP 542, Operational Analysis Summary 127 St/TWP 542 v/c AM 95%ile Queue LOS v/c PM Queue LOS

SET/L 0.21 0 A 0.12 0 A

NWT/R 0.10 1.8 A 0.16 2.3 A

NEL/R 0.60 29.8 D 0.55 25.7 D

SWT/R 0.29 29.5 A 0.47 15.2 A

As shown in the above tables all intersections operate with the acceptable operating conditions. The level of service is D or better for all movement with v/c ratios below 0.85. This was done applying the intersection configurations previously discussed. These were based on the minimum standard required to accommodate ultimate traffic volumes based on the 2044 Regional Transportation Model. 3.0 Traffic Analysis: Staged Construction It is expected that 127 Street will be constructed in stages, leading up to the ultimate configuration as previously described. The following staged construction is expected: Table 3.1 – 127 Street Staging Stage 1 2 3

Road Construction 127 Street construction as a 2 lane undivided roadway up to Sturgeon Road 127 Street construction as a 2 lane undivided roadway beyond Sturgeon Road, up to Highway 2 127 Street upgrade to a 4 lane divided cross section (Ultimate Stage)

Traffic patterns for each stage of construction will differ from the ultimate flows as the network configuration will vary. Therefore, ultimate traffic volumes needed to be adjusted to reflect anticipated traffic patterns at each stage. The following assumptions were applied to ultimate traffic volumes to determine stages traffic volumes: Table 3.2 – 127 Street Staging, Traffic Volumes Adjustments Stage 1 2 3

Volume Adjustment 75 % of Traffic to/from West of Sturgeon removed from Ultimate Traffic Volumes Assume ultimate traffic volumes, Reduced as required Assume ultimate traffic volumes, Analysis already complete

As shown in the above table traffic volumes for the stage 1 analysis are equal to the ultimate traffic volumes with 75 % of the traffic to/from the west leg of the Sturgeon Road/127 Street intersection removed. This is because without the bridge crossing being constructed between Sturgeon Road and Bellerose Drive traffic volumes will be significantly reduced. 25% of those volumes have been retained to account for traffic which may travel to/from the west along 127 Street but cross there river via an internal road south of Sturgeon Road (Boudreau Road). Stage 2 traffic volumes will not be reduced at first as ultimate traffic volumes will be applied assuming a 2 lane undivided network. It is anticipated that ultimate traffic volumes will overwhelm this network configuration. Therefore, network volumes will be reduced by a percentage until the network operates within acceptable limits. This will give a good indication of how long the network will function as 2 lane undivided. Intersection delay will dictate the requirement for improvements. Stage 3 analysis has already been completed and can be found in the previous sections.

3.1 Stage 1 Analysis In stage 1, 127 Street is constructed as a 2 lane undivided road up to Sturgeon Road. Traffic volumes include 25% of the volumes anticipated to traffic to/from the west plus ultimate traffic volumes for this section. A summary of the traffic analysis is shown in the tables below. Table 3.1.1 – 127 Street and Sturgeon Road, Stage 1 Analysis Summary 127 St/Sturgeon Road v/c AM 95%ile Queue LOS v/c PM Queue LOS

WBL/R 0.57 C 0.77 C

NBT/R 0.65 C 0.42 B

SBT/L 0.45 B 0.56 C

Table 3.1.2 – 127 Street and TWP 542, Stage 1 Analysis Summary 127 St/TWP 542 v/c AM 95%ile Queue LOS v/c PM Queue LOS

EBT/L 0.04 0.9 A 0.02 0.6 A

WBT/R 0.21 0 A 0.27 0 A

SBL/R 0.14 3.8 B 0.17 5.0 B

Table 3.1.3 – 127 Street and TWP 542, Stage 1 Analysis Summary 127 St/TWP 542 v/c AM 95%ile Queue LOS v/c PM Queue LOS

SET/R 0.20 0 A 0.16 0 A

NWT/L 0.06 1.4 A 0.08 2.1 A

NEL/R 0.38 14.2 C 0.37 13.4 C

As shown in the above tables the network will operate at a LOS C or better in stage 1. As discussed, 75 % of the traffic anticipated to/from the west leg of the Sturgeon Road/127 Street intersection have been removed as this connection will not be constructed. The 25 % remaining has been applied to account for suspected traffic which may travel to/from the west on 127 St by cross the river via an internal road south of Sturgeon Road (Boudreau Road). There are no operational issues in this scenario. No additional turn lanes were required and the following traffic control configurations are sufficient to accommodate anticipated traffic volumes in stage 1:

Table 3.1.4 – 127 Street, Traffic Control Configurations 127 Street Sturgeon Road TWP Road 542 Pound Maker Road

Traffic Control 3-Way Stop SWB Stop NEB Stop

As shown in the above table, rather low cost traffic control requirements are needed to accommodate anticipated stage 1 traffic. It should be noted that ultimate traffic volumes were used with 75% of traffic to/from the west removed. It is not likely that stage 1 will remain up to ultimate traffic conditions therefore this analysis is conservative. 3.2 Stage 2 Analysis 3.2.1 Stage 2 (A) In stage 2, 127 Street is extended beyond its terminus, at Sturgeon Road, to Highway 2. With this construction a new river crossing will be added between Sturgeon Road and Bellerose Drive. This will provide area traffic a “new” river crossing and will attract significant new traffic volumes. For this analysis a two lane configuration was assumed with traffic control devices no more complex than stop signs. If required traffic volumes were reduced by a percentage until the network performed within acceptable operational conditions. This will illustrate how long this stage will acceptably perform compared to the ultimate timeline. Also for this analysis, only results at the Sturgeon Road/127 Street intersection were reviewed. It was found that this intersection will fail before any other intersection; therefore it was not necessary to review others as well. However, detailed results are given in the appendix for the other intersections. The results indicated that this configuration can accommodate up to 55% of ultimate traffic volumes before upgrades are required. The traffic analysis at the Sturgeon Road/127 Street intersection as a four way stop is shown below. Table 3.2.1.1 – 127 Street and Sturgeon Road 4 Way Stop, Stage 2 Analysis Summary, 55% of Ultimate 127 St/Sturgeon Road v/c AM 95%ile Queue LOS v/c PM Queue LOS

EBL/T/R WBL/T/R NBL/T/R SBL/T/R 0.83 0.55 0.65 0.50 D C C C 0.53 0.78 0.52 0.66 C D C C

As shown in the above analysis the intersection operates at a LOS of D or better with a v/c ratio of 0.83 or better. This analysis was done assuming 55% of the ultimate traffic volumes expected. All other intersections operate within acceptable operating conditions. 3.2.2 Stage 2 (B) Beyond the 55% timeline upgrades will be required. Therefore, traffic signals were applied as required and the percentage of ultimate traffic on the network was increased. The results indicated that this configuration can accommodate up to 70% of ultimate traffic volumes before further upgrades are required (Ultimate Configuration). The traffic analysis at the Sturgeon Road/127 Street intersection and Bellerose Drive as a signalized intersection are shown below. Table 3.2.2.1 – 127 Street and Sturgeon Road Signalized Intersection, Stage 2 Analysis Summary, 70% of Ultimate 127 St/Sturgeon Road v/c AM 95%ile Queue LOS v/c PM Queue LOS

EBL/T/R WBL/T/R NBL/T/R SBL/T/R 0.84 0.48 0.77 0.56 C A C B 0.52 0.81 0.66 0.61 B C B B

Table 3.2.2.2 – 127 Street and Bellerose Drive, Signalized Intersection, Stage 2 Analysis Summary, 70% of Ultimate 127 St/Bellerose Drive v/c AM 95%ile Queue LOS v/c PM Queue LOS

EBL/T/R WBL/T/R NBL/T/R SBL/T/R 0.23 0.74 0.31 0.26 A B A A 0.10 0.84 0.28 0.22 A B B B

As shown in the above table traffic signals have been implemented at the 70% scenario for both the Bellerose and Sturgeon intersections. Therefore, constructing traffic signals at the 55% scenario will increase the service life of the 2 lane undivided roadway to up to 70% of ultimate traffic volumes. Beyond this point further upgrades are required. The traffic control configurations in required in stage 2 are as follows:

127 Street Highway 2 Northeast Arterial

Stage 2 (A) Traffic Control Traffic Signals 2-Way Stop

Stage 2 (B) Traffic Control Traffic Signals 2-Way Stop

Coal Mine Road Bellerose Drive Sturgeon Road TWP Road 542 Pound Maker Road

2-Way Stop 4-Way Stop 4-Way Stop SWB Stop NEB Stop

2-Way Stop Traffic Signals Traffic Signals SWB Stop NEB Stop

As shown in the above table the intersections of 127 Street at Bellerose and Sturgeon are 4-way stop controlled in stage 2 (A) and signalized in stage 2 (B). Adding signals to these intersections prolongs the life of the stage 2 configuration before additional improvements are needed. 4.0 Traffic Analysis Summary Traffic was analyzed at three different stages of 127 Street. Approximate service life of each stage was determined based on what percentage of ultimate traffic volumes could be accommodated. The results of the analysis are shown in the table below. Stage Configuration 1 2 Lane Undivided up to Sturgeon Road 2 (A) 2 Lane Undivided up to Highway 2 2 (B) 2 Lane Undivided up to Highway 2 3 4 Lane Divided up to Bellerose Drive

Service Life Up to ultimate traffic volumes (2044) Up to 55% of ultimate traffic volumes (2030) Up to 70% of ultimate traffic volumes (2034) 100 % of Ultimate traffic volumes (2044)

Traffic Control Devices All intersections stop controlled All intersections stop controlled All intersections stop controlled except (1) Sturgeon (2) Bellerose (signalized) No change from stage 2 (B) except turning lanes required, refer to lane requirements in Table 2.2

At each stage all intersections will perform within the acceptable operating criteria. Years given for stage (A) and (B) are based on the difference between the ultimate year and todays year multiplied by the percentage of ultimate traffic volume accommodated. This is only given as an approximate timeline as it assumes that growth is linear and is for information only. It should be noted that although a 4 lane cross section is not needed beyond Bellerose Drive it would, however, be prudent to plan for it. 127 Street will be a critical link which connects Highway 2 to many area neighbourhoods and will likely, at some point need to be improved to a four lane cross section.

NB OUT SB OUT

Link Volumes

1.000

EB OUT WB OUT

NB OUT

SB OUT

FR W OUT

3998

Link 2613 900 275 1110 4898

Turns 2613 900 275 1110 4898

FR W OUT

EBR 27% EBT 37% EBL 36% FR S OUT 17074 NBR 35% NBT 34% NBL 31% FR E OUT 15434 WBR 38% WBT 35% WBL 28% FR N OUT 15574 SBR 34% SBT 28% SBL 38%

EBR 0% EBT 87% EBL 13% FR S OUT 11092 NBR 49% NBT 7% NBL 44% FR E OUT 5660 WBR 14% WBT 86% WBL 0% FR N OUT 10292 SBR 47% SBT 0% SBL 53%

WB OUT

NB OUT

2E-16

SB OUT

0.0005

EB OUT

WB OUT

NB OUT

SB OUT

Link Turns 7366 7366 1056 1056 1750 1750 5100 5100 15272 15272

EB OUT

WB OUT

1E-16

NB OUT

SB OUT

996

1169

2368

64 %

↑

← ↑ →

3700

↓

Link Turns 5940 5940 5334 5334 5800 5800 4300 4300 21374 21374

EB OUT

WB OUT

NB OUT

2E-16

SB OUT

FR W OUT

6232

Link 5432 4860 800

Turns 5432 4860 800

11092 11092

Link Turns 5432 5432 4268 4268 0 0 1332 1332 11032 11032

EB OUT

WB OUT

NB OUT SB OUT

1.000 0.000

sum of abs for each

4E-16

5E-04

1E-16

2E-16

sum of absolute value of ratios

0.000 0.000

Splits E 56 % W 44 %

6764

1.000 0.000

total of abs sum of turns and link for each movement

→

5432

EBR 20% EBT 80% EBL 0% FR S OUT 9700 NBR 56% NBT 0% NBL 44% FR E OUT 5600 WBR 0% WBT 76% WBL 24% FR N OUT 11032 SBR 39% SBT 12% SBL 49%

(absolute value of ratio from above) 0.000

←

Pound Maker Road

FR W OUT 16040

EBR 36% EBT 52% EBL 12% FR S OUT 10172 NBR 72% NBT 17% NBL 10% FR E OUT 7906 WBR 22% WBT 13% WBL 65% FR N OUT 13522 SBR 8% SBT 38% SBL 54%

Turns 2143 1287 342 986 4758

0 ↑ 4263 → 701 ↓

36 %

Splits E 56 % W 44 %

FR W OUT 14216

Link 2144 1287 342 986 4759

Splits E 55 % W 45 %

3472

EB OUT

→

5432

4268 9700

1332

← ↑ → 0

604 ↑ 5199 → 0 ↓

0 ↑ ← 3272 ↓ 631

← ↓ →

9700

EBR 28% EBT 62% EBL 10% FR S OUT 3773 NBR 57% NBT 9% NBL 34% FR E OUT 2615 WBR 13% WBT 49% WBL 38% FR N OUT 4417 SBR 29% SBT 22% SBL 49%

2E-16

←

800

50 %

TWP RD 542

← ↓ →

4268

589

800 →

5940

1600

50 %

5700

1833

1713

↑ 57 %

1960

← ↑ →

Sturgeon Road 10000

142

↓

←

↑

↑ 196 ← 4271 0 ↓

233

58 %

5800

10000

42 %

1445

1068

4200 Splits E 58 % W 42 %

2487 ↑ 2662 → 1967 ↓

4860

↓

10800

43 %

→

7366

↑

↑ 1600 ← 1830 ↓ 1265

← ↓ →

4300

5100

4612

317

517

↑ 50 %

↓

← ↑ →

Bellerose Drive

Splits E 67 % W 33 %

←

1544

1750

50 %

168 ↑ 1496 → 623 ↓

5100

714

↑ 42 %

1700

58 %

↓

3500

50 %

→

2144

50 %

831

740

110

← ↑ →

5334

↓

12700

Coal Mine Road

Splits E 67 % W 33 %

523

← ↓ →

3200

↑

↑ 1065 ← 653 ↓ 3954

10200

←

1750

57 %

342

162 ↑ 1229 → 657 ↓

→

2613

1056

↓

1257

43 %

600

70 473 284

986

800

1910

EBR 28% EBT 65% EBL 7% FR S OUT 3788 NBR 69% NBT 7% NBL 24% FR E OUT 2285 WBR 12% WBT 39% WBL 49% FR N OUT 4623 SBR 19% SBT 24% SBL 57%

↑ ← ↓

← ↓ →

Northeast Art FR W OUT

Link Turns 900 900 250 250 4160 4160 5580 5580 10890 10890

↑

EBR 52% EBT 8% EBL 39% FR S OUT 5310 NBR 17% NBT 78% NBL 5% FR E OUT 9990 WBR 42% WBT 3% WBL 56% FR N OUT 6730 SBR 4% SBT 83% SBL 13%

WB OUT

578

↓

←

← ↑ → 48

↑ → ↓

1287

↓

3900

FR W OUT 10640

EB OUT

258

0 275 176 466 568

11 %

↑ ← ↓

126

52 627 167

1110

Splits E 50 % W 50 %

↑

3720

→

2500

89 %

2225 308

← ↓ →

900

234

3434

↑ 40 %

← ↑ →

9300

↓ 60 %

↑ → ↓

←

Highway 2

Splits E 50 % W 50 %

154 10 83

5580

→

900 1800

250

1408

40 %

572 11 309

↓

500

↑ ← ↓

375

← ↓ →

↑

4160

←

655

250

10400

↓

176

5188

6240

60 %

Daily Volumes - AM Peak

0 2E-16

SB OUT

Link Volumes

1.000

EB OUT WB OUT NB OUT SB OUT

Link 975 900 2000 800 4675

Turns 975 901 2000 800 4676

FR W OUT 13528

FR W OUT

EBR 50% EBT 34% EBL 16% FR S OUT 8366 NBR 55% NBT 26% NBL 19% FR E OUT 10437 WBR 21% WBT 15% WBL 64% FR N OUT 12815 SBR 12% SBT 52% SBL 36%

EBR 42% EBT 27% EBL 31% FR S OUT 15979 NBR 23% NBT 26% NBL 51% FR E OUT 17984 WBR 23% WBT 45% WBL 32% FR N OUT 17477 SBR 47% SBT 32% SBL 21%

EBR 0% EBT 88% EBL 12% FR S OUT 11100 NBR 31% NBT 4% NBL 64% FR E OUT 7608 WBR 6% WBT 94% WBL 0% FR N OUT 10620 SBR 67% SBT 0% SBL 33%

0.0011

WB OUT

NB OUT

SB OUT

Turns 1601 2924 210 595 5330

0.0006

EB OUT

0.0003

WB OUT

NB OUT

SB OUT

Link Turns 4572 4571 0.0002 1600 1569 0.0198 2194 2194 0.0001 6643 6501 0.0219 15009 14835

EB OUT WB OUT NB OUT SB OUT

0 ↑ 2675 → 712 ↓

817

2035

1154 ↑ 55 %

↓

Link Turns 3672 3672 2E-16 8128 8128 0 4179 4178 0.0002 5677 5677 8E-06 21656 21655

EB OUT WB OUT NB OUT

FR W OUT

3972

Link 3492 7128 480

Turns 3492 7128 480

11100 11100

Link Turns 3492 3492 6208 6208 0 0 1665 1665 11365 11365

SB OUT

2E-16

EB OUT

1E-16

WB OUT

NB OUT SB OUT

1.000 0.000

1.012 0.012

1.000 0.000

sum of abs for each 0.001

0.001

1E-03

0.042

2E-04

3E-16

2E-16

0.012 0.046

Splits E 36 % W 64 %

5157

1.000 0.000

sum of absolute value of ratios

→

3492

EBR 32% EBT 68% EBL 0% FR S OUT 9700 NBR 36% NBT 0% NBL 64% FR E OUT 7873 WBR 0% WBT 79% WBL 21% FR N OUT 11365 SBR 55% SBT 15% SBL 31%

(absolute value of ratio from above) 0.000

total of abs sum of turns and link for each movement

←

← ↑ →

3700

Splits E 36 % W 64 %

FR W OUT 13409

Link 1600 2925 210 595 5330

Splits E 34 % W 66 %

2405

EB OUT

→

3492

6208 9700

45 %

← ↑ → 0

325 ↑ 3264 → 0 ↓

0 ↑ ← 5054 ↓ 953

← ↓ →

9700

EBR 25% EBT 67% EBL 9% FR S OUT 4735 NBR 34% NBT 4% NBL 62% FR E OUT 3730 WBR 6% WBT 78% WBL 16% FR N OUT 5120 SBR 57% SBT 12% SBL 31%

←

1665

← ↓ →

6208

480

30 %

TWP RD 542 1600

70 %

1037

↑ 155 ← 6217 0 ↓

228

911

1120

42 %

4179 1098

4323

43 %

2151 ↑

→

3672

↑

Pound Maker Road

161.55

↓

←

← ↑ →

Sturgeon Road 10000

Splits E 36 % W 64 %

1409 ↑ 1330 → 1793 ↓

7128

↓

10800

57 %

→

4572

10000

58 %

5821 1759

2707

← ↓ →

5677

472

3557

2850

348 ↑ 35 %

10200

← ↑ →

Bellerose Drive

65 %

↓

←

↑

↑ 1670 ← 3271 ↓ 2125

1305

63 %

2194

37 %

1306

3500

784

466

↑ → ↓

6643

898 44 505

1105

Splits E 50 % W 50 %

↑

155 937 557

8128

↓

12700

→

1600

↑

↑ 1567 ← 1125 ↓ 5478

← ↓ →

Coal Mine Road

FR W OUT

3775

↓

3200

65 %

↓

←

← ↑ →

1700

↑ → ↓

1600

35 %

210

65 %

600

390 Splits E 25 % W 75 %

81 929 267

35 %

1110

EBR 21% EBT 26% EBL 53% FR S OUT 3875 NBR 25% NBT 52% NBL 23% FR E OUT 3700 WBR 54% WBT 24% WBL 22% FR N OUT 2675 SBR 34% SBT 30% SBL 36%

NB OUT

→

975

85 ↑ ← 1730 ↓ 280 3

595

373

FR W OUT

EBR 34% EBT 8% EBL 57% FR S OUT 7390 NBR 12% NBT 84% NBL 3% FR E OUT 10210 WBR 61% WBT 2% WBL 36% FR N OUT 4870 SBR 5% SBT 76% SBL 18%

WB OUT

← ↓ →

Northeast Art

Link Turns 900 901 0.0011 250 250 6240 6241 0.0002 3720 3720 0 11110 11112

←

406

176 %

1910

↑

FR W OUT 10860

EB OUT

2925

← ↑ →

↓

↑

296 48 167

80 %

0 2000

500

↑ → ↓

800

Splits E 50 % W 50 %

307 334 133

↓

3900

5580

→

↑

↑ 1320 ← 623 ↓ 573

235

102

← ↓ →

900

288

5406

↑ 60 %

← ↑ →

9300

↓ 40 %

↑ → ↓

Highway 2

Splits E 50 % W 50 %

132 12 111

3720

→

←

1800

250

900

2500

20 %

60 %

703 10 211

↓

500

↑ ← ↓

← ↓ →

↑

6240

←

601

250

10400

↓

162

3398

4160

40 %

Daily Volumes - PM Peak

0 2E-16

HCM Signalized Intersection Capacity Analysis 1: 127 STREET & HWY 2

Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

Baseline

21/12/2011

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

15 1900

1 1900 4.0 1.00 0.95 0.97 1723 0.88 1554 0.92 1 5 21

8 1900

34 1900

62 1900

0.92 9 0 0

0.92 37 0 0 Perm

1 1900 4.0 1.00 0.91 0.98 1673 0.92 1564 0.92 1 40 65

6 1900 4.0 1.00 1.00 0.95 1770 0.42 781 0.92 7 0 7 Perm

343 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 0.92 373 0 373

23 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 25 15 10 Perm

65 1900 4.0 1.00 1.00 0.95 1770 0.53 987 0.92 71 0 71 Perm

520 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 0.92 565 0 565

18 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 20 12 8 Perm

2 16.0 16.0 0.40 4.0 633

6 16.0 16.0 0.40 4.0 395

0.01 0.02 7.2 1.00 0.0 7.3 A

0.07 0.18 7.8 1.00 1.0 8.8 A

0.92 16 0 0 Perm 4

16.0 16.0 0.40 4.0 622 0.01 0.03 7.3 1.00 0.1 7.4 A 7.4 A

0.92 67 0 0

8 16.0 16.0 0.40 4.0 626 c0.04 0.10 7.5 1.00 0.3 7.8 A 7.8 A

8.8 0.25 40.0 33.7% 15

2 16.0 16.0 0.40 4.0 312 0.01 0.02 7.3 1.00 0.1 7.4 A

2 16.0 16.0 0.40 4.0 1416 0.11 0.26 8.0 1.00 0.5 8.5 A 8.4 A

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 A

6 16.0 16.0 0.40 4.0 1416 c0.16 0.40 8.6 1.00 0.8 9.4 A 9.3 A

6 16.0 16.0 0.40 4.0 633 0.01 0.01 7.2 1.00 0.0 7.3 A

Synchro 7 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 2: NORTHEAST ARTERIAL & 127 STREET

Movement Lane Configurations Volume (veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h) Direction, Lane # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS Intersection Summary Average Delay Intersection Capacity Utilization Analysis Period (min)

Baseline

21/12/2011

NBL

NBT

NBR

SBL

SBT

SBR

SEL

SET

SER

NWL

NWT

NWR

5 Stop 0% 0.92 5

141

0.92 34

0.92 7

0.92 20

0.92 71

53 Free 0% 0.92 58

0.92 153

65 Free 0% 0.92 71

0.92 63

38 Stop 0% 0.92 41

0.92 14

None

357

313

368

312

357 7.1

313 6.5

80 6.2

368 7.1

312 6.5

68 6.2

78 4.1

90 4.1

3.5 97 525

4.0 99 571

3.3 94 980

3.5 71 525

4.0 93 572

3.3 97 995

2.2 100 1520

2.2 95 1505

NB 1 83 14 63 820 0.10 2.7 9.9 A 9.9 A

SB 1 228 153 34 573 0.40 15.2 15.4 C 15.4 C

SE 1 97 7 20 1520 0.00 0.1 0.5 A 0.5

NW 1 149 71 21 1505 0.05 1.2 3.8 A 3.8

8.9 39.2% 15

ICU Level of Service

0.92 21

Synchro 7 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 3: 127 STREET & COAL MINE ROAD

Baseline

21/12/2011

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

154 Free 0% 0.92 167

0.92 11

0.92 80

0.92 90

0.92 9

45 Stop 0% 0.92 49

0.92 38

11 Stop 0% 0.92 12

0.92 88

56 Free 0% 0.92 61

0.92 8

0.92 32

None

255

449

422

211

513

461

72 4.1

255 4.1

449 7.1

422 6.5

211 6.2

513 7.1

461 6.5

66 6.2

2.2 98 1528

2.2 97 1310

3.5 82 458

4.0 98 497

3.3 89 829

3.5 98 397

4.0 90 473

3.3 99 997

SE 1 287 32 88 1528 0.02 0.5 1.0 A 1.0

NW 1 110 38 11 1310 0.03 0.7 2.9 A 2.9

NE 1 183 80 90 592 0.31 10.4 13.8 B 13.8 B 6.2 38.6% 15

SW 1 65 9 8 491 0.13 3.6 13.5 B 13.5 B

ICU Level of Service

Synchro 7 Report Page 2

HCM Signalized Intersection Capacity Analysis 4: 127 STREET & BELLEROSE DRIVE

Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

Baseline

21/12/2011

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

20 1900

159 1900 4.0 1.00 0.96 1.00 1788 0.97 1734 0.92 173 22 245

66 1900

370 1900 4.0 1.00 1.00 0.95 1770 0.40 743 0.92 402 0 402 pm+pt 3 8 26.6 26.6 0.60 4.0 3.0 697 c0.14 c0.20 0.58 5.9 1.00 1.2 7.1 A

60 1900 4.0 1.00 0.91 1.00 1687 1.00 1687 0.92 65 45 130

101 1900

32 1900 4.0 1.00 1.00 0.95 1770 0.71 1329 0.92 35 0 35 Perm

52 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 0.92 57 0 57

461 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 501 388 113 Perm

126 1900 4.0 1.00 1.00 0.95 1770 0.72 1341 0.92 137 0 137 Perm

52 1900 4.0 1.00 0.98 1.00 1821 1.00 1821 0.92 57 8 59

9 1900

2 10.1 10.1 0.23 4.0 3.0 358

6 10.1 10.1 0.23 4.0 3.0 303

0.07 0.32 14.4 1.00 0.5 14.9 B

c0.10 0.45 14.9 1.00 1.1 16.0 B

0.92 22 0 0 Perm 4

0.92 72 0 0

4 11.5 11.5 0.26 4.0 3.0 446 0.14 0.55 14.4 1.00 1.4 15.7 B 15.7 B 12.0 0.53 44.7 59.0% 15

0.92 110 0 0

8 26.6 26.6 0.60 4.0 3.0 1004 0.08 0.13 4.0 1.00 0.1 4.0 A 6.1 A

2 10.1 10.1 0.23 4.0 3.0 300 0.03 0.12 13.8 1.00 0.2 13.9 B

2 10.1 10.1 0.23 4.0 3.0 421 0.03 0.14 13.8 1.00 0.1 14.0 B 14.8 B

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 B

0.92 10 0 0

6 10.1 10.1 0.23 4.0 3.0 411 0.03 0.14 13.8 1.00 0.2 14.0 B 15.3 B

Synchro 7 Report Page 2

HCM Signalized Intersection Capacity Analysis 5: 127 STREET & STURGEON ROAD

Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

Baseline

21/12/2011

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

260 1900 4.0 1.00 1.00 0.95 1770 0.53 989 0.92 283 0 283 Perm

278 1900 4.0 0.95 0.94 1.00 3312 1.00 3312 0.92 302 134 394

208 1900

127 1900 4.0 1.00 1.00 0.95 1770 0.46 849 0.92 138 0 138 Perm

181 1900 4.0 0.95 0.93 1.00 3290 1.00 3290 0.92 197 103 268

160 1900

196 1900 4.0 1.00 1.00 0.95 1770 0.58 1079 0.92 213 0 213 Perm

171 1900 4.0 1.00 0.92 1.00 1718 1.00 1718 0.92 186 102 283

183 1900

145 1900 4.0 1.00 1.00 0.95 1770 0.45 832 0.92 158 0 158 Perm

107 1900 4.0 1.00 0.91 1.00 1698 1.00 1698 0.92 116 107 176

154 1900

4 14.2 14.2 0.41 4.0 3.0 405 c0.29 0.70 8.5 1.00 5.2 13.7 B

0.92 226 0 0

8 14.2 14.2 0.41 4.0 3.0 347

14.2 14.2 0.41 4.0 3.0 1355 0.12

0.16 0.40 7.2 1.00 0.8 8.0 A

0.29 6.9 1.00 0.1 7.0 A 9.3 A 8.8 0.63 34.7 66.1% 15

0.92 174 0 0

14.2 14.2 0.41 4.0 3.0 1346 0.08 0.20 6.6 1.00 0.1 6.7 A 7.0 A

2 12.5 12.5 0.36 4.0 3.0 389 c0.20 0.55 8.8 1.00 1.6 10.4 B

0.92 199 0 0

6 12.5 12.5 0.36 4.0 3.0 300

12.5 12.5 0.36 4.0 3.0 619 0.16

0.19 0.53 8.8 1.00 1.7 10.4 B

0.46 8.5 1.00 0.5 9.0 A 9.5 A

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 C

0.92 167 0 0

6 12.5 12.5 0.36 4.0 3.0 612 0.10 0.29 7.9 1.00 0.3 8.2 A 9.0 A

Synchro 7 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 6: 127 STREET & TWP ROAD 542

Baseline

21/12/2011

EBL

EBT

WBT

WBR

SBL

SBR

543 Free 0% 0.92 590

409 Free 0% 0.92 445

23 Stop 0% 0.92 25

59 0.92 64

None

464

886

232

464 4.1

886 6.8

232 6.9

2.2 94 1093

3.5 91 266

3.3 92 770

0.92 68

EB 1 265 68 0 1093 0.06 1.6 2.6 A 1.1

EB 2 393 0 0 1700 0.23 0.0 0.0

WB 1 296 0 0 1700 0.17 0.0 0.0 0.0

1.6 43.6% 15

0.92 20

WB 2 168 0 20 1700 0.10 0.0 0.0

SB 1 89 25 64 503 0.18 5.1 13.7 B 13.7 B

ICU Level of Service

Synchro 7 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 7: 127 STREET & POUND MAKER ROAD

Baseline

21/12/2011

SET

SER

NWL

NWT

NEL

NER

482 Free 0% 0.92 524

63 0.92 68

100 Stop 0% 0.92 109

117

0.92 91

327 Free 0% 0.92 355

0.92 127

615

884

308

615 4.1

884 6.8

308 6.9

2.2 93 960

3.5 59 264

3.3 82 688

NW 3 178 0 0 1700 0.10 0.0 0.0

NE 1 236 109 127 396 0.60 29.8 26.6 D 26.6 D

None

SE 1 349 0 0 1700 0.21 0.0 0.0 0.0

None

SE 2 266 0 91 1700 0.16 0.0 0.0

NW 1 68 68 0 960 0.07 1.8 9.0 A 1.5

5.4 42.2% 15

NW 2 178 0 0 1700 0.10 0.0 0.0

ICU Level of Service

Synchro 7 Report Page 4

HCM Signalized Intersection Capacity Analysis 1: 127 STREET & HWY 2

Baseline

21/12/2011

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

13 1900

2 1900 4.0 1.00 0.94 0.98 1712 0.90 1580 0.92 2 7 21

11 1900

19 1900

65 1900

0.92 12 0 0

0.92 21 0 0 Perm

1 1900 4.0 1.00 0.90 0.99 1652 0.95 1593 0.92 1 43 50

8 1900 4.0 1.00 1.00 0.95 1770 0.53 990 0.92 9 0 9 Perm

541 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 0.92 588 0 588

29 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 32 19 13 Perm

60 1900 4.0 1.00 1.00 0.95 1770 0.40 752 0.92 65 0 65 Perm

340 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 0.92 370 0 370

16 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 17 10 7 Perm

2 16.0 16.0 0.40 4.0 633

6 16.0 16.0 0.40 4.0 301

0.01 0.02 7.3 1.00 0.1 7.3 A

0.09 0.22 7.9 1.00 1.6 9.5 A

0.92 14 0 0 Perm 4

16.0 16.0 0.40 4.0 632 0.01 0.03 7.3 1.00 0.1 7.4 A 7.4 A

0.92 71 0 0

8 16.0 16.0 0.40 4.0 637 c0.03 0.08 7.4 1.00 0.2 7.7 A 7.7 A

8.9 0.25 40.0 33.7% 15

2 16.0 16.0 0.40 4.0 396 0.01 0.02 7.3 1.00 0.1 7.4 A

2 16.0 16.0 0.40 4.0 1416 c0.17 0.42 8.6 1.00 0.9 9.5 A 9.4 A

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 A

6 16.0 16.0 0.40 4.0 1416 0.10 0.26 8.0 1.00 0.4 8.5 A 8.6 A

6 16.0 16.0 0.40 4.0 633 0.00 0.01 7.2 1.00 0.0 7.3 A

Synchro 7 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 2: NORTHEAST ARTERIAL & 127 STREET

Baseline

21/12/2011

NBL

NBT

NBR

SBL

SBT

SBR

SEL

SET

SER

NWL

NWT

NWR

37 Stop 0% 0.92 40

0.92 11

0.92 38

0.92 15

0.92 57

57 Free 0% 0.92 62

126

0.92 26

42 Free 0% 0.92 46

0.92 43

10 Stop 0% 0.92 11

0.92 20

None

389

441

436

380

130

199

389 7.1

441 6.5

53 6.2

436 7.1

380 6.5

130 6.2

199 4.1

61 4.1

3.5 96 527

4.0 92 478

3.3 96 1014

3.5 94 452

4.0 98 517

3.3 99 919

2.2 97 1373

2.2 96 1542

NB 1 103 20 43 629 0.16 4.7 11.8 B 11.8 B

SB 1 48 26 11 528 0.09 2.4 12.5 B 12.5 B

SE 1 99 38 15 1373 0.03 0.7 3.1 A 3.1

NW 1 255 57 137 1542 0.04 0.9 1.9 A 1.9

5.2 27.8% 15

ICU Level of Service

0.92 137

Synchro 7 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 3: 127 STREET & COAL MINE ROAD

Baseline

21/12/2011

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

79 Free 0% 0.92 86

0.92 5

0.92 87

0.92 54

0.92 18

5 Stop 0% 0.92 5

0.92 20

4 Stop 0% 0.92 4

0.92 22

130 Free 0% 0.92 141

0.92 27

0.92 8

None

147

108

325

298

352

306

144

147 4.1

108 4.1

325 7.1

298 6.5

97 6.2

352 7.1

306 6.5

144 6.2

2.2 99 1435

2.2 99 1483

3.5 85 596

4.0 99 603

3.3 94 960

3.5 97 558

4.0 99 596

3.3 97 903

SE 1 115 8 22 1435 0.01 0.1 0.5 A 0.5

NW 1 166 20 5 1483 0.01 0.3 1.0 A 1.0

NE 1 146 87 54 695 0.21 6.3 11.6 B 11.6 B 5.1 32.1% 15

SW 1 51 18 27 706 0.07 1.9 10.5 B 10.5 B

ICU Level of Service

Synchro 7 Report Page 2

HCM Signalized Intersection Capacity Analysis 4: 127 STREET & BELLEROSE DRIVE

Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

Baseline

21/12/2011

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

14 1900

84 1900 4.0 1.00 0.96 1.00 1772 0.93 1663 0.92 91 33 125

48 1900

543 1900 4.0 1.00 1.00 0.95 1770 0.48 895 0.92 590 0 590 pm+pt 3 8 24.7 24.7 0.63 4.0 3.0 888 c0.24 c0.18 0.66 4.6 1.00 1.9 6.5 A

110 1900 4.0 1.00 0.91 1.00 1699 1.00 1699 0.92 120 62 228

156 1900

33 1900 4.0 1.00 1.00 0.95 1770 0.72 1335 0.92 36 0 36 Perm

47 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 0.92 51 0 51

285 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 0.92 310 260 50 Perm

78 1900 4.0 1.00 1.00 0.95 1770 0.72 1348 0.92 85 0 85 Perm

47 1900 4.0 1.00 0.97 1.00 1813 1.00 1813 0.92 51 9 53

10 1900

2 6.3 6.3 0.16 4.0 3.0 256

6 6.3 6.3 0.16 4.0 3.0 218

0.03 0.20 14.2 1.00 0.4 14.5 B

c0.06 0.39 14.6 1.00 1.2 15.8 B

0.92 15 0 0 Perm 4

0.92 52 0 0

4 6.4 6.4 0.16 4.0 3.0 273 0.07 0.46 14.7 1.00 1.2 15.9 B 15.9 B 9.6 0.59 39.0 59.2% 15

0.92 170 0 0

8 24.7 24.7 0.63 4.0 3.0 1076 0.13 0.21 3.0 1.00 0.1 3.1 A 5.4 A

2 6.3 6.3 0.16 4.0 3.0 216 0.03 0.17 14.1 1.00 0.4 14.5 B

2 6.3 6.3 0.16 4.0 3.0 301 0.03 0.17 14.1 1.00 0.3 14.4 B 14.5 B

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 B

0.92 11 0 0

6 6.3 6.3 0.16 4.0 3.0 293 0.03 0.18 14.1 1.00 0.3 14.4 B 15.2 B

Synchro 7 Report Page 2

HCM Signalized Intersection Capacity Analysis 5: 127 STREET & STURGEON ROAD

Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

Baseline

21/12/2011

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

139 1900 4.0 1.00 1.00 0.95 1770 0.44 813 0.92 151 0 151 Perm

133 1900 4.0 0.95 0.91 1.00 3238 1.00 3238 0.92 145 125 210

175 1900

209 1900 4.0 1.00 1.00 0.95 1770 0.55 1024 0.92 227 0 227 Perm

323 1900 4.0 0.95 0.95 1.00 3361 1.00 3361 0.92 351 117 412

164 1900

215 1900 4.0 1.00 1.00 0.95 1770 0.38 705 0.92 234 0 234 Perm

110 1900 4.0 1.00 0.93 1.00 1727 1.00 1727 0.92 120 63 170

104 1900

131 1900 4.0 1.00 1.00 0.95 1770 0.61 1143 0.92 142 0 142 Perm

176 1900 4.0 1.00 0.91 1.00 1693 1.00 1693 0.92 191 129 357

271 1900

4 12.9 12.9 0.34 4.0 3.0 278 0.19 0.54 10.0 1.00 2.2 12.2 B

0.92 190 0 0

8 12.9 12.9 0.34 4.0 3.0 350

12.9 12.9 0.34 4.0 3.0 1108 0.06

c0.22 0.65 10.5 1.00 4.1 14.6 B

0.19 8.7 1.00 0.1 8.8 A 9.9 A 10.1 0.70 37.7 73.0% 15

0.92 178 0 0

12.9 12.9 0.34 4.0 3.0 1150 0.12 0.36 9.3 1.00 0.2 9.5 A 11.0 B

2 16.8 16.8 0.45 4.0 3.0 314 c0.33 0.75 8.7 1.00 9.2 17.9 B

0.92 113 0 0

6 16.8 16.8 0.45 4.0 3.0 509

16.8 16.8 0.45 4.0 3.0 770 0.10

0.12 0.28 6.6 1.00 0.3 6.9 A

0.22 6.4 1.00 0.1 6.6 A 12.3 B

HCM Level of Service

Sum of lost time (s) ICU Level of Service

8.0 D

0.92 295 0 0

6 16.8 16.8 0.45 4.0 3.0 754 0.21 0.47 7.3 1.00 0.5 7.8 A 7.6 A

Synchro 7 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 6: 127 STREET & TWP ROAD 542

Baseline

21/12/2011

EBL

EBT

WBT

WBR

SBL

SBR

332 Free 0% 0.92 361

605 Free 0% 0.92 658

23 Stop 0% 0.92 25

91 0.92 99

None

674

924

337

674 4.1

924 6.8

337 6.9

2.2 96 913

3.5 90 257

3.3 85 659

0.92 39

EB 1 159 39 0 913 0.04 1.1 2.6 A 1.0

EB 2 241 0 0 1700 0.14 0.0 0.0

WB 1 438 0 0 1700 0.26 0.0 0.0 0.0

1.8 44.3% 15

0.92 16

WB 2 236 0 16 1700 0.14 0.0 0.0

SB 1 124 25 99 501 0.25 7.7 14.5 B 14.5 B

ICU Level of Service

Synchro 7 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 7: 127 STREET & POUND MAKER ROAD

Baseline

21/12/2011

SET

SER

NWL

NWT

NEL

NER

280 Free 0% 0.92 304

95 0.92 103

115 Stop 0% 0.92 125

0.92 82

505 Free 0% 0.92 549

0.92 89

386

826

193

386 4.1

826 6.8

193 6.9

2.2 91 1169

3.5 56 283

3.3 89 816

NW 3 274 0 0 1700 0.16 0.0 0.0

NE 1 214 125 89 389 0.55 25.7 25.1 D 25.1 D

None

SE 1 203 0 0 1700 0.12 0.0 0.0 0.0

None

SE 2 183 0 82 1700 0.11 0.0 0.0

NW 1 103 103 0 1169 0.09 2.3 8.4 A 1.3

5.0 36.8% 15

NW 2 274 0 0 1700 0.16 0.0 0.0

ICU Level of Service

Synchro 7 Report Page 4

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix G Public Involvement Report

August, 2012

Place Image over this Blue Box Area. This box will not print.

Sturgeon County

Public Involvement Report

127 Street Functional Planning Study

June 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Executive Summary Sturgeon County, with ISL Engineering and Land Services, conducted a functional planning study for the future extension of 127 Street from the City of Edmonton boundary to Highway 2 north of St. Albert. 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. Public involvement is an important component of the development process and it consists of three levels: 1. Information Sharing – sharing information to build awareness, 2. Consultation – testing ideas or concepts to build knowledge and collaborating to develop solutions to build commitment, 3. Active Participation – sharing decision making to build ownership and delegating decision making to build responsibility. The level of public involvement for the 127 Street Functional Planning Study was Information Sharing with the public and stakeholders, and it also incorporated an element of Consultation through the Landowner meetings. 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 127 Street 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. The opportunities included meetings with landowners immediately adjacent to the road alignment and a public open house. The details regarding the public involvement activities conducted throughout the 127 Street Functional Planning Study project are included in the following pages.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Table of Contents Executive Summary

1.0

Landowner Meetings Summary

2.0

Public Open House Summary

Appendices Appendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5

June, 2012

Communication Action Plan June 22, 2011 Landowner Meeting September 13, 2011 Landowner Meeting Other Landowner Meetings October 5, 2011 Public Open House

Table of Contents

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

1.0

Landowner Meetings Summary There were a number of landowner meetings conducted throughout the duration of the project. Some of the meetings included all adjacent landowners impacted by the roadway. Other landowner meetings were held with individual landowner groups. Feedback was collected at the Landowner Meeting on June 22, 2011 through a comment form and via email sent to the project manager. One comment form; three emails and three letters were received from this meeting (Appendix 2). Some respondents completed all the sections of the comment form, some only made comments about the proposed alignments for 127 Street. Common themes from the comments, emails and letters were: The South alignment is preferred The County should reconsider using Poundmaker Feedback was collected at the Landowner Meeting September 13, 2011 through a comment form and via email sent to the project manager. For the September 13 Landowner meeting one comment form and five emails were received (see Appendix 3). Some respondents completed all the sections of the comment form, some only made comments about the proposed alignments for 127 Street. Common themes from the comments, emails and letters were: The County should reconsider the use of Poundmaker Road Reducing impact on existing residential developments The South Alignment is prefer but only slightly

June, 2012

Page 1

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

2.0

Public Open House Summary A public open house was held on October 5, 2011 to present roadway options, the study process to date, issues and constraints that impact the road, and to provide an opportunity to gather feedback from stakeholders and interested residents. Feedback was collected at the public open house through comment forms and via email sent to the project manager. 137 people attended the Public Open House and 35 comment forms were received at the event. Some respondents completed all the sections of the comment form, some only made comments about the proposed alignments for 127 Street. All comments received via the comment forms and emails sent to the project team can be viewed in Appendix 4.

June, 2012

Page 2

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Appendix 1 Communication Action Plan

June, 2012

Sturgeon County 127th St. Communication Action Plan Activity

Materials

Timeline

First Landowner Meeting

Completed

Completed – June 22, 2011

Second Landowner Meeting

Venue Logistics (taken care of by technical team)

To be held September 13th, 2011

Develop and send out invitations to Landowners Displays (taken care of by technical team) Comment form Event Summary

Mid-August

Public Open House

Venue logistics, invitations, ads, media release, portable road signs, displays, comment form, summary. Invites to stakeholders from first phase of project. Newspaper Ads Portable road signs Displays Media Release Comment Form Event Summary

2 weeks prior to event 1 week prior to event 2 weeks post event To be held near project completion (Late Fall 2011) 3 weeks prior to event 2 weeks prior to event 2 weeks prior to event 2 weeks prior to event 1 week prior to event 1 week prior to event 2 weeks post event

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Appendix 2 June 22, 2011 Landowner Meeting

June, 2012

Invitation Comment Form Comment Form Responses Displays

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Invitation

June, 2012

127 Street Functional Planning Study Landowner Meeting

You are invited to discuss the 127 Street Functional Planning Study at a Landowner Meeting held by Sturgeon County and ISL Engineering and Land Services. ISL Engineering has been retained by Sturgeon County to complete a functional planning study that will identify the future 127 Street extension from the City of Edmonton boundary to Highway 2. This will include a new bridge crossing of the Sturgeon River. As part of the study, two alternative alignments are being considered. As we analyze each option, we would like to gather feedback from adjacent landowners such as yourself. Please join us at the 127 Street Functional Planning Study Landowner Meeting: Wednesday, June 22, 2011 Cardiff Room, Sturgeon County Centre 9613 100 Street, Morinville 4-7pm This will be an informal, drop-in meeting. You are welcome to view displays, speak with project team members, and share your views. A public open house is planned for early fall 2011 and the study is expected to be complete by the end of the year. The completed study will identify the recommended 127 Street route plan and will determine whether it is to be a paved rural or urban roadway. The right-of-way needs of the 127 Street extension will also be identified to assist with future planning within the County. For more information about the project, please contact Jenny Burgess of ISL Engineering and Land Services at 780.438.9000.

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form

June, 2012

127 Street Functional Planning Study June 22, 2011 Landowner Meeting Comment Form

Surgeon County is considering two alignment alternatives for the extension of 127 Street from the Edmonton city boundary to Highway 2 at Twp. Rd 544. The input of landowners who may be affected by one or both proposals is an important consideration in a final recommendation to Sturgeon County Council. Please take a moment to fill out this form, as your written feedback will be considered before finalizing the 127 Street Functional Planning Study. 1. SOUTH ALIGNMENT – S1 1.1 Overall Impression of Alignment (√)

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Excellent

Good

Fair

Poor

Don’t Know/Not Sure

Excellent

Good

Fair

Poor

Don’t Know/Not Sure

Please Elaborate:

1.2 Impact on development potential (√) Please Elaborate:

1.3 Connections with existing road network (√) Please Elaborate:

1.4 Impact on Natural Features (√) Please Elaborate:

1.5 Other Comments on Alternative S1

See over >

2. NORTH ALIGNMENT – N1A

2.1 Overall Impression of Alignment (√)

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Excellent

Good

Fair

Poor

Don’t Know/Not Sure

Excellent

Good

Fair

Poor

Don’t Know/Not Sure

Please Elaborate:

2.2 Impact on development potential (√) Please Elaborate:

2.3 Connections with existing road network (√) Please Elaborate:

2.4 Impact on Natural Features (√) Please Elaborate:

2.5 Other Comments on Alternative N1A

3. CROSS-SECTION OPTIONS

Which cross-section (or combination of cross-sections) do you think should be used? Why? Rural

Semi-urban

Urban

4. ABOUT YOU Name

I am a landowner

□ I represent a landowner □ whose name is

Other (please specify) Contact Info Phone E-mail

5. 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.

The information presented was useful and informative. The information was easy to understand. I was able to find answers to my questions I have a better understanding of the project because of my attendance tonight. I feel that I have been heard tonight.

1 Strongly Disagree

5 Strongly Agree

Please complete and return this form by June 27, 2011 to Gayleen Froese, 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 127 Street 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.

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form Response

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

There was one comment form received at this meeting. 1.

South Alignment S1 1.1. Overall impression of Alignment: Good This alignment allows for our lands to be developed in a more contiguous manner is generally preferred 1.2. Impact on development potential: Good This alignment generally allows for our holdings to be developed in a more contiguous manner as noted in 1.1. However, there are several areas in the proposed alignment that will leave slivers of lands undevelopable as noted in the attached blow up of the S1 plan. We would suggest that along with the confirmation of the alignment that the roadway be centered on existing property lines to the greatest extent possible. This will avoid small, orphan, slivers of undevelopable land created and permit a more efficient community design. Additionally, and in order to give a more detailed response on the “Impact on Development” questions, we do require further information on the following: • When will the right of way be purchased by Sturgeon County? • What is the planned method of funding the construction of this roadway? • What will the access spacing criteria for this roadway be? • What will the interface criteria be for residential development backing onto this roadway? Wood screen fence? Berm and fence? • What is the preferred right of way width and road cross section? 1.3. Connections with existing road network: Good Need to understand what the intersection spacing will be along 127 and Sturgeon Rd. 1.4. Impact on Natural Features: Excellent Makes use of a previously cleared path and provides a good buffer/interface between development and RL 56 natural Area. 1.5. Other Comments on Alternative S1: none

North Alignment-N1A 2.1. Overall impression of Alignment: Not as favored as S1 2.2. Impact on development potential: This alignment bisects our land holdings and, although workable, offers less contiguous and more broken up development pattern 2.3. Connections with existing road network: N/C 2.4. Impact on Natural features: Requires more clearing of existing trees. 2.5. Other comments on Alternative N1A: none

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

3. Cross section Options: Which cross section (or combination of cross-sections) do you think should be used? Why? 3.1. Rural: We are unable to comment until there is more information no how this road will be funded. How will R-O-W be acquired? These factors will determine our preference for a less R-O-W intensive urban cross section or a less expansive, more land intensive rural cross section. 3.2. Semi-urban: We are unable to comment until there is more information no how this road will be funded. How will R-O-W be acquired? These factors will determine our preference for a less R-O-W intensive urban cross section or a less expansive, more land intensive rural cross section. 3.3. Urban: We are unable to comment until there is more information no how this road will be funded. How will R-O-W be acquired? These factors will determine our preference for a less R-O-W intensive urban cross section or a less expansive, more land intensive rural cross section.

In addition to the one comment form received, there were also three emails and three letters received. Subject: 127 Street Functional Planning Study To Whom it may Concern: The proposal of the 127 Street alignment routes is devastating to myself, my livelihood, my investment, my future and my family. The impact is catastrophic and major. There is no benefit to this proposal in my opinion. It will devalue my investment, my future potential and the valley. As I do respect future growth and the painful steps that need to be taken, I appreciate that this project is probably be inevitable. To acquire this goal, i feel the proposal is negligent in its fairness to the people affected. I would need full assurance from all governing bodies, near term, a priority growth area status (PGA) for my lands. I would need assurance that this is not a regional road, no power lines. As I strongly feel the 127 street proposal will destroy my investment, livelihood and future, I believe this compensation is fair.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

I prefer alternative S?1 (red). I feel this route is less destructive to the people, valley, natural features and wildlife. It is a more direct route of the two with less intrusion. I favour the urban cross section. I would also request that the existing grade change at the crest. I would like to see this portion below grade. I would also expect a brim and a generous treed buffer zone parallel to my property. I would also expect a new paved entrance and paved road as mine will be destroyed. Please allow me to make myself clear. I believe there are other possibilities for routing that perhaps could be less destructive to everyone involved and the environment. The presentation of the 127 Street Functional Planning Study not only took me by surprise but astonished me. Please accept this letter as my comment form as requested by you by June 27, 2011. In only a few short days since your June 22, 2011 presentation I have tried to understand what you are proposing, and my letter serves as my current opinion only because I have not had the time to become up to speed with all that is involved. I am curious to know why PoundMaker Road is addressed in this study which is for Sturgeon County. I am also curious as to why it is proposed to be closed and why it is not being given consideration as a selected route. Subject: RE: Our response to 127th Hi Jenny, Letter: My records show it being sent at 6:42 pm on Monday. For your convenience, I’ve attached a copy of the letter to this document. To clarify point (5) supporting the Red route over the Blue on the basis of minimizing lot fragmentation: Land value is derived by of a number of factors. Land value is discounted when site features negatively impact future development (i.e., parcel shape, right?of?way constraints, etc.). As such, parcels with site constraints are subject to a discounted market value (and purchase price). Similarly, the value of parcels with little if any site constraints are not discounted, and have higher market values (and purchase price). While it is commendable to design the roadway alignment to minimize its impacts on all properties, it is our opinion that the Blue route tends to favor parcels with existing site constraints at the expense of those parcels with few site constraints. (I hope that makes sense).

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Subject: Re: Response to June 29th letter re Committee of the Whole Meeting July 5, 2011 First of all, I was not advised of the June 22nd meeting. Please check with your engineering group to confirm whether they ever mailed me any notice. I can assure that had I would have attended had I received such a notice, like the notice I received June 30th. I have attended several of the earlier meetings you note in your e?mail and was never advised that the roadways would be across my property and that there would be consultations with affected landowners before any decision was made. This is the first notice I have received that my properties could be so detrimentally affected,

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

I believe that the development of the exit ramp in question relates to providing access for all residents in the area and, for that matter, the general populations of the area. It benefits all, and the costs, inconveniences and should be borne by all. I know Poundmaker Road is part of the City of St. Albert. I can't understand why it can't be used to provide the access needed for the benefit of all. Surely, the residents of Sturgeon County alone do not need this roadway ? they have done well without it until now. It seems to an affected observer who has owned land in the area for over 25 years that any potential development of land in the area is always opposed by the City of St. Albert and the City of Edmonton as they want all development and benefits within their boundaries so they can reap the benefits. The management of the intermunicipal fringe boundary is a good example of this. When it comes to needing other none revenue producing infrastructure, they are more than happy to have the surrounding areas provide it at their cost and to the detriment of the rate payers of the surrounding areas. If we are all interested in saving agricultural lands, minimizing the impact on surrounding areas, and reducing costs consideration of access via Poundmaker Road would make sense. Highway 2 runs through the Cities of Edmonton and St. Albert ? why can't the road from the Henday similarly pass through them as well? Why should it and River lot 56 be exempt? If it can affect my land for the benefit of all, why can't land that is supposed to benefit the general public be used to benefit the public in a different manner. Design of the road was done in conjunction with a set of constraints provided the designers ? obviously, one of them was to avoid St. Albert and River lot 56. Other alternatives might also be relevant ? but might require adopting different constraints. On 4-Jul-11, at 9:49 AM, Ian McKay wrote: I understand you will be attending the Committee of the Whole Meeting on July 5. The purpose of the functional planning study is to consult and determine the technical and landowner implications to various alignments. Your feedback is an important part of the process any you are encouraged to attend. The Sturgeon Valley Transportation Plan was presented to the public and various options for 127th Street were shown to the public on October 27, 2008, and again on November 27, 2008 and the draft Sturgeon Valley ASP was made public on January 5, 2009. Notifications for the directly affected landowner meeting held June 22 were mailed to all landowners in early June by our consultant ISL Engineering. Poundmaker Road is in the City of St. Albert and not Sturgeon County, and is road construction is severely restricted by the adjacent Riverlot56 Natural Area. Subject: Response to June 29th letter re Committee of the Whole Meeting July 5, 2011 I am in receipt of the above letter which I received June 30th. It provides little time to properly address the issue. Given that the Anthony Henday has been in planning and construction for several years, I wonder why the affected land owners were not consulted long before now. For the record, I was not advised of the June 22, 2011 meeting and never had the opportunity to appear then to express my concerns. Given that my property is dissected by both plans in a manner that will materially affect its value, I would have thought the County would have wanted my input. Over the years, I have made several presentations to the County for the development of my lands and have always had to give a fair amount of notice and provide information they believe is necessary for them to make an informed decision. It appears that the converse is not the same ? the County can do as it wishes with little or no notice to its land owners and rate payers. From looking at the maps provided, I believe there are other more viable alternatives, using existing roads and easements that would likely enable the County to achieve its

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

objective with no more cost than those proposed. Engineers sometimes take the most convenient way from an engineering perspective without regards to other constraints, like minimizing the impact on land owners. For example, why can't the road be curved so that it ties into Poundmaker Road on the east end by following the property line separating the City of Edmonton from the County? It would use exiting roads, avoid building a bridge to cross the railway tracks as this approach already exists, and would use an exiting road system. The additional road that would be required to be built would be significantly less than either of the proposed routes. A rough sketch of this possible route will be forwarded separately. I will attend the meeting tomorrow.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Displays

June, 2012

Thank you!

The right-of-way needs of the 127 Street extension will also be identified.

The completed study will identify the recommended 127 Street route plan and will determine whether it is to be a paved rural or urban roadway.

As we analyze each option, we would like yourfeedback.

The purpose of tonight’s Open House is to discuss the 127 Street Functional Planning Study. Two alignments are being considered.

Landowner Meeting

127 Street Functional Planning Study June 22, 2011

WELCOME!

• Prepare cost estimate

• Identify connecting roadway network and intersections

• Stakeholder and Public Involvement

• Define cross section(s) - rural vs. urban

• Define the optimal alignment for 127 Street and identify requirements for the roadway

• Assess two alternative alignments for 127 Street (City of Edmonton Boundary to Highway 2)

Key Study Objectives

we are here

• Completion anticipated November 2011

• Final report

• Public Open House (Sept. 2011) & refine plan

• Prepare functional plans and profiles

• Evaluate options and select preferred alignment (end June 2011)

• Comparative analysis of alignments

• Meet with landowners (June 2011)

• Begin preliminary geometry, drainage, bridge, environmental, geotechnical, historical resources reviews

• Develop preliminary alignment options

• Gather background information

Study Process

• Turn west along Twp Rd 544 to Hwy 2

• Follow Morinville water line

• Bridge across the Sturgeon River

• Across CNR tracks

• North out of Goodridge Corners Neighbourhood (CoE)

General:

4-Lane divided arterial roadway with at-grade intersections

Alternative Alignments

Urban Cross Section Options

Rural Cross Section Option

Urban

Semi-Urban

Prepare study report

Refine plan based on feedback

Open House (Sept 2011) to present preferred plan

Select cross-section along route and prepare functional plans

• Cost

• Utilities

• Drainage factors

• Bridge requirements

• Roadway network connections

• Land impacts

• Geotechnical issues

• Environmental factors

• Landowner feedback

• Road geometrics

Compare each option and select preferred alignment based on:

Next Steps

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Appendix 3 September 13, 2011 Landowner Meeting

June, 2012

Invitation Comment Form Comment Form Responses Meeting Minutes Displays

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Invitation

June, 2012

127 Street Functional Planning Study Landowner Meeting

As a landowner who may be affected by the 127 Street Functional Planning Study, you are invited to a Landowner Meeting hosted by Sturgeon County and ISL Engineering and Land Services. ISL Engineering has been retained to complete a functional planning study that will identify the alignment of the future extension of 127 Street from the City of Edmonton boundary to Highway 2. This will include a new bridge crossing of the Sturgeon River. As part of the study, two alternative alignments are being considered. The project team is continuing with landowner consultation on the possible alignment alternatives and is seeking further feedback from adjacent landowners such as you. Please join us at the 127 Street Functional Planning Study Landowner Meeting: Tuesday, September 13, 2011 Cardiff Room, Sturgeon County Centre 9613 100 Street, Morinville 8:00-9:30pm There will be a formal presentation on the project commencing at 8:00pm followed by an opportunity to ask questions of the project team. It is anticipated that after feedback is received at this meeting, a recommendation of the proposed 127 Street alignment will be made to the County; this will be followed by the development of the roadway functional plan. A public open house will be held before the end of 2011 and the study is expected to be completed by the end of March 2012. The completed study will identify the recommended 127 Street route plan and will determine whether it is to be a paved rural or urban roadway. The right-of-way needs of the 127 Street extension will also be identified to assist with future planning within the County. For more information about the project, please contact Jenny Burgess of ISL Engineering and Land Services at 780.438.9000.

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form

June, 2012

127 Street Functional Planning Study September 13, 2011 Landowner Meeting Comment Form

Surgeon County is considering two alignment alternatives for the extension of 127 Street from the Edmonton city boundary to Highway 2 at Twp. Rd 544. The input of landowners who may be affected by one or both proposals is an important consideration in a final recommendation to Sturgeon County Council. Please take a moment to fill out this form, as your written feedback will be considered before selecting a preferred route for the future 127 Street. 1. SOUTH ALIGNMENT – S1 (red) Please rate the South Alignment? (√)

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Please provide your comments on the South Alignment (i.e. land impacts, impact on development potential, the connections with the existing road network, the impact on natural features, any other benefits/concerns you wish to share, etc)

See over >

2. NORTH ALIGNMENT – N1A (blue)

Please rate the North Alignment? (√)

Excellent

Good

Fair

Poor

Don’t Know/ Not Sure

Please provide your comments on the North Alignment (i.e. land impacts, impact on development potential, the connections with the existing road network, the impact on natural features, any other benefits/concerns you wish to share, etc.)

Is there one alignment option that you prefer (check one)? Why? South Alignment (red) North Alignment (blue) No Strong Preference

Why?

North of Bellerose Drive, do you have a preference whether 127 Street follows the water/sewer lines to the East or West (check one)? Why? East of the pipelines West of the pipelines No Strong Preference

Why?

3. CROSS-SECTION OPTIONS

Which cross-section (or combination of cross-sections) do you think should be used? Why? Rural

Why?

Semi-Urban Urban

4. ABOUT YOU Name

I am a landowner

□ I represent a landowner □ whose name is

Other (please specify) Contact Info Phone E-mail

1 Strongly Disagree

5 Strongly Agree

Please complete and return this form by September 20, 2011 to Becky Machnee, ISL Engineering and Land Services, 7909 – 51 Avenue, Edmonton, AB T6E 5L9, fax (780) 438-3700 or email info@islengineering.com

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form Responses

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

1. South Alignment –S1 (red): 1. Please rate the South Alignment i. Excellent: ii. Good: iii. Fair: iv. Poor: v. Don’t Know: 2. Please provide your comments on the South Alignment: • My comments relate to impact on RL 37, so both alternatives are the same in that respect. I strongly prefer the easterly (dashed) alternative between RL 37 and RL [38] 2. North Alignment –N1A(blue): 1. Please rate the North Alignment i. Excellent: ii. Good: iii. Fair: iv. Poor: v. Don’t Know: 2. Please provide your comments on the North Alignment: 3. Is there one alignment that you prefer? Why? 1. South 2. North 3. No preference 4. North of Bellerose Dr, do you have a preference whether 127 Street follows the water/sewer lines to East or West? Why? 1. East 2. West 3. No Preference 5. Cross?Section options: 1. Which cross?section (or combination of cross?sections) do you think should be used? i. Rural ii. Semi?Urban iii. Urban: 1 Less land required and less environmental impact June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

6. About you: 1. I am a landowner 2. I represent a landowner: 1 3. Other 7. About today’s meeting

1 Strongly Disagree

5 Strongly Agree

There were 4 emails received following the meeting. Subject: 127 Street Functional Planning Study September 19, 2011 As this process continues, I have had many mixed thoughts. I have chosen to view this project as a partnership, with all parties seeking only the most positive outcome. That being said, I wish to share with you that I conduct myself, both personally and in business, with honesty, integrity and decency and expect the same in return. I fully appreciate that given the scope of the work involved with this project that you have made your best efforts to be sensitive to the concerns of all effected landowners. I realized that my neighbors to the west are strongly pursuing that this proposal be located on my property, and not theirs, as per the original proposal. I wish to have the newly proposed routing removed in its entirety from my property for the following reasons: 1) I believe that my landscaping will pose a lot more challenges and will be more difficult to work with. 2) I do not believe it was factored into the equation the cost of rebuilding my road, moving my trees, etc. 3) My utilities run along the property line and will have to be moved. 4)I believe the proposal would put the 4 lane roadway less than 30 meters from my home. 5) My neighbors to the west have “raw” land with no development and can work around the proposed road. I have had my property for over 10 years and cannot stress strongly enough the thousands of hours and great deals of money that has been invested. 6) My property was purchased for investment. All due diligence was conducted at the time of purchase, and the IDP stipulated ”future urban density”. My investment will not be viewed any differently than my neighbors.

June, 2012

1 1 1 1 1

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Of the two proposed routes, I still prefer the South(red), and not on my property. I must stress that this procedure needs to be handled in a proper and fair order. I believe that not only consulting with all landowners is necessary but so are discussions of density, compensation and future planning. This speaks volume of the intentions of the proposed project and elevates all of the undue stress and hardship to the landowners. We are all investors, and business?minded people and the way this has been handled to date has left us unable to secure our interest in our investment. It is simply not fair nor professional. It is my belief that the proposed roadway remain on the west side. I fully believe the further west the better as it will somewhat preserve the valley, perhaps be less noisy and not trap the pollution within the banks of the valley. I also believe that Poundmaker Road is a viable option. It is a known arterial road and has been for a long time. Truly, this is where, in my opinion, makes the most sense and Poundmaker then serves the purpose of its existence. Why create a new arterial road when we have one? I do not believe that the major implications of this project have been fully contemplated. This proposal is not primarily for Sturgeon Valley, so why are we being burdened with it? Again, this is not fair. In summary, I believe Poundmaker Road is a viable option. The proposal of the four lane roadway has now changed the dynamics of the future use of the lands, therefore I would like to be guaranteed urban density and services before the completion of this study. I would also like to know the compensation sooner rather than later, and have input of the future planning and design of the Sturgeon Valley. Thank You Kindly, Subject: RE: 127 Street Functional Planning Study - Public Open House Jenny, I am a landowner in Sturgeon County. We would prefer the road be aligned with the east side of the Morinville waterline and the blue route. We also want it to be an urban roadway. And lastly we need the County to make a decision on all the land use around the proposed road. The county should have a plan for the land use so homeowner/landowner’s can make proper decisions before you decide on the proposed route. Subject: 127 Street Study Hi Hassan: We would like to make a brief response to the questions on the comment form that we received at your presentation on the evening of September 13 at Sturgeon County. We are in the process of preparing preliminary land use concept plans for the Marrakesh site with the intention of selecting one to use as the basis of an outline plan. This document would be produced to support future applications to Sturgeon County for approval of amendments to the MDP and the Sturgeon Valley ASP. We are contemplating urban densities with the predominant land use being residential in accordance with the draft area structure plan amendment completed by County administration almost three years ago called "The Valley Vision". We believe that the land use designation for these lands of "clustered country residential" in the CRB Growth Plan is totally inappropriate at this location for many reasons which we will not describe in this email.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

In the context of our preliminary work related to the Marrakesh properties, let me briefly answer the questions posed on your comment form. The South (Red) Alignment is Poor and the North (Blue) Alignment is Good with respect to the 127 Street extension south of the railway tracks. We think the alignment north of the track has no impact on the Marrakesh site. The Blue route should provide us with more access options and better exposure for other potential community land uses such as neighbourhood commercial, public transit (park and ride), schools, parks and other institutional facilities. We believe that it would be appropriate to maintain an urban cross?section for the 127 Street extension through our client's lands because we expect an urban cross?section as 127 Street enters Sturgeon County a half?mile to the south from the Goodridge Corners Neighbourhood in Edmonton. With reference to Question 5, we would rate each of the five statements with at least a "4" rating. The information received in this meeting was far more extensive than what we heard in the July meeting. We received an invitation to attend another Public Open House on October 5th. Will the content be the same as the September 13th meeting and do you plan to hold more of these meetings in the next few months. Regards Subject: Sept 13th Landowner Meeting Hi Jenny, We believe that all parties can agree that the impact of the proposed 4 lane roadway will be considerable, and will permanently change the nature of Valley through which it is routed. Regardless of the timing or staging of the proposed roadway, the reality is that the area between St. Albert and the existing acreage developments will be no longer be a tranquil rural setting, with unimpeded views. From ISL’s projections, we understand that the proposed 4 lane roadway at build?out is expected to handle traffic volumes comparable to that of Highway 2. Obviously the majority of the traffic will not be generated from the lands in the vicinity of the roadway, but will be generated primarily by the City of St. Albert. However, while inter?municipal cooperation is vital, so too is ensuring the rights and privileges of those who reside and have in good faith, made substantial land investments in our community. We believe that Sturgeon County plan the roadway in the context of establishing the future land?use in the Valley. Moving forward and approving a roadway design prior to establishing future land?use will jeopardize the success of the Sturgeon Valley ASP Amendment. In the interests of utilizing existing infrastructure, we request that the Scope of Work be expanded to include the existing arterials (i.e., Poundmaker/Old Bellerose Drive). While this route was apparently dismissed early on in the process, perhaps it would be prudent to re?examine the roadway prior to establishing an entirely new arterial. From a pure cost perspective, there could be significant savings by avoiding land acquisition costs, as well as providing an at?grade rail crossing rather than an underpass as proposed for the 2 current options. While an alignment must be sensitive to impacted landowners, an argument might be made that homeowners who willing constructed homes in the proximity of a known arterial are no more worthy of consideration than Sturgeon County landowners who acquired valuable development lands identified by a Statutory Plan as

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

future urban expansion (i.e., Sturgeon/St. Albert Intermuncipal Development Plan). th Of the two options posed by ISL at the Sept 13 open house, we provide the following input: We prefer the south alignment as it appears to be less invasive on the river valley, treed areas, and is marginally closer to the principal beneficiary of the roadway (i.e., namely St. Albert). With respect to the parcel on the southern portion of the alignment, we found it confusing that one option is to facilitate future development of those lands, while the other option is to preserve treed areas. One might speculate that the development of the parcel would result in most (if not all) trees being cleared, which negates any argument in favor of the blue or north route. Again, we reiterate that the existing arterial(s) be re? examined in the context of utilizing existing infrastructure, cost savings, and minimizing disturbance of the otherwise highly developable lands identified as future urban expansion in the (former?) IDP. North of Bellerose Sewer/Water Lines: Regarding the preference as to the east or west of the water/sewer lines, we’ve been told that new services will accompany any alignment, and thus, infrastructure may be expected to be disturbed/upgraded regardless of the route. Moreover, if money is a factor in selecting whether the roadway should go on the east or west side, we reiterate that the existing arterials be reintroduced for a more detailed study. Cross?Section Options: As stated earlier, the Statutory Plan in effect up until last summer identified the lands as future urban expansion, which is consistent with materials approved recently by the CRB. I am no expert in these roadway design, but we recommend that efforts be made to preserve the develop ability of these lands, and mitigate any negative impacts on the surrounding lands, including ensuring that elevations (profiles?) are minimized, sound levels mitigated, and cross?sections minimized. Compensation: We believe that this issue should be clarified in detail to the benefit of the landowners who have one or both of the options crossing their lands. About Today’s Meeting: The meeting was informative insofar that the consultant provided background on how we got from here to there. As evident from our comments, we wish to expand the Scope of Work, and postpone the work until the long?term land use acceptable to the impacted landowners (and consistent with the IDP) has been established via an approved Sturgeon Valley ASP Amendment. The information by ISL was presented in a clear manner, and was easy to understand. We regret that there was very limited input from Sturgeon Administration. We were glad that we attended the project. We cannot comment if we were heard (or if they comments were even considered) since there was very limited feedback from Sturgeon County at the meeting. We were pleased to have Council attend the meeting (especially given their long day in Council Chambers). Thank you for your consideration and this opportunity to present our views on this very important matter. Respectfully yours,

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Meeting Minutes

June, 2012

Record of Meeting

Project No: Meeting Date: Meeting Time: Meeting No: Written By:

13235 September 13, 2011 7:00 PM 2 Becky Machnee

Project:

127 Street Functional Planning Study

Client:

Sturgeon County

Location:

Sturgeon County Centre - Cardiff Room

Purpose: In Attendance:

Landowner Meeting & Presentation Hassan Shaheen, Jenny Burgess, Becky Machnee, Sturgeon County representiatives, Landowners

Distribution: The subjects discussed and decisions reached are summarized in the following record. Please notify the author of any errors or omissions. If no comments are received within 7 days this record is considered correct.

Item

Description

Action By

1.0

Welcome & Presentation: Hassan and Jenny Question and Answer session Q: What was the process that transferred the previously recommended Option 5 to the options currently under review? A: An independent engineering consultant reviewed the area and proposed two feasible alternatives that were consistent with the general Option 5 alignment. These are the alternatives under review in this study. Q: Which route has the least amount of impact on residents? A: The impact of each route may be viewed differently by different residents. The routes currently do not affect urban development. There are three houses in proximity to the alternatives. All landowners that the alignment crosses will be affected. Comment: RL 37 owners north of Bellerose Drive prefer the road to follow the east side of the water/sewer lines (the dashed line). A plan/profile drawing with crosssections was developed by their Consultant and discussed. Note: Scheffer Andew will provide a copy of the plan for ISL for consideration. Q: What amount of the estimated cost is allocated to land acquisition? A: The preliminary cost estimate developed indicated the road could cost in the order of $75M, but the land component is not readily available. Note: based on the previous preliminary cost estimates, land was estimated at roughly 10% of total cost. Q: What about a recommendation for cross section? A: The cross-section hasn’t been decided upon yet, however, 127 Street within the City of Edmonton will be urban. A transition to the Edmonton cross-section will be incorporated. Along the 127 Street corridor, there could be a variety of cross sections used. Q: What are options for road allowance acquisition? A: After the planning study is complete, the County will determine their plan for moving ahead, but developments will need to respect the required road right of way.

Information

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ISL Engineering and Land Services Ltd. Suite 100, 7909 – 51 Avenue Edmonton, AB T6E 5L9 T: 780.438.9000 F: 780.438.3700 P:\WORD PROCESSING\Project Files\13200\13235\Draft Report\Appendices\Appendix G\Appendix 3\04_2011 09 13_127 St_ Landowner Meeting.docx

Information Information

Information

islengineering.com

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Record of Meeting

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13235 September 13, 2011 2

Description

The road will be development driven and built to support development, not built before development occurs. Q: Immediately north of Edmonton why doesn’t the road go through the middle of the quarter, like shown on the previous Option 5? A: The City of Edmonton has proceeded to lay out the alignment within their jurisdiction. Their alignment has already evolved so 127 Street within the County is affected by their plan. Also impacting this design is the future Northeast Arterial (Villeneuve Road extension) from the City of St. Albert which is already planned and will intersect the future 127 Street. Comment: Urban v. Rural cross-section – balancing factors are the right of way required; I disagree that the rural section requires less maintenance. Ditches are not easily maintained, the urban section is easier to maintain. Comment: I am concerned that the road way is being designed without considering the end land use of the property owners. This plan is not sensitive to the potential land use but rather is sensitive to what is there now. Response: Ideally, the preferred option will be sensitive to both what is there now and what will be. Specifically, the area 127 Street travels through is not designated a Priority Growth Area (PGA) by the Capital Region Board. Comment: It will be easier for landowners to accept if there is a designation. People will feel more comfortable knowing what will be proposed. Response: The process is for landowners to initiate any changes to the land use designation of their properties. Various comments regarding using Poundmaker Road as an alternative route: It would appear to take less land, and would be a reasonable compromise for all parties so that development in the area is not held up. Response: Poundmaker Road is too narrow as it is and if that route was developed, it would require significant lands from Riverlot 56. This option is not under review in this study. The City of St. Albert has jurisdiction over Poundmaker Road, and there have been previous discussions with them regarding this option. It was determined it was not feasible. Comment: We should go back and look at all the alternatives again, and do this right. Response: The previous work done to date has considered optional alignments, and they have been narrowed down to the two currently under review. Comment: This area is very complicated, and not everyone will be happy. Council will have to make a hard decision. ISL to email a copy of the presentation to landowners in attendance.

Action By

Information

Information Jenny

Page 2 of 2

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Displays

June, 2012

Thank you!

Please sign in and take a comment form.

The completed study will identify the recommended 127 Street route plan and will determine whether it is to be a paved rural or urban roadway. The right-of-way needs of the 127 Street extension will also be identified.

As we analyze each option, we would like your feedback.

The purpose of tonight’s Meeting is to discuss the 127 Street Functional Planning Study. Two alignments are being considered.

Landowner Meeting

127 Street Functional Planning Study September 13, 2011

WELCOME!

9/14/2011

127 Street Functional Planning Study City of Edmonton Boundary to Highway 2

WELCOME Landowner Presentation September 13, 2011

127 Street Functional Planning Presentation Outline • • • • • • • •

Project Background History of How We Got Here Key Study Objectives Traffic Projections Constraints in the Area Alternative 127 Street Alignments Alternative Road Cross-Sections (rural vs. urban) Next Steps Moving Forward

9/14/2011

127 Street Functional Planning Study Area & Need • • •

Due to construction of Anthony Henday Dr, 127 St within CoE will be realigned and R.R.250 will no longer be classified as an Arterial Growth in the County and Capital Region = increased traffic Development pressures in area require the road to be identified and protected for

127 Street Functional Planning Study Area • •

ISL was retained to complete 127 Street FPS Approx. 7.5km of new Arterial roadway from the City of Edmonton (CoE) Boundary to Highway 2

9/14/2011

127 Street Functional Planning How Did We Get Here? •

Originally, a Transportation Study was completed in 2008/2009 to support the development of a Sturgeon Valley Vision Area Structure Plan: •

• •

•

Assessed the existing roadway network and considered future changes (such as new Anthony Henday Drive, etc.) Identified future road needs

Specific need for north-south connection was identified Due to realignment of 127 St in CoE, it identified need for new 127 Street through the County

127 Street Functional Planning How Did We Get Here? •

Sturgeon Valley Vision (SVV) Transportation Study considered Starkey Road: • •

•

Poundmaker Road: •

•

Little room to widen the roadway and sight lines at Hwy 37 intersection are limited with safety concerns. Therefore, Starkey Rd not considered feasible. Very narrow and would need additional land, however, residential lots on one side and Riverlot 56 on the other. Also, not considered feasible.

SVV concluded that options for 127 Street would need to cross river between R.L.56 and Sturgeon Golf Course

9/14/2011

127 Street Functional Planning

Sturgeon Valley Vision Transportation Study •

Two options were first presented to the public:

OPTION 1 127 St along Golf Course & existing residential

OPTION 2 127 St north/east of R.L.56

127 Street Functional Planning

Sturgeon Valley Vision Transportation Study • •

After public meeting, Options 3 & 4 developed to connect with Highway 37 only Only difference is Hwy 37 connection, no difference north/east of R.L.56

9/14/2011

127 Street Functional Planning

Sturgeon Valley Vision Transportation Study •

•

A design workshop was then held, with a final Option 5 developed A public meeting was once again held

127 Street Functional Planning

Sturgeon Valley Vision Transportation Study •

•

After the meeting Option 5 was refined shown as Conceptual Road Network released in 2009 127 Street is located east/north of R.L.56, connecting to Hwy 2 on Twp Rd 544

9/14/2011

127 Street Functional Planning Project Background • •

A general alignment was proposed by the SVV Study Need for 127 St is anticipated at a Regional level: • •

•

Connection from north to 127 St and AHD in Edmonton Also, may alleviate some congestion on St. Albert Trail

127 Street extension also included in: • • •

City of St. Albert Transportation Master Plan Capital Region Board Future Roadway Network Plans City of Edmonton has set 127 Street alignment north of AHD

127 Street Functional Planning Need for Study • • •

Impending development in the area will need to accommodate the future roadway, and cannot proceed until the ultimate road right-of-way is known Also, development in this “Inter-Municipal” area also requires Capital Region Board (CRB) Approval CRB stipulated that development can not proceed until: • •

SVV Area Structure Plan is finalized Functional Planning Study is completed for the future 127 St

9/14/2011

127 Street Functional Planning How Did We Get Here? •

• •

In preparation for the 127 St Functional Planning Study, Sturgeon County hired a consultant to review the conceptual route in the SVV Study to determine feasible options Two alternative alignments were identified Agreement between: • • •

Sturgeon County City of Edmonton City of St. Albert

to conduct a planning study of these two alignments

127 Street Functional Planning How Did We Get Here? •

•

Engineering Terms of Reference for 127 St Functional Planning Study released in 2011 to evaluate these 2 potential alignments and develop a road plan ISL was the selected firm

9/14/2011

127 Street Functional Planning Key Study Objectives • • • • • •

Assess the two alternative alignments for 127 Street (CoE Boundary to Hwy 2) Define the optimal alignment and identify requirements for the roadway Define the cross-section (rural vs. urban) Stakeholder, Landowner and Public Involvement Identify connecting roadway network and intersections Prepare a cost estimate

127 Street Functional Planning Study Process • • • • • • • • • •

Gather background information and traffic analysis Develop preliminary alignments plan/profiles Begin preliminary geometry, drainage, bridge, environmental, geotechnical, historical resources reviews Comparative analysis of alignments We Are Consult Landowners & Stakeholders Here Evaluate options & select preferred alignment Prepare functional plan Includes meetings Public Open House & refine plan with Technical Review Committee Final report (incl. Province, Completion anticipated April 2012 Edmonton & St. Albert)

9/14/2011

127 Street Functional Planning Future 127 Street •

Estimated Traffic Volumes: • •

• • •

12,000 vehicles per day south of Bellerose Dr 3,000 vehicles per day north of Bellerose Dr

Requires a 4-lane roadway ultimately Anticipated 70km/h posted speed Paved

127 Street Functional Planning Comparison of Alternatives •

Evaluate and compare the options based on: Road geometry Sturgeon R. bridge requirements CN Rail bridge requirements Landowner/Stakeholder feedback Environmental factors Geotechnical issues

•

Land Impacts Road network connections Stormwater management Utilities Right-of-Way Required Cost

Then develop functional plan to determine right-of way to be protected and needs of roadway

9/14/2011

CONFIDENTIAL

South Option

North Option

Common for both: •Underpass at CNR necessary •Bridge over river •Drainage pond(s) on each side of river •Follow Morinville water line •Turn west along TwpRd 544 to Hwy 2

127 Street Functional Planning Geometric Constraints – Both Options • • •

• •

Vertical grade is excessive from top of CNR down to Sturgeon Road – Railway Underpass is necessary Grade is on high side N of Bellrose Dr, and may impact Morinville water line Access Spacing: • 400m separation between all access points along 127 St • In some areas the grades are too high to permit major accesses due to safety: CNR underpass to Sturgeon Road Bellerose Drive to Coal Mine Road 127 St will accommodate trail/path crossings at intersections Sturgeon River bridge will include path connection

9/14/2011

South Option – S of Bellerose Dr

• Undesirable CNR bridge on curve - $1.5 to $2.0M additional cost • Narrower strip of land between 127 St and railway – may be viewed as less options for developability • Environmentally preferred at River crossing – less impact to treestand/oxbow • Impact on treestand north of Edmonton • General public resistance in the past to road along RL56

North Option – S of Bellerose Dr

• CNR bridge is square – best CN crossing with lower cost • In terms of land impacts: • More central alignment through major owners • Larger area between road and tracks – may be viewed as better for developability in this area • Less desirable crossing at river – more impact to tree/oxbow, but no impact on treestand north of Edmonton • Alignment to be confirmed at River crossing – want to minimize impact • General Provincial stakeholder & R.L.56 preference for road away from R.L.56

9/14/2011

127 Street Functional Planning N of Bellerose Dr Along Water/Sewer Lines • • • •

North of Bellerose Drive, both the North and South options are common Either route across the river can follow either side of the water/sewer lines Due to proximity to an existing residence, road on East side was previously eliminated but is now being shown to identify all alternatives 127 St on East side of the water/sewer line is technically preferable from a pure roadway perspective: • •

Substantially less impact to water/sewer lines Better intersection angle with Coal Mine Road

127 St on West side will need major relocation of the pipelines (est. $1M-$2M)

= residences

Rural

Semi-Urban

127 Street Functional Planning Cross Section Options

Ditch drainage Least long term maintenance

9/14/2011

127 Street Functional Planning Cross Section Options Full Urban

Underground sewer system Most costly long term maintenance (sewers & snow removal)

127 Street Functional Planning Cross-Section Options Basic 127 St road right-of-way widths are: Rural – 60m Semi Urban – 52.6m Full Urban – 37.9m • •

These widths apply in areas where the road is roughly the same elevation as the surrounding terrain Over much of the 127 St length, the road is elevated or depressed, which will require wider segments of land

9/14/2011

127 Street Functional Planning Utilities • •

Drainage for 127 St will be accommodated by ditches (rural and semi-urban) or underground storm sewers (urban) For water quality, drainage ponds are needed on each side of the river •

•

Locations of ponds to be determined once an alignment is chosen

Cross-sections allow for typical County water and sewerlines

127 Street Functional Planning Utilities • •

Right-of-way is not being protected for power transmission lines Other underground utilities may benefit the area and are under separate discussions (i.e. potential shared storm sewer for Sturgeon County & City of St. Albert). If an agreement is made, this study will protect for them.

9/14/2011

127 Street Functional Planning Timing of Construction •

127 St Functional Planning Study will: • Identify the road requirements and right-of-way needed, which will assist in future development planning • Include recommended plans and cost estimates

• •

Timing of construction is unknown Construction may proceed in stages and likely won’t be extended until Edmonton portion is built

127 Street Functional Planning Next Steps • Compile landowner feedback (comments & comment forms received) • More stakeholder consultation – Province of Alberta & R.L.56 • Evaluate the alternatives to identify a preferred 127 St route • Council will be asked to approve continuing with the selected route • Commence detailed functional planning (winter 2011/12) to include: • • • • •

• •

Roadway, road network & intersection plan/profiles Identify cross-section(s) Bridge planning Right-of-way required Other road/bridge requirements

Public Open House Refine plan based on comments & finalize report (early April 2012)

9/14/2011

127 Street Functional Planning • The input of the impacted landowners is a valuable consideration into the selection of a preferred alignment • Comments you provide here will be compiled but also… Please fill out the comment form (leave it in the box provided or return to ISL), so we have a record in your own words

Questions?

127 Street Functional Planning South Option

9/14/2011

127 Street Functional Planning North Option

Urban

Semi-Urban

Rural

127 Street Functional Planning Study Cross Section Options

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Appendix 4 Other Landowner Meetings October 5, 2012 Landowner Meeting: Record of Meeting April 13, 2012 Landowner Meeting: Agenda April 13, 2012 Landowner Meeting: Record of meeting May 30, 2012 Landowner Meeting: Record of Meeting

June, 2012

Record of Meeting Project No: Meeting Date: Meeting Time: Meeting No: Written By:

13235 October 5, 2011 1:30 PM 1 JB

Project:

127 Street Functional Planning Study

Client:

Sturgeon County

Location:

ISL Engineering Offices - Boardroom B

Purpose: In Attendance:

Review Alignments with Riverlot 56 Board & Provincial Agencies Wayne Holland (Sustainable Resource Development); Jolene Shannon and Bill Richards (Tourism, Parks and Recreation); Glen Semenchuk (Riverlot 56 Board); Roy Lidgren (Sturgeon County); Lynn Maslen (Spencer Environmental); Hassan Shaheen and Jenny Burgess (ISL) All Attendees, Ian McKay (Sturgeon County), Matthew Wheatley (Tourism, Parks and Recreation), Donald Thompson (Riverlot 56 Board)

Distribution:

The subjects discussed and decisions reached are summarized in the following record. Please notify the author of any errors or omissions. If no comments are received within 7 days this record is considered correct.

Item

Description

Action By

Provincial Interest and Organization As a Public Land, Riverlot 56 dispositions and recreational lease to the Riverlot 56 Society are the responsibility of SRD, while administration of the Natural Area falls to Tourism, Parks and Recreation (TPR). As government agencies, both departments are approaching this from the perspective of protecting the Natural Area for its users and all Albertans. Riverlot 56 (RL56) is a legally protected area and controlled land.

Information

Study Scope and Process to Date An overview of the study process to date was shared. Previous studies and reviews narrowed down the options to the two alignments currently under review. An option for carrying the corridor down Poundmaker Rd is still brought up by residents; however, the study is not considering it an option. An alignment that crosses the river along the golf course was taken off the table based on public consultation and river crossing considerations in the previous work.

Information

127 St will be depressed as it travels under the CNR tracks, will cross Sturgeon Rd atgrade, then travel over the Sturgeon River. The footprint of the roadway will be determined during the detailed functional planning stage. The right-of-way (ROW) could be up to 100m in width in some areas, but is dependent on the cross section used and the plan/profile (note: the road surface itself would be approx. 32m max.) In this complex study area, there are a number of factors to be taken into consideration, and one single factor will not determine the preferred alignment. The environmental analysis to date was based on a review of existing information, aerial photograph interpretation and reconnaissance level inspection and was limited to a comparison of direct impacts of each proposed alternative. Detailed information about features crossed by each route was not available. Neither route physically encroaches on RV Lot 56 lands. Indirect impacts, social impacts and detailed environmental investigations have not been conducted. In general, environmental considerations have been evidence based but at a coarse level. In summary, the environmental review placed a high value on maintaining the connectivity of the oxbow and upland riparian forest feature (identified as Environmental Reserve), ISL Engineering and Land Services Ltd. Suite 100, 7909 – 51 Avenue Edmonton, AB T6E 5L9 T: 780.438.9000 F: 780.438.3700 J:\13200\13235_127Street_FP\05_Communications\51_Meetings\2011 10 05 127 St Mtg w RL56 Province_final.doc

islengineering.com

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Record of Meeting Project No: Meeting Date: Meeting No:

Item

Description

13235 October 5, 2011 1

Action By

indicating a preference for the alignment which follows adjacent to RL56. However from an environmental point of view, a preferred, hybrid alignment was identified. 3

Summary of Discussions RL56 and the Province indicated an overall concern that more detailed environmental and social study would not be completed at this stage, when two routes are still under consideration and indicated a strong preference at this point for the roadway to be located away from RL56 lands, as shown in the North Alignment option.

Information

The stakeholders identified a number of concerns associated with the South Alignment: • Social impacts caused by a roadway in close proximity to the Natural Area (likelihood of an adverse impact on the quality of the RL56 user experience) • Indirect biological impacts to RL 56, likely to result from placing a road immediately adjacent to the Natural Area, including increased sedimentation/dust in the Natural Area, pollution (exhaust deposition), invasion of the area by weeds, and potential to change the types of wildlife using the area, etc. A number of additional items were also discussed by the group as a whole, such as, the amount of clearing of riparian forest associated with each proposed river crossing. General summaries of some of the issues discussed are provided below: • The Stakeholders were of the opinion that other potential future land uses might have less adverse impact on RL56. Could the likely future residential use that would occur if the road were further from RL56 have a greater or lesser impact on the RL? Concerns associated with residential development could include encroachment of residents into the Natural Area. The Stakeholders indicated a preference for residential land use abutting the Natural Area, over a road. • Should a higher emphasis be placed on reducing impact to a currently, formally protected area than on protecting an area that is currently less well protected (the oxbow/riparian forest feature) which has been identified in as ASP as a future ER? Spencer Environmental indicated that only a broader scope Environmental Assessment could objectively answer that. • Is it best to cluster disturbance by utilizing an existing cleared area approaching the river, or sever the oxbow/forest connectivity as the northern alignment would do? Severing the oxbow/forest feature could impact the oxbow; conversely, it’s possible that with the north alignment, a connection between RL56 and the riparian forest could be strengthened, depending on development. • The South option could exert an adverse indirect effect over an area much larger than the riparian area that would be directly affected by the North Option. • There is potential for additional lands to be dedicated to RL 56 if the roadway is located away from its current property boundary. In the stakeholders

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Record of Meeting Project No: Meeting Date: Meeting No:

Item

Description

13235 October 5, 2011 1

Action By

opinion, the ideal would be an extension of RL 56 to the road if the North Alignment was taken, or creation of an Municipal Reserve buffer between future residential and RL 56. It was agreed that many of the decisions regarding the preferred route are valuebased. Different stakeholders might value certain features differently and might assign different weighting to select adverse impacts. For example, the stakeholders present indicated that based on the information at hand, they place a higher weight on the adverse indirect effects that might be associated with a road directly adjacent to RL56 than they do on the adverse impact of riparian habitat fragmentation associated with the northern alignment. Spencer Environmental indicated that in the absence, of more site-specific data, or a more broadly scoped Environmental Assessment, the benefits of one route over another cannot be completely assessed. As shown, the North Alternative could directly impact the oxbow. All agreed that if this route is selected, the alignment should be reviewed to determine how the roadway can be shifted away from the oxbow, while still considering the impacts on other factors, such as roadway safety and developability of any severed land.

ISL

It was noted that County Council can also play a key role in assisting to protect the integrity of the RL56 Natural Area in its approvals of the preferred 127 St route, and during approvals for future subdivisions that could abut RL 56. 4

Next Steps A public Open House is being held October 5, 2011 to gather public feedback on the alignment alternatives. Subsequent to that, Council will be presented with a preferred route for the roadway at the October 25, 2011 Council Meeting. It is not confirmed whether this is an in-camera session or not. Should anyone wish to speak directly to Council at this meeting or informally, a request can be submitted.

Information

ISL would welcome any further formal correspondence regarding this issue, in particular regarding the social impacts of the southern alignment along RL 56 Natural Area, which has not been discussed prior to this meeting.

Page 3 of 3

Record of Meeting

Project No: Meeting Date: Meeting Time:

13235 April 13, 2012 1:30 PM

Meeting No:

Written By:

Project:

127 Street Functional Planning Study

Client:

Sturgeon County

Location:

ISL Engineering Offices & Boardroom B

Purpose:

Review Alignments with Riverlot 56 Board & Provincial Agencies

In Attendance:

Wayne Holland (Sustainable Resource Development); Bill Richards (Tourism, Parks and Recreation); Don Thompson (Riverlot 56 Board), Glen Semenchuk (Riverlot 56 Board); Ian McKay (Sturgeon County); Lynn Maslen (Spencer Environmental); Hassan Shaheen and Jenny Burgess (ISL)

Item

Description

Meeting Purpose HS provided an overview of the meeting purpose: the primary objectives are to share with Riverlot 56 representatives and the Province the results of the alignment selection process and results. The meeting with Riverlot 56 representatives was also to seek their input on potential refinements to the preferred alignment that could be undertaken to address concern.

Action By

Information

Study Progress / Recommended Alignment and Plan

JB provided an overview of the progress of all phases of the project as well as the process and factors considered in selecting the recommended alignment, the South Alignment. A detailed description of all aspects of the recommended alignment was provided. This included description of the horizontal and vertical alignment, river crossing, stormwater drainage features and right of way requirements. The recommended route will lie directly adjacent to Riverlot 56, but will not encroach on it. It was noted that the alignment will be depressed for a significant portion of its length along the Riverlot. This will provide a physical buffer space that will provide both visual and acoustical buffering.

Information

A summary of other stakeholder activities and feedback was provided by Jb. 3

Feedback and Discussion of Issues of Concern • GS indicated disappointment about selection of South alignment and reiterated previously expressed concerns about noise and dust impacts as well as concern that more detailed environmental and social studies were not undertaken. • GS requested that efforts be made to provide noise and dust mitigation. HS

ISL Engineering and Land Services Ltd. Suite 100, 7909 – 51 Avenue Edmonton, AB T6E 5L9 T: 780.438.9000 F: 780.438.3700 J:\13200\13235_127Street_FP\05_Communications\51_Meetings\2012 04 13 127 St Meeting w RL56 Province_final.doc

Information ISL islengineering.com

Page 1 of 2

Record of Meeting

Item

13235 April 13, 2012

Meeting No:

Description

• •

Project No: Meeting Date:

indicated that since alignment was vertically at different elevation from the majority of the Riverlot, dust and noise mitigation are intrinsically built in, but that surplus dirt will exist and could be used in areas where the grade between Riverlot and the roadway were similar and therefore allow for placement of material to act as a noise buffer. GS, DT and WH requested that consideration be given to protecting right of way for such use of surplus dirt. Considerable discussion on how to address potential berming in light of the drainage ditch that runs along the roadway edge. ISL suggested that drainage could be accommodated via along culvert running alongside the roadway to allow berming to be placed on top. ISL to explore and incorporate in final plans and report. Spencer to address opportunities to protect the woodlot

Next Steps Information was provided on project completion as well as opportunity for public comment at last Open House, potentially as part of Sturgeon Valley ASP process.

Action By

ISL ISL ISL/Spencer

Information

Page 2 of 2

Meeting Agenda Project No: Meeting Date: Meeting Time: Meeting No:

Project:

127 Street Functional Planning Study

Client:

Sturgeon County

Location:

ISL Engineering and Land Services - Boardroom B (7909-51 Avenue)

Purpose:

Meeting with Riverlot 56 Stakeholders

13235 April 13, 2012 1:30 PM 2

1. Purpose of the Meeting • Review study progress and discuss rationale for selection of preferred alignment • Discuss potential refinements that may improve the plan 2. Planning Study Progress a. Selection of Preferred Alignment - factors considered: • Road Geometrics • Consultation with landowners, stakeholders & public • Environmental • Bridge structure requirements at Sturgeon River & CNR tracks • Geotechnical • Connections to the existing roadway network • Land Impacts • Cost • Stormwater drainage • Utilities b. Recommended Plan Features: • Roadway corridor – location, profile, dimensioning • Bridge Structures – Underpass of CN Railway, Overpass of Sturgeon River • Stormwater Management Ponds c. Stakeholder meetings and Public Open House 3. Discussion of Corridor Issues and Feedback a. Riverlot 56 Natural Area b. Environmental scope/component for roadway c. Concerns/requirements d. Considerations for future stages of the project 4. Going Forward

islengineering.com

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Record of Meeting Project No: Meeting Date: Meeting Time: Meeting No: Written By:

13235 May 30, 2012 3:30 PM

S. Moulds/H. Shaheen

Project:

127 Street Functional Planning Study

Client:

Sturgeon County

Location:

Sturgeon County Center

Purpose:

Discuss Refinements to 127 Street Alignment proposed by Marakesh Holdings Inc.

In Attendance:

Jim Webb (Marakesh), Bill Minnes (Bradwill Consultants), Dallas Karhurt (BUNT and Assoc.), Ray Davis (BUNT and Assoc.), Ian McKay (Sturgeon Cty), Collin Steffes (Sturgeon Cty), Hassan Shaheen (ISL), Shelly Moulds (ISL) Attendees

Distribution:

Item

Description

Background to Meeting

Action By

Info

At the April 10, 2012 Land Owner meeting for the 127 Street Functional Planning Study, Marrakesh Holdings representatives expressed concerns regarding the alignment of 127 Street and its impact on the development potential of Marakesh lands. Sturgeon County committed to looking at alternative alignments to address Marakesh’s concerns. Following the Landowner meeting, ISL prepared an alignment alternative that was forwarded to landowners on April 23, 2012 for their review and comment. On May 17, 2012 Bunt and Associates, Marakesh’s consultant, contacted ISL by e/mail expressing appreciation for the changes that ISL made to the 127 Street alignment and indicated that the changes represented an improved alignment and offered more flexibility and more opportunities for development for their client. Bunt also indicated that upon their client’s direction they had produced an additional two options (Options “A” and “B” that they wished to discuss at a meeting with Sturgeon County. ISL arranged for a meeting between Marakesh, Bunt and Associates, Bradwill Consultants, Sturgeon County and ISL on May 30, 2012. 2.

Discussion of 127 Street Alignment Options Ray Davis initiated discussion of alignments by thanking Sturgeon County and ISL for arranging the meeting and for making efforts to address Marakesh’s concerns. Ray indicated that Bunt and Associates had been requested to prepare additional alignment alternatives (Sent by email on May 17; designated as Options A and B) that met the following objectives: • Maintain large development parcels; • Maintain good intersection spacing on 127 Street; • Ensure good geometry on 127 Street; and • Are not restricted by the abandoned well sites and pipelines (easements will be removed prior to development and sites will be incorporated into the proposed land uses).

Bunt

ISL indicated that Bunt’s two options had been reviewed prior to the meeting. With regard to Option A, ISL expressed the following concerns: ISL Engineering and Land Services Ltd. Suite 100, 7909 – 51 Avenue Edmonton, AB T6E 5L9 T: 780.438.9000 F: 780.438.3700 C:\Users\shellym\Documents\20120530 127 St Stakeholder Meeting /HS.docx

islengineering.com

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Record of Meeting

Project No: Meeting Date: Meeting No:

Item

Description • • •

13235 May 30, 2012

Action By

This proposal realigns 127 Street further east of ISL’s Option 1 and ties Rge Rd 542 into a realigned Rge Rd 251 some 140m northeast of the intersection of Rge Rd 251 with 127 Street. The newly created intersection that is 140m away from the 127 Street intersection does not meet the project’s access and intersection spacing objectives. The alignment imposes impacts on new landowners and creates multiple orphaned parcels with poor access opportunities.

With respect to Bunt Option B, ISL indicated that the option does have some positive attributes that include good roadway geometry and addresses Marakesh’s desire for improved development opportunities. ISL also indicated that while Bunt Option B did include some positive features, it also imposed negative impacts and burdens on other land owners that ISL’s original and Revised (Option 1) options do not. Specifically, • •

Bunt’s Option B imposes impacts on new landowners and creates numerous small remnant parcels on adjacent properties that will be difficult to develop and provide access to. Bunt’s Option B requires that one adjoining landowner be forced to gain property access off Rge Rd 542 across an active gas pipeline at a like considerable and possibly prohibitive cost.

There was significant discussion amongst meeting participants about the advantages and disadvantages of the various alignments. However, following this wide/ranging discussion, Sturgeon County expressed the view that it was not prepared to accept either of the Marakash options as presented at the meeting. 3.

Next Steps As a follow/up to the discussion on Marakesh’s alignment options, Sturgeon County indicated that it remained open to consideration of any further refinements that met Marrakesh’s interests so long as such options do not impose impacts or burdens on other land/owners. It was agreed that Marakesh and its consultant would consider further the opportunity for alignment refinements and would provide any such proposals to Sturgeon County by June 6, 2012. This timeline would allow any additional options to be considered as part of the functional planning study which was being finalized. It was also agreed that there are a number of alignment possibilities available in this area and that further refinements could be considered as part of the Sturgeon Valley Area Structure Plan (ASP) in the context of a clearer understanding of land use proposals.

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FPS_Pl an_Pr of i l e_Exhi bi t s. t bl

CA N A DI AN A

NA L NA TI O

AY RA I LW 6 + 5 0 0

POTENTIAL ACCESS

OPTION 1 ALIGNMENT

Legend

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Sturgeon County

R 45 0

4 5 2 4 45 1 E S

25m

50m

HORIZ 1:5000

4 5 2 4 15 1 NE

0 5 3 40 1 A

11: 32: 39 AM

R 100m

OPTION 1

R2 5 0

20.12

7+ 50 0

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6.10

6 .0 10

10.06

1-001

Option 1

127 Street

dPR o o h r o b h g i Ne

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Figure No.

Title

Project

R A 10 20 00 0

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Rge Rd 251 R

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Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Appendix 5 October 5, 2011 Public Open House

June, 2012

Invitation Comment Form Comment Form Responses Open House Materials

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Invitation

June, 2012

You’re Invited! 127 Street Functional Planning Study Public Open House Sturgeon County, with ISL Engineering and Land Services, is conducting a functional planning study for the future extension of 127 Street from the City of Edmonton boundary to Highway 2 north of St. Albert. Alternative routes for this four-lane arterial road are currently under consideration, which will include a new crossing of the Sturgeon River between Riverlot 56 and the Sturgeon Valley Golf & Country Club. The completed study will recommend the 127 Street alignment and road right-of-way needs in order to assist with future planning within the County. It is anticipated that the study will be finalized in the Spring of 2012. You are invited to attend the Public Open House regarding the 127 Street Functional Planning Study:

Wednesday, October 5, 2011 6:00 PM-8:00 PM Valley Lounge Sturgeon Valley Golf & Country Club 25114 Sturgeon Road, Sturgeon County The purpose of this Public Open House is to provided stakeholders and interested residents with an opportunity to discuss project plans and provide feedback. Your attendance and participation in this process is very important to the development of the Study. For those unable to attend this open house, information will be available at www.sturgeoncounty.ab.ca following the event.

Thank you for your anticipated participation.

For more information regarding the project please contact: Jenny Burgess ISL Engineering and Land Services (780) 438-9000 jburgess@islengineering.com

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form

June, 2012

127 Street Functional Planning Study October 5, 2011 Public Open House Comment Form This open house is an opportunity to learn more and provide feedback on the alternatives for the extension of 127 Street from the City of Edmonton boundary to Highway 2 at Twp. Rd 544. If you have comments about this project, please complete this comment form. 1. Please rate the 127 Street alternatives under consideration:

North Alignment N1A (blue) South Alignment S1 (red)

Excellent

Good

Fair

Poor

Unknown

□ □

Use the space below to provide any comments you have about the alignment options.

______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

2. Please share any comments you have on the 127 Street cross+section options shown (i.e. rural, semi+urban and urban).

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

□ I live and work in Sturgeon County □ I only work in Sturgeon County □ I only live in Sturgeon County □ I neither live nor work in Sturgeon County □ Other (please specify) _____________________________________

Contact Info:

Name ___________________________________________________________ Phone ___________________________________________________________ Email ____________________________________________________________

5. 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 Satisfied

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

□ □ □

Generally Satisfied

□ □ □

Dissatisfied

□ □ □

If you cannot complete this form at tonight’s Open House, please return this form by October 13, 2011 to Becky Machnee, ISL Engineering and Land Services, 7909 – 51 Avenue, Edmonton, AB T6E 5L9, fax (780) 438=3700 or email info@islengineering.com

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Comment Form Responses

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

35 comment forms and one letter were received at this open house. Please rate the 127 Street alternatives under consideration: a. North Alignment N1A (blue) i. Excellent ?8 ii. Good?2 iii. Fair ?10 iv. Poor ?7 v. Unknown ?1 a. South Alignment S1 (red) i. Excellent ?5 ii. Good ?8 iii. Fair?5 iv. Poor ?6 v. Unknown ? Comments: The information presented was extremely poor. The maps are unreadable without a larger context. People are questioning where the road alignment actually travels. This is not an open house designed to solicit any information nor is it a forum to educate the residents. A presentation and a question and answer session would enable the residents to be better informed. Sturgeon County and ISL have committed to a single option without ever identifying how or why other options were discarded. How can two options which transverse the same property (Sturgeon River Ranch) on the North side of the Sturgeon river be considered alternative routes. A true alternative to what is proposed might be Poundmaker Rd./Bellerose Dr. to the West of the single proposed route or RR 252 to the East of the proposed route. Just get it done. Soon. Please. I would like to see this done ASAP and get going with construction. I am unable to rate the alignments without the inclusion of a Poundmaker Rd. Alignment. I question your rationale for “not considering” the Poundmaker Road Alignment (PR) for the following reasons: 1)Narrow width –only approx.. 17m extra width required to obtain ROW (I think 52.6). Therefore take 17m from RL 56. 2) Impact on RL 56 –extend further N/E to make up for loss of 17m –perhaps even growing the size of RL 56 if not keeping same area. Owners of land N/E of RL 56 likely happy to give (sell) up land rather than lose 60m or 100m to a new road ROW and have busy rd. running through property. 3) Proximity to cemetery –I don’t get this one. I don’t think that road noise bothers a cemetery. 4) Proximity to Provincial Historic Site – what is this about? 5) Length of rd. construction through flood plain –do not NA1 and S1 have great lengths through flood plain? Please let me know. Neither –Why do we need this? This is a bad plan! I have a general idea what is happening however very difficult to get the whole picture as maps were very small. Looks like the South route would be better. The process to obtain approval is long and arduousP We wonder if a lower standard road would suffice. Prefer to maximize distance from Lot 56 As a taxpayer, I am concerned about impact on assessments. How is this road being financed? Hopefully taxes in Sturgeon Valley will not increase. As much as possible environment should be considered. Save the forest! Save

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

June, 2012

the animals! Save the Valley! For future open houses/info sessions –please have alternate days as people are generally busy and may not be available on one day. Either –we just need access from 127 St. Traffic is heavy. It would be beneficial to have the 2 routes on an overlay. Totally unwanted; eyesore; close to our acreage; damage to environment; disrupt lifestyles; Uproot families; many acreage areas not occupied or developed in Sturgeon County and developers want more! In a 2 hour session it is difficult to understand all of the various issues (terrain cost of bridges for CN and Sturgeon River, impact on wildlife, etc.) My husband and I live just south of Sturgeon valley golf course parking lot. I have never walked through the fields to ascertain the terrain of flow of drainage water. As such I could not comment on which would be a better option. The plan is to build a road between the golf course parking lot and the edge of St. Albert that will accommodate 12,000 vehicles per day. The footprints of the N and S alignments are RELATIVELY the same. This concept seems ridiculous –tie 127st (a north south st.) north west to tie into highway 27! (What about streets in between ?142st etc.) Why?; Seems to me that upgrading 127st in its present location would be better and cheaper; This new road plan looks just like a bypass around St. Albert and really is no benefit to Sturgeon Valley Residents and we’re stuck paying for it and being inconvenienced. Environmental footprints need to be considered –appears this was done. If these are the only 2 alignments available, then N1A is the only option. To have a main bypass hwy that close to RL 56 is horrible to the least. When the province set that natural area aside, I am sure they did not imagine a hwy passing within a stone’s throw of this area. The North alignment is the only possible choice given the 2 options offered. For some reason I did not hear about any other public consultation regarding 127 realignment or an eastern bypass route for hwy 2? I first heard of the 127 st realignment when I noticed how flatiron (northwest connect) was constructing the 127 St. overpass over AHD. That is when the nightmare of a possible eastern bypass for Hwy #2 came to light. N1A is the only logical choice given that this road has to be built, which is too bad (Progress). Would prefer to keep the road away from RL 56 There should be over/under passes at Bellerose and Sturgeon Rds. Intersections are not safe; as it is drivers do not stop at stop signs or ever yield to the right of way; drivers constantly exceed the posted speed limits; intersections are not safe on these roads; Need to keep cyclists and joggers off these roads as they don’t understand that they are on a freeway/highway and need to be more considerate of drivers/vehicles. South alignment seems more conservative in land use; as mentioned and more subdivisions arise in the area of the road, different concerns may be a problem; The new road should provide better traffic flow. Use of Poundmaker Rd. along sewer lines is a better option. S1 = least disruptive; N1A = most disruptive. We need to ensure this 4 land road is as far away from the RL 56 natural area as possible. This protected space provides residents and visitors alike with exposure to natural areas, plenty of birds, animals –a 4 lane road near the RL would be devastating to this area; The roar of 15,000 vehicles today would destroy the River lots pristine nature. North alignment is too close to residential development. South alignment boarders RD 56 –least disruption to existing and future residential; Poundmaker Rd. should be an option.

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Both options seem good but I prefer the South. Less disruption to future development by being close to RL 56. It seems like a rather large road for the projected traffic counts? 12,000 south of Bellerose Dr. and 3000 north of Bellerose Dr. A) N1A will divide housing development and thus will require additional traffic lights (3) vs. perhaps only (2) on Sturgeon Rd. Less traffic interruption and more free flow should be considered. B) S1 will separate housing from RL 56 –less intrusion to the green space and keeping the present RL 56 entrances as they stand. In my opinion, these are poor choices. Why not consider a Poundmaker Rd. option or an alignment with the old existing 127 Street/Sturgeon Rd and then widen these and place intersections as required. We don’t believe that the projected traffic volumes warrant the need for an arterial roadway. Either alignment option is unacceptable to Sturgeon Valley. We are only accommodating traffic flow from Anthony Henday Drive to Highway 2 and vice versa. This is a poor choice of roadway alignment with little or no reason to accommodate residents of the valley or the county as a whole. When the west bypass Ray Gibbon Drive is completed, it will be adequate to access AHD. Please just give us back 127 st which will allow us to access both the city and AHD adequately. There seems to be little reason to build this road other than to accommodate the City of Edmonton in their completing their proposed four lane road through a proposed subdivision just north of AHD. I prefer the Red option over the Blue. Either option could possibly create a “short cutting” situation for travellers coming from areas North of St. Albert wanting to avoid St. Albert Trail.

1. Please share any comments you have on the 127 Street cross section options shown (ie: rural, semi?urban, and urban) Hard to understand between these three options No comment –until we have legitimate routes on the table for discussion. The city will expand to meet the roadway regardless. No provision for multi?use trails; 7.4 m wide urban cross section should be wider for urban? regardless of snow removal efforts, effective width will be reduced to 7.3m or less; type of cross section dependent upon type of adjacent land use –no limits for location of each type of cross section were shown. th Is 127 open from Sturgeon County to 137 Ave? Develop Starkey Rd. to connect to Hwy 37 and widen both and leave the beautiful Sturgeon valley as is; some people would like to retire in a pristine area and not a 4 lane hwy area. It would have been useful to have had general preliminary road drawn and publically available years ago when city and county [ ] this idea was in plans; we are not in favor of this at all. My main comment is to plant numerous seedlings (evergreens) on both sides of this road to cut down on noise pollution and maintenance. Seedlings do not cost much and will grow faster than anyone can imagine. No or little grass cutting required as a result. Berms preferred where residential areas are impacted. I would prefer an urban cross section In spite of efforts made to control it otherwise this area will end up semi? urban.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Prefer rural roads as less maintenance and thus less cost to the County and County tax payers. Proposals will increase noise pollution, air pollution, visual pollution; close residents will suffer drastic reductions in property value with no compensation Prefer the rural. I don’t have any understanding of this –but long term low maintenance and lower cost is better. Semi?urban has the most positive features –I like the narrower medians and good long term maintenance. Urban preferred. This looks like it will be a very expensive road with train crossings, river crossings, large and substantial grade differences, sensitive site reclamation, expensive land costs, and locations too close to residential/country residential housing. I prefer the semi?urban cross section. I hope a multi?use trail would be included for the entire length of the corridor.

2. Do you have any additional comments about the study you would like to share? Please specify below. Maps were difficult to understand No comment –this presentation is a sham. The county has pre?determined this study. Benefit of Poundmaker Rd. –in addition to previous –a)already has designated an arterial rd. b) does not disrupt the serenity of the valley within the county. I don’t believe an alignment should be selected without resolving the PGA designated lands within the county as well as resolving all other land use designations. th Why not widen old 127 St., widen sturgeon Rd. into St. Albert and put traffic lights at Sturgeon and Starkey Rd.? Would this no be cheaper, also better and wouldn’t tear up the valley! Bigger maps covering a larger area would be helpful. What kind of traffic will this road encourage? Will big heavy trucks be banned? Future studies should include: sound barriers, trees planted/ landscaping to absorb noise and exhaust pollution. It’s good to see that Poundmaker Rd Area and RL 56 will not be considered for realignment. The drawings are hard to read and decipher. They should be included in handouts provided and also available at your website. It was confusing at first but now we understand the plan. There should have been much more public consultation much earlier in this process. I would not have built my house where I did 8 years ago if I knew this road was going where it is proposed. This situation will probably push my family back to Edmonton. I am a realist but I am not happy. Financing should be the next concern. A speaker led presentation with Q and A after would have been a more efficient use of time. We need always to look for the lowest impacts of development on Sturgeon County. Start as soon as possible –do not delay –we have too much traffic congestion and not enough forward thinking about traffic flow. Let’s be ahead instead of always trying to catch up because of poor planning. Poor maps (too small and inadequate labeling. Would like a Q & A. Process is extremely long for a road that barely qualifies as an arterial road way, is very long term (if it gets constructed at all), and all the engineering work being done now will be out of date by the time it gets built – the

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

standards will have changed. If the road is of regional significance, the best route (technically) should be chosen, and the individual land owners should not influence the decision. I thought the study was very one sided and that the County and engineer had already made up their minds that a road was going to be built and they were just looking for an endorsement from residents as to which option to use. This road is an expensive, unnecessary, noise polluting, environmentally disturbing proposition that should be stopped now! Support the SOLID route, following the west side of the Morinville Water Line. Do not want the dashed line as it is closer to owned property. Desire for the County to consider more of a mixed use zoning in the area of the roadway (for example commercial, light commercial or business areas). Truly appreciate the opportunity to have input. Look forward to future open house session regarding this project. Comments provided on behalf of a developer of lands along 195 Avenue: Preference for the North option over the South option as it is in closer proximity the proposed development site, which would decrease backtracking for people destined for the site from AHD.

3. Please tell us about yourself: a. I live and work in sturgeon County: 6 b. I only work in Sturgeon County c. I only live in Sturgeon County: 15 d. I neither live nor work in Sturgeon County: 1 e. Other i. Landowner in Sturgeon valley ii. I work in the development industry. iii. I live one block away from Sturgeon County iv. Resident of St. Albert: 2 v. Landowner/developer 4. 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. a. The clarity of information provided about the study: i. Very satisfied: 5 ii. Generally satisfied: 13 iii. Dissatisfied: 7 b. The adequacy of information provided about the study: i. Very satisfied: 4 ii. Generally satisfied: 12 iii. Dissatisfied: 8 c. The project team’s response to my questions: i. Very satisfied: 9 ii. Generally satisfied: 10 iii. Dissatisfied: 5 Comments regarding alignment options: Let us be very clear that we are not against as roadway through the Sturgeon Valley, but we strongly believe that Council’s decision to select a route for the current study should be put on hold, pending a satisfactory resolution of the following issues: 1) Scope of Work: We believe the current scope of work should be expanded to include a detailed evaluation of utilizing the existing designated arterial right of way, Poundmaker

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Road. If for no other reason that the roadway is largely for the benefit of St. Albert residents, it makes sense to construct the roadway (which we’re told it must), surely Sturgeon County has an obligation to select a route with minimal costs. It is reasonable to expect that by utilizing an existing arterial, there will be significant cost savings attributed to minimizing right?of?way acquisition. Of the two current options presented by ISL, the estimated railing crossings are $5 million, and $4.1 million for the ‘south/red’ and ‘north/blue’ options, respectively. This is attributed to the fact that an underpass is required due to steep slopes near the rail line. Yet, a rail crossing for a Poundmaker Road option (near Twp Rd 542) can be undertaken at grade, which ISL estimates at $0.5 million. This translates into a cost savings of $3.6 million to $4.5 million savings for Poundmaker over the current options. Furthermore, consideration should be given to the qualitative benefits of avoiding the construction of a new 4 lane highway through the middle of the Sturgeon River Valley. 2) Sturgeon Valley ASP: We believe that Sturgeon County plan the roadway in the context of establishing the future land?use in the Valley. Approving a roadway design prior to establishing future land?use will jeopardize the success of the Sturgeon Valley ASP Amendment. Despite comments to the contrary by the Project Team at the September 13 landowner meeting, landowners now have very little control over the ultimate land use designation of their property in the Sturgeon Valley. As most of us are quite aware, the powers bestowed upon the CRB has ensured that is has the ultimate say regarding future land use within the Sturgeon Valley. Rather than the landowner or the local municipality, land use planning is now hugely influenced (if not controlled) by the CRB member municipalities, of which Sturgeon County has been allocated merely one vote. 3) Fiscal Reality vs Density of Undeveloped Sturgeon Valley Lands: We’re told by the Project Team that the roadway staging is to be driven, by and largely funded by development of the currently undeveloped area adjacent to St. Albert. Both Council and Administration have recently voiced concerns that off?site levies must be increased to accommodate future infrastructure (including that subject roadway), and question the sustainability and economic feasibility of the CRB designated densities in the Valley. That being the case, surely it would be prudent for Sturgeon County to first determine and secure the future land use of the subject lands prior to proceeding any further with the 127 street project. Since that density is the key to sustainability (as well as generating off? site levies to fund the roadway), common sense would dictate that Sturegon County should be focusing on maximizing allowable densities of the lands within the area of the roadway. 4) Intermunicipal Cooperation: While inter?municipal cooperation is vital, so too is ensuring the rights and privileges of those who reside and have in good faith, made substantial land investments in our community, Surely a roadway project of this scale, to be routed through the Sturgeon Valley, must first and foremost be sensitive and accountable to the landowners whose lands are most impacted (namely the owners of the undeveloped lands identified east of Highway 2 in the former IDP_. Cross?Section Options: As stated earlier, the Statutory Plan in effect up until last summer identified the lands as future urban expansion, which we believe to be consistent with densities identified and approved most recently by the CRB. We recommend that efforts be made to conform with and preserve the develop ability of these lands. We recommend that design measures be taken to mitigate negative impacts on the surrounding lands, including ensuring that roadway elevations, sound levels and cross?sections are minimized.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Compensation: We believe that this issue should be clarified in detail to the benefit of the landowners who have one or both of the options crossing their lands. ‘Who am I?’ We live and work in Sturgeon County, and own over 220 acres of prime developable land directly impacted by the proposed project. ‘About Today’s Meeting’: For the reasons stated above, we have grown frustrated with the process to date, and are therefore dissatisfied with the study, adequacy of information and the Team’s response to our questions. It is our perception that stakeholder feedback is not being seriously considered nor substantially incorporated into the recommendations being provided to the public and/or Sturgeon Council. Thank you for your consideration and this opportunity to present our views on this very important matter.

June, 2012

Sturgeon County 127 Street Functional Planning Study – Public Involvement Report

Open House Materials

June, 2012

127 Street Functional Planning Study Public Open House Sturgeon County has retained ISL Engineering and Land Services to complete a functional planning study for the future extension of 127 Street from the City of Edmonton boundary to Highway 2 north of St. Albert. Alternative routes for this four-lane arterial road are currently under consideration, which will include a new crossing of the Sturgeon River between Riverlot 56 and the Sturgeon Valley Golf Course. The functional planning study is anticipated to be complete in the Spring of 2012. To provided stakeholders and interested residents with an opportunity to discuss project plans and provide feedback, you are invited to a Public Open House on: Wednesday, October 5, 2011 6:00 PM-8:00 PM Valley Lounge Sturgeon Valley Golf & Country Club 25114 Sturgeon Road, Sturgeon County The session will be an informal drop-in event. Project representatives will be in attendance to discuss the project and answer questions. For those unable to attend this open house, information will be available at www.sturgeoncounty.ab.ca following the event. For more information about the Public Open House, please contact Amanda Kaiser, ISL Engineering and Land Services at 780-438-9000 or by emailing akaiser@islengineering.com

127 Street Functional Planning Study Public Open House Project Information Sheet

Sturgeon County, with ISL Engineering and Land Services, is conducting a functional planning study for the future extension of 127 Street from the City of Edmonton boundary to Highway 2 north of St. Albert. This Open House is being held to present roadway options, the study process to date, issues and constraints that impact the road, and to provide an opportunity to gather feedback from stakeholders and interested residents.

Study Need & Background The extension of 127 Street will support future growth in the Sturgeon Valley and surrounding area while minimizing traffic impact on existing neighborhoods. 127 Street will accommodate traffic that the current roadway network will be unable to carry. With the construction of Anthony Henday Drive, 127 Street within the City of Edmonton will be realigned north to the City Limits. A conceptual alignment for 127 Street through the County was developed in 2008/09 with the draft Sturgeon Valley Vision Transportation Study. In 2011, ISL Engineering and Land Services was retained by Sturgeon County to complete a functional planning study for 127 Street that will confirm its alignment and identify the requirements for the road. A map of the study area is shown below.

See over >

Future 127 Street The future 127 Street will travel north from Edmonton, pass under the Canadian National Railway (CNR), travel over the Sturgeon River, and continue north until the road turns along Township Road 544 to Highway 2. Projected traffic volumes are 12,000 vehicles per day south of Bellerose Drive and 3,000 vehicles per day north of Bellerose Drive. This will be a 70 km/h arterial road with up to four lanes. Intersections will be signalized as necessary and be spaced no closer than 400m apart. The timing of construction is not currently known.

127 Street Alignment Options Two preliminary 127 Street alignment alternatives have been developed and are currently under consideration, each crossing the Sturgeon River between Riverlot 56 and the Sturgeon Valley Golf & Country Club. Three cross section options are also being considered (rural, semiurban or a full urban roadway).

Next Steps One preferred alignment will be selected based on an evaluation of the following factors: • • • • • •

Road geometry Stakeholder and public feedback Environmental factors Geotechnical issues Road network connections Land Impacts

• • • • •

Bridge requirements at the Sturgeon River & CNR tracks Stormwater management/drainage Utilities Right-of-way required Cost

Following the selection of a preferred alignment and cross-section, detailed functional plans will then be prepared showing the recommended roadway alignment and needs. A second Public Open House is anticipated to be held in January 2012 to present the plans. The 127 Street Functional Planning Study is anticipated to be complete in April 2012. For more information regarding the project please contact Amanda Kaiser, ISL Engineering and Land Services, at (780) 438-9000 or via email at akaiser@islengineering.com

127 Street Functional Planning Study

Thank you!

Completed comment forms can be dropped off in the box provided.

Please sign-in and take a comment form.

October 5, 2011

Public Open House

127 Street Functional Planning Study (City of Edmonton boundary to Highway 2)

WELCOME!

127 Street Functional Planning Study

• Identifying and protecting the ultimate road footprint of 127 Street is a critical input to future development and completion of the Sturgeon Valley Area Structure Plan.

• Sturgeon County made commitments to the Cities of Edmonton and St. Albert as well as to the Capital Region Board overall, to complete a Functional Planning Study for 127 Street to ensure effective transition in this inter-municipal fringe area. This Open House is a key step in meeting this commitment.

• Major changes in the road network are being introduced with the construction of Anthony Henday Drive (AHD). 127 Street within the City of Edmonton will be realigned to the City Limits and R.R.250 will no longer be an arterial road.

• 127 Street will accommodate future traffic that the current roadway network will not be able to carry.

• The extension of 127 Street will support future growth in the Sturgeon Valley and surrounding areas while minimizing traffic impacts on existing neighbourhoods.

Need for Study

127 Street Functional Planning Study

In 2011, ISL Engineering was selected to undertake the 127 Street Functional Planning Study to identify a recommended 127 Street plan.

Utilizing Poundmaker Rd was also reviewed, but was not considered feasible due to its narrow width, impact on Riverlot 56 lands, proximity to a cemetery and designated Provincial Historic Resource sites, and lengthy road construction through floodplain areas.

•Proposed a general alignment for the new road (shown below)

including utilizing Starky Road

•Considered several options for the 127 Street extension,

•Included public participation

connection through the County

•Identified the need for a future 127 Street north-south

preparation of the Sturgeon Valley Vision ASP. This draft study:

A transportation study was completed in 2009 to support the

How Did We Get Here?

127 Street Functional Planning Study

• Prepare detailed functional plans & cost estimates

• Identify road requirements, right-of way needed, intersection locations, and connections to the existing roadway network

• Define the optimal alignment & cross-section (rural vs. urban)

• Gather input from stakeholders, landowners and interested residents

• Assess the alternative routes for 127 Street from the City of Edmonton boundary to Highway 2

Key Study Objectives

•Land impacts •Road network connections •Stormwater management •Utilities •Right-of-way required •Cost

127 Street Functional Planning Study

Study is anticipated to be completed in April 2012. The timing of construciton is unknown at this time.

• Final report

• Second Public Open House (January 2012) & refine plan

• Prepare detailed functional plans

•Road geometry •Bridge requirements at Sturgeon River &CNR tracks •Stakeholder & public feedback •Environmental factors •Geotechnical Issues

• Evaluate options and select preferred alignment (October 2011) based on:

• Comparative analysis of alignments

WE ARE HERE

• Consult landowners, stakeholders & the public

• Begin preliminary geometry, drainage, bridge, environmental, geotechnical, historical resources reviews

• Develop preliminary alignment options

• Gather background information

Study Process

127 Street Functional Planning Study

• Land is not being protected for power transmission lines

• 127 Street will accommodate trail/path crossings at intersections, where necessary

• Pedestrian crossing over Sturgeon River bridge

• Intersections will be signalized as needed; minimum separation between intersections is 400m

• 3,000 vehicles/day north of Bellerose Dr

• 12,000 vehicles/day south of Bellerose Dr

• Projected Traffic Volumes:

• 70 km/h posted speed limit

• 4-lane Divided Arterial Roadway

Future 127 Street

Major Constraints in the Area CN Railway— Crosses the study area, situated on a berm.

High Pressure Pipelines

Terrain— Existing steep grades down to Bellerose Dr.

Existing Well Sites

High Pressure Pipelines

Environmental Feature—

Existing Well Site

Oxbow with upland riparian forest

Terrain— The vertical grade is excessive from the top of the CN tracks down to Sturgeon Road. This requires 127 Street to travel under the CN Railway.

Existing woodland north of Edmonton

Sturgeon River— Bridge must accomodate 1:100 year floods and passage for large animals underneath

Riverlot 56 Natural Area — 127 Street options have been developed so that construction will not take place on any Riverlot 56 lands

127 Street Functional Planning Study

• More detailed environmental work, such as wildlife surveys, rare plant assessment, vegetation surveys, will be conducted in future design stages.

• For protection of water quality, drainage ponds are required on both sides of the river (locations TBD once an alignment is selected)

• Riverlot 56 Natural Area

• Wooded ravine north of Bellerose Dr

• Triangular forested woodland between R.R. 251 & the CN Railway

• Sturgeon River riparian forest

• Oxbow wetland in Sturgeon River floodplain

• The most significant environmental features identified include:

• The assessment considered wildlife habitat, upland vegetation, wetlands and applicable regulatory approval processes.

Environmental Assessment Act.

• Two alignment options were assessed from an environmental perspective. The findings will also be used in any future Environmental Assessment prepared pursuant to the Canadian

Environmental Considerations

North Alignment (N1-A) •127 Street crosses sqarely under CN Railway (least costly) •More central alignment between Riverlot 56 and existing development •Greatest flexibility for future development between 127 Street and CNR •May affect oxbow wetland •Creates barrier between oxbow and adjacent riparian woodland •Avoids woodland near CNR, North of Edmonton

127 Street Functional Planning Study

South Alignment (S1) •127 Street crosses under a curve in the CN tracks (additional $1.5-2M) •Less flexibility for future development between 127 Street and CNR •Maintains the connectivity between the oxbow and riparian forest •Utilizes existing cleared Row south of Sturgeon River •Bisects woodland near CNR, north of Edmonton

127 Street Functional Planning Study

Road Cross-Section Options 3.7 LANE

2.0

4:1

60.0 BASIC 32.2 13.4 MEDIAN

3.7 LANE

1.0

3.7 LANE

1.0

3.7 LANE

R / W BDY.

RURAL OPTION1 (*Based on HGDG Fig. C-6.2c.1) 2.0 5:1

5:1

4:1

NARROW DEPRESSED MEDIAN

Rural •Ditch drainage •Greatest width •Low long term maintenance

4:1

3.7 LANE

2.0

4:1

SEMI-MOUNTABLE CURB & GUTTER

3.0

3.7 LANE

40.0 BASIC 21.9 6.0 MEDIAN

3.7 LANE

4:1 SEMI-MOUNTABLE CURB & GUTTER (TYP)

3.7 LANE

R / W BDY.

URBAN OPTION (*Based on TAC)

0.55

TIE TO EXISTING

3.7 LANE

5:1

R / W BDY.

TIE TO EXISTING

2.0

55.0 BASIC 24.8 6.0 MEDIAN

R / W BDY.

SEMI URBAN OPTION (*Based on HGDG Fig. C-6.2c2)

3.0 0.55

4:1

TIE TO EXISTING

Semi-Urban •Ditch drainage •Moderate width •Low long term maintenance

Urban •Underground sewer system for drainage •Greater impact to existing pipelines (more cost) •Least width •More costly long term maintenance (sewers and snow removal)

STORM SEWER

Note: the road is elevated of land will be required. PAGE 1 OF 1 127 Where Street Cross Section Optionsor depressed, wider segments SEPT 28, 2011

127 Street Functional Planning Study

• Refine plan as necessary and finalize report (early April 2012)

• Second Public Open House (anticipated January 2012)

• Roadway plan/profiles • Bridge planning • Drainage and stormwater pond planning • Right-of-way required • Other road/bridge requirements

• Commence detailed functional planning (winter 2011/2012) to include:

• Evaluate the alternatives to identify a preferred 127 St. route and cross-section

• Compile public, stakeholder and landowner feedback

Next Steps

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix H Poundmaker Road Option Overview

August, 2012

Memorandum

To:

Sturgeon County

Attention:

Ian McKay

Reference:

Consideration of Future Arterial along Poundmaker Road

From:

Jenny Burgess

Date:

September 30, 2011

Project No:

13235

In completing the 127 Street Functional Planning Study within Sturgeon County, the consideration of Poundmaker Road as a potential alignment for the future arterial has been raised. ISL has taken a cursory review of this alignment and can provide the following overview. Potential Alignment: 127 Street would travel out of the City of Edmonton, cross the CNR beyond the Poundmaker Lodge, turn to travel along Poundmaker Road, then angle across the Sturgeon River floodplain to approach Bellerose Drive. A schematic is attached. Major Issues and Constraints: •

Proximity to Poundmaker School, Lodge and Farm and St. Albert Cemetery: This alignment can only be considered provided that the road can traverse the public lands west of the railway. These lands hold the Poundmaker site which is a designated Provincial Historic Resource. A cemetery is located along Poundmaker Road between Poundmaker Lodge and Riverlot 56, from which no lands could be utilized.

•

Crossing of Sturgeon River: Geometry is of concern to angle a tangent bridge toward the Riverlot 37/38 property line on the north side of the Sturgeon. North of Sturgeon River, the road requires lengthier construction through the floodplain, translating into a longer, higher road through the valley.

•

Road Network: Due to the road curvature, there will be limited opportunity to provide intersections for access into County lands, north of Edmonton. Also, this route will increase travel distance and time for County residents accessing 127 Street.

•

Land Required from Riverlot 56: The existing Poundmaker Rd right>of>way (ROW) is insufficient for a 4>lane arterial. Assuming the narrowest road cross>section (urban), at least 21Ac of land will be required from RL56, of which 14Ac is treed area. It is expected that the area required will be greater due to profile modifications to existing Poundmaker Rd and other road profile needs through greenfield RL56.

•

Additional Environmental & Stakeholder/Public Concerns with Impacts on Riverlot 56 Natural Area.

Other Issues and Constraints: •

CN Railway Crossing: An at>grade crossing could be possible at this location, as there is more length available between the tracks and Sturgeon Road. If an at>grade crossing is not possible due to grades or geometry, a CNR underpass will necessitate a substantially wider overall road ROW, which will need to take into account the surrounding historical resource features.

•

Status of Poundmaker Road: The City of St. Albert has indicated at Technical Review Committee Meetings that Poundmaker Road is eventually planned to be closed south of Sturgeon Road.

•

Utilities: Major utilities (550mm water line and 500mm sanitary forcemain) would need to be relocated to new utility ROWs. Estimated water line relocation length is 1000m; 600m for the sanitary forcemeain.

Conclusion: This alignment garners major concerns with land impacts to Riverlot 56, proximity to the cemetery and Provincial Historic Resource sites, and lengthy road construction through floodplain areas. These issues, compounded by weakened service levels to County residents and future developments, produce an alignment inferior to the 127 Street options currently under consideration east of Riverlot 56. ISL Engineering and Land Services Ltd. Suite 100, 7909 – 51 Avenue Edmonton, AB T6E 5L9 T: 780.438.9000 F: 780.438.3700 J:\13200\13235_127Street_FP\04_Reports\40_ISL_Reports\2011 09 29 Poundmaker Road Memo.doc

islengineering.com

Page 1 of 2

Memorandum

Limitations and Assumptions: This is a cursory review and detailed plan/profiles were not developed. An urban cross section has been assumed for this exercise to determine the minimum effects of the alignment; use of a semi> urban or rural cross>section will increase ROW requirements further.

J. Burgess, P.Eng. ISL Engineering and Land Services

Page 2 of 2

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix I 127 Street Cross-Section (within City of Edmonton)

August, 2012

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix J Utilities Sketches and Summary

August, 2012

Sturgeon County 127 Street Functional Planning Study – Final Report

Appendix K Stormwater Management Calculations

August, 2012

127 Street Functional Planning Study Stormwater Management Calculations Table 1:

Ultimate Stage Catchment Runoff Calculations

North Pond Catchment

South Pond Area (ha)

Imperv. Peak Flow (%) (m3/s)1

Catchment

Area (ha)

Peak Imperv. Flow (%) (m3/s)1 67 0.39 67 0.40 67 0.40 67 0.45 67 0.78 67 0.53 67 0.42 67 0.38 67 0.45 67 0.44 67 0.64 67 0.95 67 0.54 67 0.44

L1+000 1.22 67 0.35 L8+500 1.38 L1+500 1.29 67 0.33 L8+000 1.41 L2+000 1.53 67 0.38 L7+500 1.43 L2+500 1.42 67 0.36 L7+000 1.61 L3+000 1.48 67 0.41 L6+500 2.67 L3+500 2.13 67 0.64 L6+000 1.95 L4+000 1.73 67 0.48 L5+500 1.46 L4+500 1.86 67 0.55 R8+500 1.34 R1+000 1.21 67 0.34 R8+000 1.62 R1+150 1.29 67 0.33 R7+500 1.56 R2+000 1.34 67 0.39 R7+000 2.43 R2+500 1.41 67 0.36 R6+500 3.33 R3+000 1.54 67 0.43 R6+000 1.99 R3+500 2.15 67 0.65 R5+500 1.51 R4+000 1.76 67 0.48 R4+500 2.05 67 0.60 1 Peak flow based on 1:100 year, 4hr Chicago design storm (governs over the Huff event) Table 2:

Stage 1 Catchment Runoff Calculations South Pond Catchment

L8+500 L8+000 L7+500 L7+000 L6+500 L6+000 R8+500 R8+000 R7+500 R7+000 R6+500 R6+000

Area (ha) 0.69 0.70 0.71 0.81 1.33 0.49 0.67 0.81 0.78 1.21 1.67 0.50

Imperv. (%) 67 67 67 67 67 67 67 67 67 67 67 67

Peak Flow (m3/s)1 0.21 0.22 0.22 0.24 0.42 0.15 0.21 0.24 0.24 0.35 0.51 0.16

Peak flow based on 1:100 year, 4hr Chicago design storm (governs over the Huff event)

Contact Ryan Betker,127P.Street Eng.Functional Planning Update Study Final Report | Prepared for Sturgeon County 780-809-3200 rbetker@mcelhanney.com

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Appendix C Sturgeon Road Functional Planning Study

Sturgeon Road Functional Planning Study

July 26, 2023 | Final Report

Submitted to: Sturgeon County Prepared by McElhanney Ltd. Contact Ryan Betker, PEng Branch Manager 780-809-3200 rbetker@mcelhanney.com

Our file: 2131-00551-22

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Address 201 – 13455 114 Avenue, Edmonton AB Canada T5M 2E2

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Authorization and Signatory Page This Sturgeon Road Functional Planning Study has been prepared by McElhanney Ltd. for the benefit of Sturgeon County. The information and data contained herein represent our best professional judgement based on knowledge and information available at the time of preparation. Any use of this information in a manner not intended, or with knowledge that situations have changed, shall not be the responsibility of McElhanney Ltd. or the undersigned. McElhanney Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the expressed written consent of McElhanney Ltd. or Sturgeon County. Prepared by:

Reviewed by:

2023-06-12

Elaine Lau, PEng, PTOE Senior Transportation Engineer Tel: 780-809-3234 Email: EKLau@mcelhanney.com

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Ryan Betker, PEng Project Manager / Branch Manager, Edmonton Tel: 780-619-1986 Email: RBetker@mcelhanney.com

Table of Contents Executive Summary ..................................................................................................................................... I 1. Introduction .......................................................................................................................................... 1 1.1. Project Background ...................................................................................................................... 1 1.2. Project Scope................................................................................................................................ 1 1.3. Background Studies and Reports ................................................................................................. 3 2. Corridor Review ................................................................................................................................... 8 2.1. Existing Roadway Conditions ....................................................................................................... 8 2.2. Traffic Volumes & Operation Analysis ........................................................................................ 12 2.3. Preliminary Assessment ............................................................................................................. 27 3. Recommended Functional Plan ....................................................................................................... 30 3.1. Corridor Improvements ............................................................................................................... 30 3.2. Design Criteria ............................................................................................................................ 31 3.3. Recommended Plan ................................................................................................................... 35 3.4. Staging and Implementation ....................................................................................................... 38 3.5. Funding & Cost Estimates .......................................................................................................... 42 4. Conclusions and Next Steps ............................................................................................................ 45

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List of Figures Figure 1: Project Limits ................................................................................................................................. 2 Figure 2: Development Concept Plan, Sturgeon Valley Core Area Structure Plan (Figure 5) ..................... 4 Figure 3: Concept Plan, Sturgeon Valley South Area Structure Plan (Figure 9) .......................................... 5 Figure 4: Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10) 6 Figure 5: Sturgeon Road/Starkey Road Intersection - Looking West ......................................................... 10 Figure 6: Sturgeon Road/Essex Point/Township Road 543A Intersection – Looking South ...................... 11 Figure 7: Sturgeon Road/Highway 28 Intersection and Sturgeon Road Access ........................................ 12 Figure 8: Existing PM Peak Hour Volume................................................................................................... 13 Figure 9: Historic Average Annual Daily Traffic on Sturgeon Road, West of Highway 28 ......................... 14 Figure 10: Stage 1 Development Trip Generation ...................................................................................... 17 Figure 11: Full Build-Out Trip Generation ................................................................................................... 17 Figure 12: Future (2045 Base) PM Peak Hour Volumes ............................................................................ 18 Figure 13: Future (2045 Ultimate) PM Peak Hour Volumes ....................................................................... 19 Figure 14: Sturgeon Valley Population Growth Projections ........................................................................ 20

List of Tables Table ES-1: Recommended Intersection Improvements ........................................................................ ESIV Table ES-2: Sturgeon Road Improvements Class A Cost Estimates (2023 Dollars) .............................. ESV Table 1: Summary of Key Intersection Configurations ................................................................................. 9 Table 2: Sturgeon Valley Population by Estimated Horizon Year............................................................... 21 Table 3: 2010 Highway Capacity Manual Level of Service Criteria ............................................................ 22 Table 4: Volume Threshold by Road Classification .................................................................................... 22 Table 5: Summary and Comparison on PM Peak Hour Intersection Level of Service ............................... 26 Table 6: Sturgeon Road Design Criteria ..................................................................................................... 31 Table 7: Sturgeon Road Proposed Intersection Improvements .................................................................. 37 Table 8: Sturgeon Road Cost Estimates..................................................................................................... 42

Appendices Appendix A – Traffic Data & Analysis Results Appendix B – Sturgeon Road Concept Drawings Appendix C – Additional Cost Estimate Information

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Executive Summary Project Purpose and Objectives In planning for anticipated growth in the Sturgeon Valley, Sturgeon County has identified a need to complete a Functional Planning Study (FPS) to develop a corridor plan for Sturgeon Road that support future growth and regional connectivity over the next 25 years. This FPS presents a long-term plan for Sturgeon Road that addresses the short and long term needs of the County and Sturgeon Valley. Existing studies that informed this FPS include, but are not limited to, the Sturgeon Valley South and Core Area Structure Plans, the Transportation Network Improvement Strategy (2022, Associated Engineering) and the 127 Street Functional Planning Study (2012, ISL Engineering). The overall scope of this study is to: •

Confirm traffic projections and conduct traffic analysis to identify key issues and explore feasible intersection alternatives to improve corridor safety and operations issues.

•

Develop the recommended strategy and conceptual plans for the Sturgeon Road corridor, including intersection treatment and access management options for the 25-year horizon and high-level analysis beyond the 25-year horizon.

•

Identify design constraints, including right-of-way, utilities, potential environmental and geotechnical impacts.

•

Provide a solution that is stageable and constructible and compatible with the future 127 Street connection and other planned regional network improvements.

•

Develop functional level cost estimates for the recommended improvements.

Traffic Review Existing traffic conditions along Sturgeon Road are operating well with primarily free-flow traffic with some minor delays at the major intersections. These delays are well within an acceptable level of service for road users. Traffic projections based on updated planning initiatives, land use and demographic data indicate that regardless of the 127 Street extension, Sturgeon Road is expected to have sufficient capacity as a twolane roadway to support a population of approximately 10,000 people in the Sturgeon Valley. This growth is estimated to occur sometime between 2037 (high growth of 2% per year on the whole county population), 2050 (moderate growth of 1% per year) and 2077 (low growth of 0.5% per year). Intersection improvements will also be required at River’s Gate, Starkey Road and Essex Point to maintain acceptable levels of service.

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As growth continues towards a total population of approximately 26,000 people in the Sturgeon Valley (full build-out of Planning Area 1), Sturgeon Road can continue to operate with acceptable levels of service as a two-lane roadway with additional corridor improvements, however, this will also require the extension of 127 Street to at least Sturgeon Road to help alleviate traffic pressures. Most of the population growth will occur in the development area southeast of Sturgeon Road, therefore the 127 Street extension is also key in facilitating access and build-out of Planning Area 1. The 127 Street to Sturgeon Road is estimated to be implemented by 2037, or as Sturgeon Valley reaches the 10,000population threshold. It is estimated that the Valley will reach a population of approximately 26,000 people sometime between 2053 (high growth of 2% per year), 2082 (moderate growth of 1% per year) and beyond 2100 (low growth of 0.5% per year). The ultimate build-out of Sturgeon Valley (61,000-population) will require 127 Street be extended to at least Bellerose Drive and widened to four-lanes, which will allow Sturgeon Road to function as a two-lane arterial between Essex Point and 127 Street. The section of Sturgeon Road between Essex Point/Township Road 543A and Highway 28 will likely require four-lanes to facilitate further development east of Essex Point and Range Road 250.

Recommended Functional Plan A functional plan for Sturgeon Road has been developed for the 26,000-population build-out and the full Sturgeon Valley Build out (61,000, beyond 25-year). The plan includes the following considerations: •

Maximize the life span of existing infrastructure

•

Maintain efficient long-term traffic operations

•

Enhance the corridor amenities, including for active transportation

•

Improving safety for all travel modes along the corridor

•

Consider opportunities to manage access along the corridor

•

Provide logical and flexible implementation staging

Overall, a two-lane arterial cross-section is recommended to be maintained at minimum to the 26,000 population build-out with the addition of protected turn bays at various intersections to improve the safety and operations along Sturgeon Road. At the major intersections, it is recommended that a single-lane roundabout be implemented to maintain safe speeds along the corridor, improve traffic operations and enhance the overall aesthetic of the area. All study intersections are to be maintained as uncontrolled, except for the intersections at Highway 28 and 127 Street, where it is expected to be signalized. Well beyond 25-years and as warranted by development, it is recommended that the section of Sturgeon Road between Essex Point/Township Road 543A and Highway 28 be upgraded to a four-lane arterial. The segment of Sturgeon Road between Essex Point and 127 Street will remain a two-lane arterial due to significant ROW constraints. Table ES-1 provides a summary of the proposed intersection configurations along the corridor. To enhance and facilitate active modes connections in the area, a 3.0m shared use path is also recommended along the south side of the corridor, west of Sturgeon Road/Essex Point/Township Road 543A and on the north side of the roadway east of the intersection. Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page ESII

The rate of growth and development in the Valley will influence the implementation timelines for the proposed improvements. It is recommended that the County uses a staged approached for project implementation as follows: •

As the first priority, provide the recommended active modes infrastructure and connections in the plans as soon as reasonably possible.

•

Design and construct a roundabout at the Sturgeon Road/River’s Gate intersection and the Sturgeon Road/Township Road 543A/Essex Point intersection in the short-term horizon (1-5 Years) to address traffic operations and overall corridor safety. Traffic operations are expected to fail by the time population within Sturgeon Valley reaches approximately 10,000 people.

•

Design and construct a roundabout at Sturgeon Road/Township Road 542A in the long-term horizon as traffic operations are expected to fail by the time population within the Valley reaches approximately 26,000 people.

•

Design and construct protected left turn bays at various intersection throughout the corridor to address traffic operation concerns and provide a safe and efficient corridor (minimize queuing and interrupted flow). These improvements are required in the long-term horizon and can be implemented in sections through the Sturgeon Road Corridor.

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Table ES-1: Recommended Intersection Improvements

Sturgeon Road Intersection

Proposed Improvements

127 Street

Construct T-intersection (signalized) as per the 127 Street interim plan. The full 4-leg intersection will then be required when 127 Street is connected across the Sturgeon River. Single left-turn lanes should be constructed as part of both the T-Intersection and 4-leg Intersection configuration. • When 127 Street is twinned from 2-lanes to 4-lanes, dual left-turn bays may be required on Sturgeon Road on the leg that connects to the City of St. Albert.

River’s Gate

Provide temporary access to future development by constructing an access as needed at the River's Gate intersection. Complete a single-lane roundabout as development progresses and local traffic becomes active in the new development area to maintain fluid traffic operations for all movements.

Township Road 542A

Upgrade intersection to a single-lane roundabout, and properly aligning the Sturgeon Valley Golf Club access at the roundabout.

Viscount Road West

Some geometric changes to Viscount Road West to limit intersection to right-in/right-out movements. This intersection should continue to be monitored and if safety concerns are observed, the intersection should be closed with access consolidated to Viscount Road East.

Starkey Road (Range Road 251)

Minor geometric improvements to existing roundabout, including implementation of concrete splitter islands and addition of pedestrian facilities.

Viscount Road East / Equestrian Place

Addition of left-turn bays on Sturgeon Road.

Viscount Drive

Addition of westbound left-turn bay on Sturgeon Road.

Crestview Drive West

Access is limited to right-in/right-out traffic movements as a result of nearby turn bays.

Crestview Close / Crestview Drive East

Addition of left-turn bays on Sturgeon Road.

10. Essex Point

Upgrade intersection to a single-lane roundabout, properly aligning the Essex Point local road access at the roundabout. Addition of pedestrian facilities at the intersection. • Approaching the 61,000 population horizon, a dual lane roundabout may be required at this intersection.

11. Range Road 250

Maintain existing lane configuration.

12. Edinburgh Road W

13. Edinburgh Road E

Addition of left-turn bays on Sturgeon Road as well as geometric improvements to the north leg to provide safer turning movements and shorter pedestrian crossing. • If the 112 St Flyover is completed and connected all the way to Sturgeon Road, the south leg will need to be improved to align with the 112 St roadway extension as shown in the 4-lane concept.

14. Crozier Drive

Addition of left-turn bays on Sturgeon Road. • If needed due to development access, a south leg can be constructed to mirror the north leg.

15. Range Road 245

Addition of left-turn bays on Sturgeon Road. • If needed due to development access, the south leg can be improved to mirror the north leg. It is recommended that proposed north/south collector south of Sturgeon Road connect to this intersection to minimize the number of accesses near the highway 28 intersection.

16. Highway 28

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Project Costs & Funding Strategy A planning-level cost estimate was prepared for the recommended plan based on 2023 dollars and are summarized in Table ES-2. The overall cost of the project is estimated to be $10.9M (2023 dollars), including construction, contingency and engineering costs. Table ES-2: Sturgeon Road Improvements Class A Cost Estimates (2023 Dollars)

Improvement Active Modes STA 1+100 to STA 7+000

Class A Cost Estimates (2023 Dollar) STA 1+100 to STA 3+000 (including 25% contingency) = $574,375 STA 3+000 to 4+400 (including 25% contingency) = $487,500 STA 4+500 to STA 7+000 (including 25% contingency) = $210,000 Engineering Costs (12%) = $152,625 Total Cost = $1.42M

Sturgeon Road & Twp Rd 542A Roundabout Intersection Upgrades

Construction Cost = $974,000 Utility Relocations = $150,000 Contingency (25%) = $281,000 Engineering Costs (12%) = $168,600 Total Cost = $1.57M

Sturgeon Road & Essex Point Singlelane Roundabout Intersection Upgrades

Construction Cost = $1,261,000 Utility Relocations = $150,000 Contingency (25%) = $352,750 Engineering Costs (12%) = $211,650 Total Cost = $1.98M

Protected Turn Bays – Starkey Road to Essex Point

Construction Cost = $1,498,000 Contingency (25%) = $374,500 Engineering Costs (12%) = $224,700 Total Cost = $2.10M

Protected Turn Bays/Lane Realignment – Essex Point to Highway 28

Construction Cost = $1,305,000 Contingency (25%) = $326,250 Engineering Costs (12%) = $195,750 Total Cost = $1.83M

Sturgeon Road & Rivers Gate Intersection Upgrades

TOTAL PROJECT COST

Construction Cost (4th Leg) = $155,000 Contingency (25%) = $39,000 Engineering Costs (12%) = $23,280 Total Cost = $0.218M Construction Cost (roundabout) = $1,307,000 Contingency (25%) = $327,000 Engineering Costs (12%) = $196,080 Total Cost = $1.83M $10.9M

Well beyond the 25-year horizon, Sturgeon Road may be required to upgrade to a 4-lane cross-section from Essex Point to Highway 28. This upgrade will require ROW acquisition that can be approximated to be $0.9M (3 hectare of land acquisition). Should this upgrade be required, the anticipated construction cost is estimated to be $22.4M for the full reconstruction of the corridor, including engineering costs (12%) and contingency (25%). This cost also includes the introduction of an underground storm system along the corridor and Essex Point roundabout upgrades from a single-lane to a dual-lane roundabout, however it does not include any stormwater management ponds or outlet structures. Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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1. Introduction McElhanney Ltd. (McElhanney) was retained by Sturgeon County to complete the functional planning of Sturgeon Road between the Sturgeon County / St. Albert limits to the west and Highway 28 to the east. The primary focus of this assignment is to identify the long-term cross-section and access requirements along Sturgeon Road to support future growth and development as well as to determine the staging of improvements to address existing and future needs.

1.1. PROJECT BACKGROUND Sturgeon Road is a key east-west link within the Sturgeon Valley that facilitates local travel as well as regional connections between Sturgeon County, St. Albert and the City of Edmonton. The corridor is classified as an arterial and is currently a two-lane undivided roadway that connects from Sturgeon County / St. Albert limits to the west and Highway 28 to the east. The Sturgeon Valley area is anticipated to grow continuously throughout the next several decades, which includes the addition of over 21,000 people in the first stages of development. In planning for this growth, Sturgeon County has identified a need to complete a Functional Planning Study (FPS) to develop a corridor plan that support future growth and regional connectivity. In addition, upgrades to Sturgeon Road will need to consider and complement the future 127 Street connection from the County’s southern border to Highway 2, north of St. Albert. The purpose of this FPS is to establish a strategy that addresses existing operational and safety concerns while building towards the corridor plan to support future development under the 25-year horizon and beyond. This provides the County an opportunity to define the transportation network and inform development in the Sturgeon Valley area as well as to protect the required road right-of-way for future improvements.

1.2. PROJECT SCOPE Building from the transportation reviews conducted as part of the Sturgeon Valley South and Core Area Structure Plans (ASPs) as well as the Transportation Network Infrastructure Strategy (TNIS), the overall scope of the FPS is to: •

Confirm traffic projections and conduct traffic analysis to identify key issues and explore feasible intersection alternatives to improve corridor safety and operations issues.

•

Develop the recommended strategy and conceptual plans for the Sturgeon Road corridor, including intersection treatment and access management options for the 25-year horizon and beyond.

•

Identify design constraints, including right-of-way, utilities, potential environmental and geotechnical impacts.

•

Provide a solution that is stageable and constructible and compatible with the future 127 Street connection and other planned regional network improvements.

•

Develop functional level cost estimates for the recommended improvements. Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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As illustrated in Figure 1, the study limits begin at the Sturgeon County / St. Albert limits to the west and terminates at Highway 28 to the east and include a review of the following key intersections with Sturgeon Road: 1. 127 Street (Future Intersection)

9. Crestview Close / Crestview Drive East

2. River’s Gate

10. Essex Point

3. Township Road 542A

11. Range Road 250

4. Viscount Road West

12. Edinburgh Road West

5. Starkey Road (Range Road 251)

13. Edinburgh Road East

6. Viscount Road East / Equestrian Place

14. Crozier Drive

7. Viscount Drive

15. Range Road 245

8. Crestview Drive West

16. Highway 28

The planning horizon of this FPS aligns with planning horizons of previous studies that have been completed for the Sturgeon Valley area.

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Figure 1: Project Limits

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1.3. BACKGROUND STUDIES AND REPORTS Several studies encompassing the project area have been completed on various aspects of transportation planning undertaken by the County and neighbouring communities. The following outlines the relevant studies used to inform this FPS.

Sturgeon Valley South and Core ASPs In 2021, Sturgeon County approved the Sturgeon Valley Core and South Area Structure Plans (ASPs), which includes a mix of residential, industrial and commercial development. Population in the Valley Core area is expected to reach over 6,900 people by 2041 - an increase of approximately 2,600 people from today. In addition to the existing residential uses, the Valley Core area development plan sets out the direction for agricultural uses, environmental protection and the Valley Core Reserve. It also prioritizes lands for recreation and establishment of greenway corridors, including connections from the Sturgeon Valley to the Red Willow Trail system in St. Albert. Figure 2 illustrates the development concept plan as outlined in the Sturgeon Valley Core Area Structure Plan (May 2021). Most of the future development in the Sturgeon Valley will occur in the Valley South area, where at full build-out, the area is planned to accommodate over 61,000 people. As illustrated in Figure 3, the lands to the north will remain for agricultural uses and the lands to the south would accommodate a range of residential developments with increasing densities approaching St. Albert and Edmonton. In addition, a commercial and light industrial area is zoned for the lands to the east, adjacent to Highway 28 and is expected to generate approximately 4,800 employees. The Valley South planning area is anticipated to be completed in five phases over the next 60 years as illustrated in Figure 4, with Planning Area 1 advancing development within the next five years and continuing over the next 25 years. Development in the designated commercial area within Planning Area 2 is also anticipated to commence within the next five years. These first stages of development are expected to add approximately 21,000 more people in the Valley area over the next 25 years. Overall, the proposed growth in the Sturgeon Valley in addition to continued growth in the surrounding region is expected to generate a significant volume of traffic through the Sturgeon Valley Area, placing increasing pressures on the transportation network, including Sturgeon Road.

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Figure 2: Development Concept Plan, Sturgeon Valley Core Area Structure Plan (Figure 5)

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Figure 3: Concept Plan, Sturgeon Valley South Area Structure Plan (Figure 9)

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Figure 4: Sturgeon Valley South Planning Areas (Sturgeon Valley South Area Structure Plan, Figure 10)

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Transportation Network Improvement Strategy (TNIS) Sturgeon County and the City of St. Albert jointly completed the TNIS to prioritize network improvements that would benefit both municipalities while supporting planned development. The primary focus of the study was to determine the degree of benefit to both municipalities and prioritize capital projects, including cost estimates. The study incorporates operational data and forecasted growth scenarios for the 2030 and 2045 horizons, which represents the 10- and 25-year planning timeframe. The St. Albert Travel Demand Model (EMME) was used to forecast future travel patterns and traffic volumes based on updated land use information. The outcome of the TNIS identified several priority corridors for improvements, including the 127 Street extension from Anthony Henday Drive to Sturgeon Road by 2030 and the full extension of 127 Street to Highway 2 by 2045.

127 Street Functional Planning Study (2012) A Functional Planning Study (FPS) for 127 Street was completed for Sturgeon County in August 2012 in response to previous studies that identified need for a new north-south connection in Sturgeon Valley. This FPS identified a recommended alignment, which extends from 127 Street from the City of Edmonton to Highway 2 and includes the crossing of the Canadian National Railway (CNR) and Sturgeon River. The recommended plan has a cross-section that transitions from semi-urban to the City of Edmonton urban cross-section approaching the City limits and includes seven at-grade intersections, including a signalized intersection at Sturgeon Road. The CNR crossing is recommended to be grade-separated due to steep grades and would be required for the roadway to cross both Sturgeon Road and the tracks at-grade. The 127 Street corridor is proposed to be constructed as a two-lane road and ultimately to a four-lane arterial with a posted speed of 70 km/h, and is anticipated to be staged as follows: 1. 2 lanes from the City of Edmonton limits to Sturgeon Road 2. Extension of 2 lanes from Sturgeon Road to Bellerose Drive 3. Extension of 2 lanes from Bellerose Drive to Highway 2 4. Completing the 4-lane urban cross-section from the City of Edmonton limits to Sturgeon Road. 5. Completing the 4-lane urban cross-section from the Sturgeon Road to Highway 2 The staging of improvements would be primarily driven by area development and traffic needs. The County is also undertaking an update to the FPS in parallel to this Sturgeon Road FPS.

Sturgeon Valley Offsite Levy Assessment (Draft, December 2022) The County is currently in progress of finalizing an offsite levy assessment for the Sturgeon Valley area. The purpose of the assessment is to review the water and sanitary 25-year servicing requirements to support development in the Valley. The findings will be used to determine the staging of improvements and the appropriate levy rates for developers, providing the County the appropriate metrics to effectively allocate resources.

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2. Corridor Review A detailed review was completed to understand existing and future constraints along the corridor and to establish the required corridor and intersection configuration to support future growth. This section of the report details the transportation review including the review of existing roadway conditions, traffic projections and traffic analysis.

2.1. EXISTING ROADWAY CONDITIONS Sturgeon Road is classified as an arterial roadway with a current posted speed of 70 km/hr. It generally has a rural cross-section with open ditches along both sides of the corridor, however some sections along the corridor have curbs on one side of the roadway. An existing multi-use trail runs parallel on the north side of the corridor, which begins at Highway 28 and terminates immediate west of the Sturgeon Road / Essex Point intersection. The trail crossings along the north side of the corridor are offset further than typically recommended from the parallel lane of travel. Overall, the study corridor has a gentle rolling terrain with several horizontal curves. Land uses adjacent to the corridor are generally low-density residential uses, which consists mostly of country estate residential uses. Direct access to these uses is provided along Sturgeon Road – either through developed intersections or direct driveway access. Table 1 provides a summary of the study intersections within the project limits and the corresponding intersection configurations and key features. For clarity, the study corridor is generally referenced as an east-west corridor in this study with the exception at Sturgeon Road/Essex Point/Township Road 543A, where Essex Point is considered the south leg and Sturgeon Road is considered the north leg. Sturgeon Road then becomes an east-west orientation approaching Highway 28. With the exception of a few locations, the majority of the study intersections generally include a single shared travel lane in all directions with stop-control on the cross-streets with Sturgeon Road. The study corridor also includes three major intersections that facilitate connections to the highway network and other key arterials or collectors. These intersections are further discussed in the following sections.

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Table 1: Summary of Key Intersection Configurations

Sturgeon Road Intersection 1.

127 Street

River’s Gate

Township Road 542A

Intersection Type

Intersection Configuration

Intersection Control

Other Features or Constraints

Future New Intersection EB:1 left (~125m), 1 Thru WB: 1 Shared Thru & Right SB: 1 Right, 1 Left

Stop-controlled southbound

Pedestrian marked crossing north leg

Four-Legged

Single shared lane in all directions

Stop-controlled northbound and southbound

Golf course access on north leg

Viscount Road West

T-Intersection

Single shared lane in all directions

Stop-controlled northbound

In close proximity to Starkey Road (~ 50m)

Starkey Road (Range Road 251)

Roundabout

Single shared lane in all directions

Roundabout

No pedestrian crossing at intersection

Viscount Road East / Equestrian Place

Four-Legged

Single shared lane in all directions

Stop-controlled northbound and southbound

n/a

Viscount Drive

T-Intersection

Single shared lane in all directions

Stop-controlled northbound

n/a

Crestview Drive West

T-Intersection

Single shared lane in all directions

Stop-controlled southbound

In close proximity to horizontal curve, west of intersection

Crestview Close / Crestview Drive East

Four-Legged

Single shared lane in all directions

Stop-controlled northbound and southbound

n/a

10. Essex Point

Four-Legged

Single shared lane in all directions with EB bypass lane and WB right turn lane.

Stop-controlled northbound and southbound

Horizontal curve approaching intersection from the east

11. Range Road 250

Four-Legged

Single shared lane in all directions; Private driveway on north leg.

Stop-controlled northbound

Large turn radii;

12. Edinburgh Road W

Four-Legged

Single shared lane in all directions; Auxiliary lanes on Sturgeon Road

Stop-controlled northbound and southbound

Large turn radii

13. Edinburgh Road E

Four-Legged

Single shared lane in all directions; Auxiliary lanes on Sturgeon Road

Stop-controlled northbound and southbound

Large turn radii

14. Crozier Drive

T-Intersection

Single shared lane in all directions; Slip lanes on Sturgeon Road

Stop-controlled southbound

Large turn radii

15. Range Road 245

Four-Legged

Single shared lane in all directions; Auxiliary lanes on Sturgeon Road

Stop-controlled northbound and southbound

Large turn radii

16. Highway 28

Four-Legged

EB & NB: 1 Left, 1 Thru & 1 Right WB: 2 Left, 1 Thru, 1 Right SB: 1 Left, 2 Thru

Signalized

n/a

T-Intersection

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Sturgeon Road/Starkey Road As highlighted in Figure 5, the Sturgeon Road/Starkey Road intersection is a three-legged single-lane roundabout that was recently upgraded in 2021. The roundabout does not include provision for pedestrian crossings. Starkey Road forms the north leg of the intersection and is generally a two-lane roadway that connects Sturgeon Road to Highway 37 in the north while providing access to the subdivisions adjacent to Starkey Road. The Sturgeon Road/Starkey Road intersection is a key intersection for residents in the Sturgeon Valley as it provides direct connections to Highway 37 in the north. Any upgrades to this intersection should incorporate opportunities for safe pedestrian crossing and connections and consider the ultimate widening of Starkey Road. As identified in the Valley South ASP, Starkey Road is planned as a four-lane arterial, however, this improvement is not expected within the horizon of this FPS and will not impact the recommended plan for Sturgeon Road.

Image Source: Google StreetView

Figure 5: Sturgeon Road/Starkey Road Intersection - Looking West

Sturgeon Road/Essex Point/Township Road 543A The Sturgeon Road / Essex Point / Township Road 543A (see Figure 6) is an unsignalized (stopcontrolled) intersection that facilitates connection to Highway 28 to the north and 127 Street to the east. It also provides direct access into the Regency Estates subdivision via Essex Point. The intersection generally includes a single shared travel lane in all directions, with a bypass lane provided in the eastbound direction (from Sturgeon Road West to Township Road 543A) and a westbound right turn lane (from Township Road 543A to Sturgeon Road East). The southbound (Sturgeon Road) and northbound (Essex Point) movement is stop-controlled. This intersection supports local and regional travel and is key in connecting people in the Sturgeon Valley to/from Edmonton, St. Albert and areas to the east, with a connection at Highway 28.

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Image Source: Google StreetView

Figure 6: Sturgeon Road/Essex Point/Township Road 543A Intersection – Looking South

Sturgeon Road / Highway 28 The Sturgeon Road/Highway 28 intersection is currently a signalized intersection constructed to Alberta Transportation’s standard of a Type V intersection treatment. As shown in Figure 7, the intersection currently has a dedicated left-turn lane and a single shared through and right turn lane on Highway 28 northbound and southbound. A single lane is provided for all movements in both the eastbound (Sturgeon Road) and westbound directions. This intersection is maintained by Alberta Transportation and there are plans to upgrade this intersection to a major interchange in the future. This intersection has been included as part of this FPS for only the purpose of understanding the impacts this intersection will have on the Sturgeon Road alignment and access management. However, the timing of this upgrade is unknown at the time this study was completed and ultimately, is subject to both available funding and the province and region’s long-term needs. Therefore, it is assumed that the interchange will be implemented beyond the planning horizon of this FPS and will not impact the recommendations within this plan. Approximately 200m west of Highway 28, there is an existing access road on the south side of Sturgeon Road that provides connection to a small energy installation and a secondary access to an agricultural operation. The road is accessed by a full-movement intersection at a break in the median and a dedicated westbound left-turn lane is also provided on Sturgeon Road. This access will provide direct connection to the anticipated commercial development proposed for the southwest quadrant of the Sturgeon Road/Highway 28 intersection and ultimately, the light industrial uses along the west side of Highway 28 when Sturgeon Valley fully builds out. Recognizing that the existing volumes at this access are minimal, this access was evaluated from a qualitative perspective and considered.

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Image Source: Google Earth

Figure 7: Sturgeon Road/Highway 28 Intersection and Sturgeon Road Access

2.2. TRAFFIC VOLUMES & OPERATION ANALYSIS Existing Traffic Volumes Existing traffic data obtained from Alberta Transportation Traffic Volume Data Map and background studies indicates that the current Average Annual Daily Traffic (AADT) on Sturgeon Road ranges between 3,500 and 6,900 vehicles per day. Higher volumes are observed along the section through Starkey Road and Essex Point / Township Road 543A. PM peak hour volumes are also approximately 10% higher than the AM peak hour volumes. In addition, the corridor accommodates approximately 2% heavy vehicles. The PM peak hour represents the most critical period for traffic operations on Sturgeon Road and to be consistent with previous traffic studies, the PM peak hour is used as the design hour for this FPS. Figure 8 highlights the existing PM peak hour volumes along the study corridor. These volumes were estimated based on a combination of recent intersection counts collected through various studies, as well as estimates based on trip generation and distribution rates obtained from the 10th Edition ITE Trip Generation Manual for single-family detached dwelling units (Land Use Code 210). Overall, directional traffic volumes in the PM peak hour are currently between approximately 200 to 500 vehicles/hr, with higher volumes observed through Starkey Road and Essex Point/Township Road 543A.

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Figure 8: Existing PM Peak Hour Volume Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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Traffic Growth and Future Projections Historic daily volumes on Sturgeon Road, east of Highway 28 indicates that background traffic on Sturgeon Road have remained relatively steady over the past 15 years. Figure 9 highlights the historical Average Annual Daily Traffic (AADT) on Sturgeon Road, east of Highway 28. Between 2006 and 2016, daily volumes were between 3,200 and 3,500 vehicles per day, while daily volumes observed in 2021 decreased by approximately 20% from 2016. However, this reduction can mostly be attributed to the impacts of the COVID-19 pandemic that started in 2020 and continued through 2021/2022.

4,000 3,500 3,000

AADT

2,500 2,000 1,500 1,000 500 -

2006

2011

2016

2021

Year Figure 9: Historic Average Annual Daily Traffic on Sturgeon Road, West of Highway 28

Sturgeon Valley is designated as a major growth area in the County and Sturgeon Road is a vital connection in supporting the anticipated growth. Due to the size of the anticipated growth as well as major network changes, future traffic volumes along Sturgeon Road cannot be established by simply applying a uniform growth rate. Rather, future traffic volumes for this study were forecasted based on several sources of traffic projections and transportation evaluations, including:

EMRB Model Traffic projections obtained from the Regional Travel Model (RTM) developed by the Edmonton Metropolitan Regional Board (EMRB) indicates that moderate growth is expected on the corridor over the next 10 years as development occurs in the Sturgeon Valley. Sturgeon Road is assumed as a two-lane roadway under both the 1.25M (~2032 horizon) and 1.5M (~2045 horizon) scenarios. The 1.5M scenario also includes the four-lane 127 Street connection from the City of Edmonton to Township Road 544 and a new cloverleaf interchange at Highway 28 and Sturgeon Road. Corridor volumes on Sturgeon Road are expected to increase (from existing) by as much as 150 vehicles per hour during the peak hours under the 2030 horizon. However, traffic diversions along most section of Sturgeon Road are anticipated with the implementation of the four-lane 127 Street connection in the 2045 horizon, resulting in corridor volumes similar to the 2030 horizon. The section approaching the future 127 Street intersection will experience an increase of as much as 200 vehicles per hour (peak direction) from Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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today. Based on these projections, the Sturgeon Road corridor is projected to carry two-way volumes in the range of 500 to 600 vehicles per hour under both the 2032 and 2045 horizon. However, these projections are based on a total population of 12,930 people by 2045 in the Sturgeon Valley, which is significantly lower than what is being planned as identified in the Sturgeon Valley ASPs. For this reason, the results of the RTM were only used for reference purposes.

Transportation Network Improvement Strategy (TNIS) The St. Albert EMME Travel Demand Model (EMME) was updated and used to project future travel patterns and traffic volumes to support the TNIS study. The purpose of this study was to evaluate the network as a result of adjacent growth in both municipalities and to identify the prioritization of network improvements. Several future scenarios that incorporate different network improvement assumptions were evaluated for the PM peak hour under the 2030 and 2045 horizon. Within Sturgeon County, Sturgeon Road is assumed to remain as a two-lane roadway under all the scenarios. The future scenarios reflect a land use (population) assumption of 10,249 people (2030) and 26,688 people (2045) in Sturgeon County, which is mostly comprised of the Sturgeon Valley growth area. The TNIS scenarios relevant to this FPS and considered in the future traffic projections include: 1. 2030 Base – Key network improvements include twinning of Ray Gibbon Drive to Fowler Way, Fowler Way (2-lanes) and St. Albert Trail (6-lanes). 2. 2030 Ultimate – 2030 Base Network + completion of Neil Ross Road (2-lanes) and 127 Street extension to Sturgeon Road (No Corriveau Avenue Extension). 3. 2045 No Build – 2030 Ultimate with 2045 volumes. 4. 2045 Ultimate – 2045 Base network + Fowler Way extension to Highway 2 + 127 Street Extension to Highway 2. Based on the TNIS traffic projections, PM peak hour corridor volumes on Sturgeon Road are estimated to accommodate between 300 and 600 vehicles/hr under the 2030 Base horizon – an increase of approximately 100 to 300 vehicles/hr from the Existing (2020) Base horizon. Consistent with observed volumes, the section between Starkey Road and Essex Point carries the highest volumes. The 127 Street extension to Sturgeon Road under the 2030 Ultimate horizon is expected to divert some trips from Sturgeon Road, however, the number of diverted trips is not considered significant (less than 100 vehicles/hr). Under the 2045 Base scenario, directional peak hour volumes on Sturgeon Road increases (from 2030 Ultimate horizon) by as much as approximately 400 vehicles/hr and accommodating directional volumes in the range of 800 vehicles/hr. Further trip diversion from Sturgeon Road is projected with the ultimate completion of the 127 Street Extension to Highway 2. Under the 2045 Ultimate horizon, directional PM peak hour volume on Sturgeon Road is projected to carry volumes in the range of 600 Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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vehicles/hr, with some sections reducing by approximately 300 vehicles/hr. The model results of the TNIS study also indicate that overall, Sturgeon Road will have sufficient capacity to accommodate projected traffic growth as a two-lane roadway. The approaches at the intersection with Starkey Road and Essex Point is expected to approach near or at-capacity conditions. More detailed model assumptions and resulting traffic projections are outlined in the Sturgeon Valley EMME Model Information Memo provided in Appendix A.

Sturgeon Valley South and Core Area Structure Plans A traffic review was conducted as part of the overall planning process for the Sturgeon Valley South and Core ASPs. Traffic estimates were established for two stages of development and are described as follows: 1. Stage 1 Development – This scenario includes the completion of the areas within the red border (approximately 21,000 population) as shown in Figure 10 and the completion of 127 Street to Sturgeon Road. In the ASP, Stage 1 development is projected to build-out in 30 years and is estimated to generate between 2,360 vehicles/day in the early stages to 12,895 vehicles/day on Sturgeon Road at Stage 1 full build out. The western section of the corridor between 127 Street and Starkey Road is anticipated to accommodate higher volumes of development traffic than the eastern section. 2. Full-Build – This scenario assumes full build of the ASP (over 61,000 population) and completion of 127 Street to Highway 2. Full build-out of the Sturgeon Valley is anticipated to occur beyond the 60-year horizon. Daily development traffic volumes are expected to increase significantly under the full build-out scenario, with the western section of the corridor accommodating as much as 18,695 vehicles per day as shown in Figure 11. Site-generated volumes decreases moving east and reduces to 7,255 vehicles per day at Highway 28. Overall, total traffic (background + development) on Sturgeon Road will increase to almost 22,000 daily trips on the west end and 10,000 daily trips on the east end. Based on the review of the traffic projection sources described above, it was determined that the 2045 projections provided in the TNIS study would be the most applicable to this FPS. The 2045 projections from the TNIS reflect a population assumption (~26,000 population) similar to the Planning Area 1 development, which generally aligns with the 30-year build-out plan for the Sturgeon Valley. The forecast traffic volumes for the 2045 Base horizon (127 Street 2-lane extension to Sturgeon Road) and 2045 Ultimate horizon (127 Street 4-lane extension to Highway 2) is highlighted in Figure 12 and Figure 13, respectively. Under the 2045 Base horizon, directional PM peak hour volume on Sturgeon Road is estimated to range between 250 and 800 vehicles/hr, with the section between Starkey Road and Essex Point carrying the highest volumes. The extension of 127 Street to Highway 2 is expected to reduce volumes on Sturgeon Road to between 200 and 700 vehicles/hr. It is also worth noting that traffic on Starkey Road northbound is anticipated to decrease significantly by approximately 50% under the 2045 Ultimate horizon.

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Figure 10: Stage 1 Development Trip Generation

Figure 11: Full Build-Out Trip Generation

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Figure 12: 2045 Base PM Peak Hour Volumes Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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Figure 13: 2045 Ultimate PM Peak Hour Volumes Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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Sturgeon Valley Population Projections The Sturgeon Valley Offsite Levy Assessment report established a moderate (~1% per year, compounded) and high (~2% per year, compounded) population growth rate to estimate future population growth and to determine the staging of construction for the infrastructure upgrades. Building from these assumptions, Figure 14 illustrates the Valley’s population growth projections to the year 2062. A low growth scenario of 0.5% per year was also evaluated, which generally aligns with the projected average growth rate of the Edmonton Region. The Sturgeon Valley currently has a population of almost 4,500 residents and is projected to grow by almost 5,500 residents by 2037 based on the high growth scenario of 2% per year, which generally aligns with the average growth rate of the Edmonton Region. Under a moderate growth scenario of 1.0%, population in the Valley would reach approximately 10,000 by 2050. This growth will occur during a horizon beyond 2067 assuming the low growth rate of 0.5% per year. The population projections also suggest that the completion of Planning Area 1, which corresponds to a total of about 26,000 people in the Valley, is estimated to occur between 2053 and well beyond 2062. The full build-out of the Valley (~61,000 people) can be reached just beyond 2067 with the high growth rate assumption. 61,239

70,000

45,761

60,000

34,195 6,455 9,315

6,954 10,799

7,492 12,519

2037

2042

2047

2052

2057

2062

16,824

5,992 8,035 14,269

2032

8,694

5,562 6,931 10,662

2027

14,513

5,163 5,979 7,967

8,071

4,793 5,158 5,954

2022

20,000 10,000

19,095

30,000

25,553

40,000

4,449 4,449 4,449

Population

50,000

2067

Year Low Growth (0.5%)

Moderate Growth (1%)

High Growth (2%)

Figure 14: Sturgeon Valley Population Growth Projections

For the purpose of staging the future construction of Sturgeon Valley upgrades, the population projection and corresponding horizon year for each key phase of the Sturgeon Valley development (as per the ASP) was estimated based on the information noted above and are summarized in Table 2.

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Table 2: Sturgeon Valley Population by Estimated Horizon Year

Sturgeon Valley Population

Corresponding ASP Development

~10,000

Partial Completion of Planning Area 1

~ 26,000 ~ 61,000

Estimated Horizon Year Low Growth (0.5%)

Moderate Growth (1%)

High Growth (2%)

2077

2050

2037

Full Build of Planning Area 1

Beyond 2100

2082

2053

Full Build of Sturgeon Valley

Beyond 2100

2067

Traffic Analysis The Level of Service (LOS) is a performance metric used to assess operating conditions of intersections and their respective approaches. LOS reported in the analysis scenarios are based on the methodology outlined in the 2010 Highway Capacity Manual. For unsignalized intersections, the LOS is based on the computed delays on each of the critical movements. LOS ‘A’ represents minimal delays for minor street traffic movements, and LOS ‘F’ represents a scenario with an insufficient number of gaps on the major street for minor street motorists to complete their movements without significant delays. For signalized intersections, the methodology considers the intersection geometry, traffic volumes, the traffic signal phasing/timing plan, as well as pedestrian and cyclist volumes. The average delay for each lane group is calculated, as well as the delay for the overall intersection. The operating conditions can also be expressed in terms of volume-to-capacity (v/c) ratio. The signalized and unsignalized LOS criteria as summarized in HCM are also outlined in Table 3. For planning purposes, an overall intersection of LOS D or better and v/c ratio of less than 0.90 are considered acceptable operational standards for Sturgeon County roadways.

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Table 3: 2010 Highway Capacity Manual Level of Service Criteria

Level of Service

Description

Unsignalized Intersection Delay (s)

Signalized Intersection Delay (s)

Represents free flow. Individual users are virtually unaffected by others in the traffic stream.

< 10

Stable flow, but the presence of others begins to be noticeable. Occasionally minor delay due to conflicting traffic.

> 10 to 15

> 10 to 20

Stable flow, but occasionally some delay due to conflicting traffic. Delay is noticeable, but not inconveniencing.

> 15 to 25

> 20 to 35

Represents high-density, but stable flow. Delay is noticeable and irritating.

> 25 to 35

> 35 to 55

Represents operating conditions at or near the capacity level. Delay approaching tolerance levels.

> 35 to 50

> 55 to 80

Traffic demand exceeds capacity of intersection, very long queues, and delays. Represents forced or breakdown flow. Delay exceeds tolerance level.

> 50

> 80

In addition to the LOS criteria, AADT is another metric that can be used to evaluate corridor capacity and determine whether corridor or intersection treatment upgrades are warranted based on AADT thresholds set for various road classifications. Table 4 summarizes the daily volume thresholds assumed for this study. These thresholds were established based on the County’s 2022 General Municipal Servicing Standards and Alberta Transportation’s Highway Geometric Design Guide as well as recognizing the context of the Sturgeon Road corridor, which mostly operates uninterrupted (no signals) thus allowing the corridor to maintain most of its road capacity. Table 4: Volume Threshold by Road Classification

Road Classification

AADT Thresholds

Two-Lane Undivided Arterial

< 15,000 vpd

Four-Lane Divided Arterial

< 30,000 vpd

Traffic operations analysis for the study intersections was completed utilizing Synchro 11 and SIDRA (roundabout at Starkey Road) for the existing and future (26,000-population) PM peak hour based on existing lane configurations, existing and forecast traffic volumes. The interim (10,000-population) horizon was also evaluated to understand the impacts of the partial build out of Planning Area 1 as well as the 127 Street extension. The analysis peak hour and future horizon year is consistent with traffic analysis and projections completed in previous background studies. In addition, as discussed in Section 2.2.1, the PM peak hour is considered the critical peak hour for this study.

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For staging purposes, the following horizons (which are consistent with those identified in the TNIS) was evaluated, including: •

10,000-Population Base – This scenario reflects the 10,000-population horizon with the road network and land use assumptions corresponding to the TNIS 2030 Base scenario.

•

10,000-Population Ultimate – This scenario builds on the 10,000-Population Base scenario, but 127 Street is extended to Sturgeon Road (without Corriveau Avenue Extension). 127 Street (2lanes) is connected to Sturgeon Road with a three-legged, signalized T-intersection. The lane configuration includes two lanes in all directions as follows: Northbound (127 Street) – single left and single right turn lane; Eastbound (Sturgeon Road) – single thru and single right turn lane; Westbound – single thru and single left turn lane.

•

26,000-Population Base – This scenario reflects the 26,000-population horizon with 127 Street extension (2-lanes) to Sturgeon Road (with Corriveau Avenue Extension) and Campbell Road extension to Poundmaker Road. The Sturgeon Road/127 Street intersection along with other network assumptions remains unchanged from the 10,000-Population Ultimate scenario.

•

26,000-Population Ultimate – This scenario reflects the ultimate completion of the 127 Street extension (4-lanes) to Highway 2 with the 26,000-population horizon. The Sturgeon Road/127 Street intersection becomes a four-legged signalized intersection with the following lane configuration: Northbound (127 Street) – two thru lanes and dedicated left-turn lane; Southbound – two thru lanes (shared left and right); Eastbound and Westbound (Sturgeon Road) – Single thru lane, dedicated left and right turn lanes;

Table 5 provides a summary of the level of service (overall intersection and by approach) for each of the study intersections and analysis horizons. Critical movements that have a higher volume-to-capacity (v/c) ratio and/or notable queue lengths or delays are identified as well. Detailed Synchro and SIDRA reports are provided in Appendix A. The traffic analysis results indicate that most of the study intersections are currently operating under acceptable conditions during the afternoon peak hour, with the overall intersection LOS at LOS B or better and intersection approaches at LOS C or better. As the Sturgeon Valley continues to grow, increased traffic demands along Sturgeon Road is expected to increase vehicle delays at the study intersections. The traffic analysis findings for the future horizons are summarized as follows:

10,000-Population Traffic Analysis Findings The majority of the study intersections will continue to operate under acceptable levels of service as the Sturgeon Valley develops out to approximately 10,000 people and without upgrades along Sturgeon Road or construction of the 127 Street extension. The Sturgeon Road/Essex Point intersection is projected to operate at a LOS F with the current intersection configuration - the northbound (Essex Point) and westbound (Sturgeon Road) movements will experience significant delays as opportunities to turn left onto Sturgeon Road is reduced due to increased demands on Sturgeon Road. The extension of 127 Street to Sturgeon Road under the 10,000-Population Ultimate scenario will help reduce demands along Sturgeon Road with 100 vehicles/hr or less diverted from Sturgeon Road. While Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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the number of diverted trips is not considered significant, it will help reduce the overall delays at Sturgeon Road/Essex Point (from LOS F to LOS D), however, the northbound and westbound movement continues to fail. The south leg of the Sturgeon Road/River’s Gate intersection will also need to be constructed to facilitate development and with this addition, the intersection will operate at a overall LOS A under the 10,000Population Base scenario. With the extension of 127 Street and as population grows, the south leg will experience longer cross-street delays (resulting in a LOS F) due to more vehicles turning left to utilize 127 Street via Sturgeon Road westbound rather than travelling eastbound on Sturgeon Road. The new Sturgeon Road/127 Street intersection is expected to operate at a LOS C as a T-intersection with two lanes in each direction.

26,000-Population Traffic Analysis Findings The full build of Planning Area 1 in Sturgeon Valley along with the extension of 127 Street to Sturgeon Road (26,000-Population Base scenario) will increase directional peak hour volumes on Sturgeon Road by as much as 400 vehicles/hr (from 10,000-Population Ultimate scenario). While most of the study intersections will continue to operate under acceptable levels of service, the cross-street delays will experience a moderate increase in delays. Under the 26,000-Population Base scenario, the intersection at Sturgeon Road/Starkey Road is expected to operate near failing conditions with the westbound movement experiencing long delays (LOS F) and significant queues. The 95th percentile queue is estimated to be over 500m, which would extend past the rail crossing, while the average queue length is about 210m, which would almost reach the Equestrian Pl/Viscount Road intersection. Without intersection upgrades at Sturgeon Road/River’s Gate, Sturgeon Road/Essex Point and Sturgeon Road/127 Street, these intersections will operate under failing conditions. Vehicles turning onto Sturgeon Road from River’s Gate and Township Road 542A will also experience significant delays (LOS F) due to increased demands on Sturgeon Road as well as from new trips generated from Planning Area 1. The full extension of 127 Street to Highway 2 is expected to reduce a significant amount of traffic from Sturgeon Road and Starkey Road, which allows the Sturgeon Road/Starkey Road intersection to operate at a LOS A, particularly the westbound movement. The shift in traffic allows the westbound movement to operate at a LOS A with queue lengths reduced to just over 30m during the PM peak hour. The critical movements at the Sturgeon Road/Essex Point intersection will continue operating at a LOS F without intersection upgrades. The cross-streets at Sturgeon Road/River’s Gate will continue to experience significant delays, while the critical movements at the new Sturgeon Road/127 Street will operate at a LOS F. The intersection of Sturgeon Road/Highway 28 will continue to operate at a LOS C under both 26,000Population scenarios, however, the eastbound and westbound approaches are expected to approach capacity (LOS E). It is understood that there is a long-term plan for an interchange at Highway 28 and Sturgeon Road, however the analysis indicates that the intersection should operate well until at least a population of 26,000, therefore this improvement is not likely to occur until well beyond the 25-year horizon. The findings noted above in addition to the findings outlined in the TNIS indicates the following: •

Without the extension of 127 Street to Sturgeon Road, Sturgeon Road is expected to have sufficient capacity as a two-lane roadway to support a population of approximately 10,000 people Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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in the Sturgeon Valley. However, intersection improvements will be required to maintain acceptable intersection levels of service along the corridor, particularly at River’s Gate, Starkey Road and Essex Point. It is also worth noting that the improvements at River’s Gate and Essex Point will likely be required before the Valley area reaches the 10,000 people threshold. •

The timing and phasing of the 127 Street extension is highly dependent on the rate of development. However, the extension of 127 Street from Corriveau Avenue to Sturgeon Road will be critical in facilitating continued growth in the Sturgeon Valley (up to the full build-out of Planning Area 1) while allowing Sturgeon Road to maintain acceptable levels of service as a twolane roadway.

•

The full extension of 127 Street to Highway 2 will allow Sturgeon Road to continue operating with acceptable levels of service as a two-lane roadway. It will also provide Sturgeon Road some additional capacity (approximately 10% to 20% more) to support growth beyond full build of Planning Area 1 (~26,000 people).

•

The Sturgeon Road corridor is expected to accommodate up to about 13,000 vpd with completion of Planning Area 1, which is below the threshold for a 4-lane divided arterial. As development continues in the Valley, there may be a need to upgrade the corridor to a 4-lane cross-section where feasible (west of Twp Rd 542A, east of Essex Point).

•

The TNIS traffic projections are reflective of other network projects located within St. Albert, including construction of Fowler Way and Neil Ross Road, which would require significant capital investment from the City. Aside from the direct connection to Sturgeon Road and Sir Winston Churchill Avenue in St. Albert, Sturgeon Road generally functions in isolation from the City of St. Albert’s road network and accommodating mostly local traffic. Should the network projects in St. Albert are delayed or terminated, little to no impact is expected on the Sturgeon Road corridor and/or phasing of improvements.

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Table 5: Summary and Comparison on PM Peak Hour Intersection Level of Service PM Peak Hour Intersection Level of Service Sturgeon Road Intersection

Existing (2022)

10,000 Population (no 127 St)

10,000 Population (127 St to Sturgeon Rd)

26,000 Population (127 St to Sturgeon Rd)

26,000 Population (127 St to Hwy 2)

127 Street

N/A

E EBT, WBT, NBL LOS F

F EBL, WBT, NBL, SB LOS F

River’s Gate

B NBL LOS F

F NB, SB LOS F

F NB LOS F

Township Road 542A

C NB LOS F

Viscount Road West

Starkey Road (Range Road 251)

E WB LOS F

Viscount Road East / Equestrian Place

Viscount Drive

Crestview Drive West

Crestview Close / Crestview Drive East

10. Essex Point

F NB & SB LOS F

D NB & SB LOS F

F NB & SB LOS F

D NB & SB LOS F

11. Range Road 250

12. Edinburgh Road W

13. Edinburgh Road E

14. Crozier Drive

15. Range Road 245

16. Highway 28

C EB & WB LOS E

C WB LOS E

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2.3. PRELIMINARY ASSESSMENT The development of the recommended functional plan considered several physical constraints along the Sturgeon Road corridor that would impact the design and construction of potential upgrades. The following section summarizes the key constraints as it relates to utilities, drainage, right-of-way, environmental and geotechnical as well as the CN Rail crossing.

Utilities The following existing third-party utilities were identified through completing a Onecall along the corridor: •

ATCO Gas

•

ATCO Pipelines

•

FORTIS

•

Maga Energy

•

TELUS

It is anticipated that some FORTIS relocations will be required as part of the construction of the upgrades to Sturgeon Road. This includes relocation of streetlights, transformers and other electrical infrastructure. Specific areas of conflict that are expected include the following intersections: •

Sturgeon Road and Township Road 542A

•

Sturgeon Road and Township Road 543A/Township Road 543B/Essex Point

Similarly, there are a few locations where TELUS pedestals are present, which may require relocation. It is noted that the depth of utilities was not confirmed during the functional planning stage, however, as the existing footprint does not vary significantly with the 25-year horizon improvements, no significant mainline relocations are anticipated. Further utility coordination should be completed at future design stages to determine other utility conflicts that maybe expected during construction.

Drainage Existing drainage patterns through the corridor will be maintained using overland ditch flow and culverts where required. As a result of the introduction of significant active modes infrastructure, ditch widths will be impacted. Stormwater analysis should be completed where ditch widths vary due to the improvements to determine the required storage volumes and apply that information directly to the preliminary and detailed design. Additional analysis was completed as part of this assignment to determine whether ditch drainage was a feasible option while still allowing for active modes infrastructure. Overall, overland drainage was deemed feasible, maintaining existing drainage patterns until at minimum the 26,000 population horizon. It was noted that some locations may require site specific considerations to convey drainage, specifically near the Starkey Road intersection where the existing ROW is already adjacent to the existing infrastructure. One of the design options to address drainage concerns where the ROW limits room for additional infrastructure, is to install a culvert along the south side of the road running parallel to the road to convey drainage and allow active modes infrastructure to be built directly on top of the culvert. Alternatively, drainage could be diverted to the north side of the roadway by installing a culvert crossing Sturgeon Road.

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Between Starkey Road and Essex point it is recommended that sections of curb and gutter are installed to minimize the required storage volume within the ditches. There is existing curb and gutter in the immediate vicinity of Starkey Road with a stormwater main running parallel to the roadway along the south side of the road. This stormwater main should be maintained and where curb and gutter changes position within the roadway it is recommended that a tie-in to the storm system is maintained. This will maximize the available space within the ROW and allow for the introduction of active modes. In some cases the existing stormwater manholes appear to line up with the new recommended curb and gutter alignment therefore it may be possible to remove and replace the frame & grate and convert to catch basin manhole style. Along the reminder of this section of the corridor, curb and gutter can be installed along the south side of the roadway, providing outlets where minimal impact to active modes infrastructure occurs and ROW allows for full standard ditch widths and storage volumes. This curb and gutter has a secondary benefit of providing an added safety feature to protect active modes users along the active transportation infrastructure. The 127 Street extension project is expected to be built within study horizon. This intersecting roadway may impact the Sturgeon Road drainage design in the immediate vicinity of the intersection. As the design of 127 Street progresses the stormwater design should consider the interruption to ditch flow and either provide a connection from the ditches to the underground storm system that is expected with the construction of 127 Street or provide the necessary infrastructure at the intersection to maintain the existing drainage patterns of Sturgeon Road (i.e. culvert crossing to maintain ditch flow). Based on the known vertical geometry from the LiDAR information, it is not expected that a large volume of water will be travelling in the ditches towards the west limits, however once 127 Street is constructed this drainage pattern will be interrupted therefore it is recommended that the ditch is tied into the 127 Street storm design. It is anticipated that this will be a very small portion of the overall storm contributions therefore the size of the stormwater infrastructure is not expected to be significantly impacted. Towards the northeast limits it is expected that in the long-term a future outlet towards the Sturgeon River will be constructed north of Range Road 250. As part of this outlet, it is expected that a stormwater pond or management facility will be required to allow for primary treatment of stormwater before out letting into the river. Based on the existing topography and adjacent residences it is recommended that a linear pond system be constructed in the long-term horizon. It is understood that well beyond the 25-year horizon a four-lane cross-section may be required from the Essex Point intersection to Highway 28 as a result of the full-build out of the entire Sturgeon Valley development. At this time, it is expected that additional right of way will be required to accommodate the cross-section as shown within the functional drawings. The ROW shown is adequate to accommodate continued overland flow or an underground storm system.

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Environmental An environmental desktop review was conducted for the study corridor. No major concerns were noted as the general footprint does not change from the existing conditions. Some minor considerations that were noted were: •

Complete a wildlife sweep in advance of the construction of the corridor upgrades.

•

Detailed stormwater and drainage analysis should be completed at future design stages to confirm that no change to existing drainage patterns occur as a result of the upgrades.

•

As a result of the rural nature of the region, special care should be taken to determine if there are any typical wildlife crossing locations that require protection, wildlife fencing or additional warning signage.

Geotechnical A desktop geotechnical study along Sturgeon Road was conducted. No major concerns were noted as the majority of the design does not significantly vary from the existing roadway footprint. Upon initiation of the preliminary and detailed design, a more comprehensive assessment should be completed to determine road and trail structures.

CN Rail Crossing An existing CN Rail crossing of Sturgeon Road is present along the corridor between Viscount Road/Equestrian Place and Viscount Drive. The existing CN Rail crossing currently has gates, red light signals, bells and crossbuck signs in both directions. The existing timing of the rail warning system is fixed however it is understood that CN is currently considering updating the timing plan to a variable timing based on train length. This change in timing plan will likely improve traffic operations by reducing wait times, however it will not significantly alter traffic patterns along the corridor. The only recommended improvement that will be within the rail ROW is the implementation of the multiuse trail along the south side of the roadway. As there is already an existing warning system at the road crossing, if the centerline of the trail is maintained within 3.6m of the existing warning system pole, no additional warning system is required. Based on the Transport Canada guidelines no gates across the trail crossing are mandatory because of the existing roadway warning system however gates should be considered from a pedestrian safety lens, considering fixed maze gating as well as automatic gate arms. The other design consideration that should be reviewed would be pre-cast concrete or wooden rail crossing panels to provide a level crossing with no grade breaks to minimize tripping hazards and provide a smooth transition between rails for cyclists and other wheel based active modes. During the next design stage CN should be consulted to provide input on their preferred design of the trail crossing.

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3. Recommended Functional Plan 3.1. CORRIDOR IMPROVEMENTS The results of the traffic analysis indicate that the Sturgeon Road corridor will continue to have capacity as a two-lane roadway to support a population of 10,000 people in the Sturgeon Valley (with or without the 127 Street extension). This growth is estimated to occur sometime between 2037 (high growth of 2% per year), 2053 (moderate growth of 1% per year) and 2077 (low growth of 0.5% per year). The first stage of the 127 Street extension from Corriveau Avenue to Sturgeon Road is a strategic improvement that will promote and connect to the initial development phases of Planning Area 1 (up to ~10,000 people in the Valley). As growth continues towards a total population of approximately 26,000 people in the Sturgeon Valley (full build-out of Planning Area 1), Sturgeon Road can continue to operate with acceptable levels of service as a two-lane roadway with additional corridor improvements, however, this will also require the extension of 127 Street to at least Sturgeon Road to help alleviate traffic pressures. Most of the population growth will occur in the development area southeast of Sturgeon Road, therefore the 127 Street extension is also key in facilitating access and build-out of Planning Area 1. The 127 Street to Sturgeon Road is estimated to be implemented by 2037, or as Sturgeon Valley reaches the 10,000population threshold. It is estimated that the Valley will reach a population of approximately 26,000 people sometime between 2053 (high growth of 2% per year), 2082 (moderate growth of 1% per year) and beyond 2100 (low growth of 0.5% per year). It may be required beyond the 26,000-population horizon to upgrade Sturgeon Road to four-lanes from Essex Point to Highway 28, however it is noted that this is not expected until the population exceeds 40,000 people, which is expected to be at earliest in 2056 (high growth rate of 2% per year). The south leg of the Sturgeon Road/River’s Gate intersection can also be constructed to provide direct access into the Planning Area 1, which will alleviate some pressures at Sturgeon Road/Township Road 542A and provide a better balance of development trips between the two intersections. The addition of the south/east leg will also require further intersection upgrades to address cross-street delays. Similar to the Sturgeon Road/River’s Gate intersection, upgrades at the Sturgeon Road/Township Road 542A and Sturgeon Road/Essex Point intersections will be required to address cross-street delays and/or projected failing intersection operations as Planning Area 1 develops. A single-lane roundabout can be considered at these three intersections to not only address the identified operational constraints, but to improve intersection safety and promote lower speeds and traffic calming along the corridor. Overall, the intersection and individual movements at these intersections will improve to a LOS B or better with a single-lane roundabout under the 26,000-population horizon. Further discussion on the proposed roundabout design is provided in Section 3.2. It is noted that the introduction of roundabout along the corridor will encourage vehicles to slow down at the intersections, which should serve as a traffic calming measure to mitigate excessive speeding. There is also a potential need for an additional westbound right turn lane (slip lane) at the Sturgeon Road/Starkey Road roundabout to address the lengthy queues and delays, however, as noted in the Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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TNIS recommendations, this improvement is no longer required if 127 Street is constructed to Bellerose Drive. This intersection should be monitored as development progresses in the Sturgeon Valley to determine whether further intersection improvements are required beyond the build-out of Planning Area 1. If at all possible, it is recommended that the slip bay is avoided due to the pedestrian conflict concerns as well as a traffic safety concern due to expected high speeds turning the corner. The new intersection at Sturgeon Road/127 Street will need to be signalized and require at minimum, single left-turn bays from Sturgeon Road to 127 Street as well as from 127 Street to Sturgeon Road. Ultimately, it is anticipated that dual turn bays will be required as turn delays increases to failing conditions (LOS F) – thus it is recommended that ROW be protected for dual turn bays and suitable intersection configuration be confirmed at the next stage of design in coordination with the construction of the 127 Street corridor. The eastbound and westbound movements at the Sturgeon Road/Highway 28 intersection is expected to operate at a LOS E under the 26,000-population horizon. The County will need to coordinate with Alberta Transportation to ensure this intersection continues to operate under acceptable levels of service as Sturgeon Valley builds out. While the remaining study intersections will continue to operate under acceptable levels of service in the future with the current intersection configurations and traffic controls, access management strategies such as providing dedicated left-turn bays can be implemented to further enhance overall corridor safety and operations. Installing left-turn lanes along the study corridor can minimize the risk of rear-end collisions and collisions related to turning maneuvers. In addition, the density of accesses along the corridor can be reduced through driveway closure, consolidation or relocation. The management of direct driveway accesses will enhance safety for all users, facilitate active modes and reduce vehicle delays. There is also an opportunity to extend and improve the existing multi-use trail that currently runs parallel on the north side of the corridor from Highway 28 and terminates immediately west of the Sturgeon Road/Essex Point intersection. The existing trail can continue west from Sturgeon Road/Essex Point along the south side of Sturgeon Road and connect to the River’s Gate Trail, which is located approximately 220m west of the Sturgeon Road/Township Road 542A intersection. The existing trail crossings at the intersections can also be improved to better align with industry best practices for pedestrian crossing treatments at intersections.

3.2. DESIGN CRITERIA Defining the physical characteristics of a roadway is a function of numerous variables including accepted standards and guidelines, traffic volumes, roadway function, as well as contextual elements such as drainage, aesthetics and adjacent land uses among many others. The combination of existing and potential design parameters provides an opportunity for various elements to be incorporated or modified from guidelines, as desired. Each individual type of improvement will require thorough analysis of the site conditions and further consultation with stakeholders to ensure the proper design criteria is selected, however the general criteria used for the functional design of the Sturgeon Road corridor is summarized in Table 6. The recommended corridor upgrades also include several roundabout intersection upgrades, therefore, it is essential that careful consideration is taken with each individual roundabout design. Table 6: Sturgeon Road Design Criteria Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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Design Criteria New Design Classification Design

Horizontal Alignment

Lane Design Parameters

Roundabout Parameters

Cross-section

Arterial

Design Speed (km/h)

Posted Speed (km/h)

Design Vehicle

WB-21, WB-23, WB-36

Intersection Spacing, min (m)

(existing conditions)

Minimum Curve Radius (m)

250m

Min. Stopping Sight Distance

~200m

Number of Basic Lanes

Basic Lane Width (m)

3.7

Outside Shoulder Width(m)

1.0

Right or Left-Turn Bay (m)

As indicated on design drawings

Turn Bay Length (m)

35.0

Inscribed Circle Diameter (ICD) (m)

34 - 40

Truck Apron Width (m)

3.25

Lane Width (m)

5 – 5.5

Curb (& Gutter) Width (mm)

250/150

Preferred R/W Width (m)

(existing conditions)

Cross Fall (%)

Foreslope (x:y)

4:1

Clear Zone Distance

N/A

Shared Use Path Width (m)

3.0 (where possible)

In addition to the design criteria, the functional design process accounted for the following key considerations.

Design Vehicle A key consideration along this corridor is the ability for large trucks to pass through the roundabouts comfortably. It is recommended that truck classifications WB-21, WB-23, WB-36, as well as any other unique design vehicle that the County may want to consider (i.e., farm equipment) all pass comfortably through the roundabouts. It is noted that in the long-term horizon this is expected to be an urban area and therefore agricultural vehicles should be discouraged from using Sturgeon Road.

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Stopping Sight Distance It is encouraged that a conservative stopping sight distance (~200m) is ensured at all locations due to the presence of active modes as well as the horizontal geometry of the corridor. Vehicle users along Sturgeon Road may not be expecting to stop as many of the current intersection treatments along the corridor are primarily uncontrolled and free flow for Sturgeon Road traffic. In addition, the introduction of new active modes infrastructure will require adequate sight distances to ensure the safety of active mode users.

Access Requirements There are many accesses to private residences along Sturgeon Road, especially along the eastern section of the corridor. As indicated within the drawings, some accesses are recommended to be closed, relocated or maintained. It is recommended that private driveway access be limited where reasonably possible due to the expected increase in volumes along the corridor as well as the many local intersecting roads. It is recommended that any private residence that has more than one existing access be engaged during the next stage of the project to determine whether it is possible to remove or relocate one and/or both of the accesses. If one of the accesses is on a collector or local road, it is strongly recommended that the other access on Sturgeon Road be removed. As a result of the recommended design of the corridor there are some accesses that will be limited to right-in/right-out movements. It is recommended that design priority be given to the turn bays above the access movements. The proposed single lane roundabouts proposed at several intersections will allow for easy and safe U-Turn options for those that may need to travel in a direction the private access does not allow. Alternatively, as a last resort a break in the concrete median at the turn bays may be provided or the length of turn bay reduced to allow for full access movement.

Active Modes The functional plan also incorporates provisions for active modes through implementation of a 3.0m multiuse trail along the length of the corridor. In some cases, the path transitions to a narrower boulevard (1.0m) as the existing ROW does not allow for a full boulevard separation of the path from the roadway, especially from Starkey Road to Viscount Road/Equestrian Place. The path is primarily on the south side of the roadway with crossings only provided at the major intersections and where connectivity of the overall county trail system requires connections. As the active modes network in the region builds out, additional connections may be implemented where needed, however mid-block crossings should be avoided where possible. A mid-block crossing located west of the Starkey Road roundabout was initially considered in order to maintain the overland drainage in the area, however, through discussions with the County, an east-west and north-south crossing closer to the intersection was preferred to provide enhance connections at the existing roundabout. In general, raised crossings or Rectangular Rapid Flashing Beacons (RRFBs) would be encouraged at the pedestrian crossing locations to provide some traffic calming along the corridor as well to protect pedestrians. With the introduction of pedestrians to the corridor it is expected that drivers will have a more heightened awareness along the corridor which should mitigate excessive speeding. It is also recommended that the active modes pathways have some illumination, especially in areas of reprieve. This lighting can be lower profile, decorative style lighting that is either solar powered or connected into a power source. Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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Signage Informational signage along with regulatory signage should be installed at all intersections, ensuring messaging is clearly conveyed to all users. In advance of construction, it is recommended that informational signage be placed to warn users of the change in intersection treatments.

Right-of-Way The recommended functional plan was specifically designed to minimize right-of-way impacts while still maintaining acceptable levels of service and maintaining a safe corridor. Some construction easements and back-slope agreements may be required to complete some of the intersection improvements as well as to construct the shared use path at some locations, however the total area is considered minimal, and no permanent land acquisition is expected as a result of the recommended improvements over the next 25 years. Beyond the study horizon it may be required to construct a 4-lane cross-section towards the east project limits as shown within the functional drawings. It is recommended that the ultimate ROW be protected however it should be noted that the 4-lane cross-section is not required until well beyond 2045.

Vehicle Turn Paths Truck aprons have been incorporated in each of the recommended roundabouts and two design vehicles, WB-21 and WB-36 were used to confirm the vehicle turning paths. Overall, each of the concepts can easily accommodate a WB-21 within the apron. Tighter turn paths are expected with the WB-36, but it can still be accommodated within the apron at each intersection and can be further addressed in future design stages. Design refinements can be included at the detailed design stage to optimize the function of the roundabout under WB-36 turn movements.

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3.3. RECOMMENDED PLAN A recommended functional plan has been established for Sturgeon Road under the long-term (~26,000 population) and ultimate (~61,000 population) timeframe and are further discussed below. Maintain Two-Lane Cross-Section with Intersection Improvements Overall, a two-lane cross-section is recommended to be maintained on Sturgeon Road until at minimum the 26,000-population horizon with the implementation of two new roundabouts and provisions for protected turn bays at various intersections to improve the safety and operations along the corridor. The recommended plan was developed with a few specific considerations: •

Maximize the life-span of existing infrastructure

•

Minimize Right-of-Way impacts

•

Introduce active modes along the full corridor

•

Provide safe pedestrian crossings along the corridor at key intersections

•

Maintain a consistent corridor/intersection configuration

Using these principles, the recommended design includes upgrades to many of the existing intersections with 35m left-turn bays to reduce queuing for through travel on Sturgeon Road. All turn bays are provided with concrete medians to clearly define each movement. At the intersection of Sturgeon Road/River’s Gate, Sturgeon Road/Township Road 542A, as well as the intersection of Sturgeon Road/Essex Point/Township 543B, roundabouts are recommended to maintain safe speeds along the corridor, improve traffic operations and enhance the overall aesthetic of the area. The roundabouts were designed to accommodate turning maneuvers of typical design vehicles, as well as providing safe pedestrian crossings with reprieve in the concrete splitter islands. Towards the west limits, it is recommended that in coordination with the Sturgeon Valley development, all four legs of the River’s Gate intersection be completed along with a single-lane roundabout. At the far east limits of Sturgeon Road, the access 200m from Highway 28 along the south side of the roadway presents a concern to traffic operations and traffic safety due to its proximity from the highway. Understanding that the access and development has already been constructed, it is recommended that no additional trip generation be approved for this access and that an access road or alternative design option be considered that connects into the Range Road 245 intersection for any future growth. Should the existing access present ongoing operational and safety concerns, the access should be closed to all movements and connected via an access road to Range Road 245. To enhance and facilitate active modes connections in the area, a 3.0m shared use path is also recommended along the south side of the corridor, west of Sturgeon Road/Essex Point/Township Road 543A and on the north side of the roadway east of the intersection. As development progresses along the west side of the corridor it may be required to add additional active transportation crossings to connect the various trails within the residential development areas. If required, these crossings should only be provided at established intersections. While it is assumed that streetlighting will be installed at all the major intersections, due to the existing semi-urban environment and the relatively low speeds it is not seen as essential to complete streetlighting along the entire corridor for road traffic purposes. It is noted that due to the trail along the corridor, all pedestrian crossings must be illuminated. To enhance active modes safety it is also encouraged that Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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decorative or trail style lighting is installed along the darker sections of the trail as well as at areas of reprieve as a way to illuminate the corridor without significantly affecting neighbouring residences as well as local wildlife. Finally, given the nature of the corridor, it is recommended that the speed limit be reduced to 60 km/h to further protect all road users, especially vulnerable users. Four-Lane Cross-Section Plan East of Essex Point/Township Road 543A Approaching full build-out of Sturgeon Valley (~61,000 population) and as warranted by development, it is possible that the section of Sturgeon Road between Essex Point/Township Road 543A and Highway 28 will need to be upgraded to a four-lane arterial. Along with the upgrade to a 4-lane cross-section a twolane roundabout may be required at Essex point. It is noted, that the single lane roundabout described in the previous section is specifically located so that the center can remain and the roundabout will only require expansion to accommodate the additional lane. Additional ROW may be required to accommodate the construction of the expanded roundabout, however this is primarily along the west leg where the second eastbound lane is introduced. The ROW acquisition along Sturgeon Road east of the roundabout is shown within the drawings. The segment of Sturgeon Road between Essex Point and 127 Street will remain as a two-lane arterial due to significant ROW constraints. These constraints include private properties (e.g., Sturgeon Valley Golf & Country Club and many established country residential dwellings) that front or back onto the corridor’s existing ROW and the at-grade CN rail crossing located between Equestrian Pl/Viscount Road and Viscount Drive. As a result, widening Sturgeon Road west of Essex Point/Township Road 543A would likely not be feasible due to potential significant financial and community impacts. By only upgrading the section east of Essex Point/Township Road 543A to four-lanes, traffic would be encouraged to use Range Road 250 to connect to 127 Street from Highway 28 rather than travel across Sturgeon Road. This will also serve to maintain Sturgeon Road as more of a local connection within the Valley and mitigate further delays and congestion on the corridor. In comparison to Sturgeon Road, Range Road 250 also have the space to be widened to a four-lane roadway (as needed) without significant financial or community impacts.

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Table 7: Sturgeon Road Proposed Intersection Improvements

Sturgeon Road Intersection

Proposed Improvements

127 Street

Construct T-intersection as per the 127 Street interim plan. The full 4-leg intersection will then be required when 127 Street is connected across the Sturgeon River. Single left-turn lanes should be constructed as part of both the T-Intersection and 4-leg Intersection configuration. When 127 Street is twinned from 2-lanes to 4-lanes, dual left-turn bays may be required on Sturgeon Road on the leg that connects to the City of St. Albert.

River’s Gate

Township Road 542A

Upgrade intersection to a single-lane roundabout, and properly aligning the Sturgeon Valley Golf Club access at the roundabout.

Viscount Road West

Starkey Road (Range Road 251)

Minor geometric improvements to existing roundabout, including implementation of concrete splitter islands and addition of pedestrian facilities.

Viscount Road East / Equestrian Place

Addition of left-turn bays on Sturgeon Road.

Viscount Drive

Addition of westbound left-turn bay on Sturgeon Road.

Crestview Drive West

Access is limited to right-in/right-out traffic movements as a result of nearby turn bays.

Crestview Close / Crestview Drive East

Addition of left-turn bays on Sturgeon Road.

10. Essex Point

Upgrade intersection to a single-lane roundabout, properly aligning the Essex Point local road access at the roundabout. Addition of pedestrian facilities at the intersection. Approaching the 61,000 population horizon, a dual lane roundabout may be required at this intersection.

11. Range Road 250

Maintain existing lane configuration.

12. Edinburgh Road W

13. Edinburgh Road E

Addition of left-turn bays on Sturgeon Road as well as geometric improvements to the north leg to provide safer turning movements and shorter pedestrian crossing. If the 112 St Flyover is completed and connected all the way to Sturgeon Road, the south leg will need to be improved to align with the 112 St roadway extension as shown in the 4-lane concept.

14. Crozier Drive

Addition of left-turn bays on Sturgeon Road. If needed due to development access, a south leg can be constructed to mirror the north leg.

15. Range Road 245

Addition of left-turn bays on Sturgeon Road. If needed due to development access, the south leg can be improved to mirror the north leg. It is recommended that proposed north/south collector south of Sturgeon Road connect to this intersection to minimize the number of accesses near the highway 28 intersection.

16. Highway 28

Maintain existing intersection configuration and existing access 200m west of intersection. Limit additional development beyond what is currently approved (i.e. Commercial development as part of Planning Area 2).

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3.4. STAGING AND IMPLEMENTATION The staging of the recommended improvements has been carefully considered as part of the planning process. While the timelines for roadway improvements are dependent on the rate of development in the Valley and may change over time, the subsections below discuss the potential warrants for implementation to guide staging and feasible construction efforts. The future traffic analysis completed for this FPS aligns with the TNIS horizon of 2030 and 2045, which reflects a total population of approximately 10,000 and 26,000 people in Sturgeon Valley, respectively. Based on the population projections outline in the Sturgeon Valley Offsite Levy Assessment, the 10,000 population will be reached sometime between 2037 (based on 2% high growth rate), 2050 (based on 1% moderate growth rate) and 2077 (based on 0.5% low growth rate). While the 26,000 population is estimated to occur sometime between 2053 (2% growth), 2082 (1% growth) and beyond 2100 (0.5% growth) The following stages of implementation are discussed in order of priority, from highest priority to lowest priority.

Overall Active Modes Implementation Implementation Timeline: As soon as reasonably possible As indicated in the Sturgeon County Trails Master Plan, one of the highest priorities on the active modes network is along Sturgeon Road. This plays an important part in the overall County trail connectivity and provides an important connection for the future trail network throughout Sturgeon Valley. As part of the overall corridor design, the footprint of the roadway is minimally changed so that a separate trail design can be completed within the remaining ROW space. This allows for the construction of a multi-use trail along most of the corridor while minimally affecting the existing roadway. The multi-use trail system should be considered a top priority. However, if funding is available to complete some of the road upgrades at the same time, the projects could be completed concurrently. It is noted that while the Trails Master Plan indicates the trail on the north side of the roadway, our detailed analysis indicates that the while both alignments are constrained by the existing ROW, the south alignment of the trail will allow for fewer crossings of the higher volume movements along Sturgeon Road and has less complicated grading and clearing/grubbing requirements.

Sturgeon Road & River’s Gate Intersection Upgrades Implementation Timeline: 2025 (all growth rates) (4th leg), 2030 (roundabout, high growth) To facilitate development within the first stages of Planning Area 1, it is anticipated that this intersection will require the fourth (south) leg to be completed. To provide temporary access for development to begin, it is recommended that an access be provided on the south/east side of Sturgeon Road for the construction years until traffic becomes active within the development. At this time, it is recommended that a single lane roundabout be constructed to ensure adequate level of service for all movements at the intersection and to introduce a traffic calming feature along the corridor. It is noted that to complete the roundabout, some land acquisition will be required on the south/east side of Sturgeon Road. The roundabout is expected to be required approximately 5-10 years from the beginning of construction within Planning Area 1. The roundabout will be required prior to the introduction of 127 Street to the Sturgeon Valley road network. Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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The existing roadway surface is expected to accommodate a significant portion of the roundabouts surface works however full reconstruction of the intersection will be necessary to ensure safe and efficient roundabout traffic operations.

Sturgeon Road & Essex Point Intersection Upgrades Implementation Timeline: 2025 (2% growth), 2028 (1% growth), 2031 (0.5% growth) The first road upgrade along Sturgeon Road will likely be intersection upgrades at the Sturgeon Road/Essex Point/Township Road 543A intersection. The southbound movement (on Essex Point) will start to approach capacity in the short-term (5 years), while the intersection is projected to operate under failing conditions (LOS F) by the time Sturgeon Valley reaches approximately 10,000 people. The recommended upgrades at this intersection will address the following needs: •

Traffic Operations & Connectivity: The recommended roundabout will allow the intersection and individual movements to operate under a LOS A with the completion of Planning Area 1 (26,000 population) and provide capacity for additional growth. It will also provide a continuous alignment of Sturgeon Road to direct traffic towards Highway 28.

•

Active Modes: Realignment of the pedestrian crossing to the intersection will play an important part in providing a safe crossing. As part of this intersection improvement, it is recommended that the trail be improved all the way to the well-established trail east of Range Road 250.

As development advances towards the full build-out of Sturgeon Valley (61,000 population), further upgrades on Essex Point will be required to facilitate the four-lane cross-section on Sturgeon Road as described in the previous section.

Sturgeon Road & Township Road 542A Intersection Upgrades Implementation Timeline: 2034 (2% growth), 2044 (1% growth), 2063 (0.5% growth) Similar to Starkey Road, traffic patterns at this intersection should be monitored over time, with the expectation that the northbound approaching movement (Twp Rd 542A) will be the first that begins to fail. It is noted that depending on the staging of the development within Sturgeon Valley and the construction of 127 Street, the northbound movement will begin to fail (LOS F) as the Valley approaches the 26,000 population horizon. Once significant delays are beginning to occur, the intersection should be reconstructed to a roundabout to extend the life of the intersection and promote traffic calming along the corridor as a whole. The implementation of a roundabout will improve the operations of the intersection, specifically the south leg (Twp Rd 542A), from a LOS F to LOS A.

Sturgeon Road & Starkey Road Intersection Upgrades (If Required) Implementation Timeline (if 127 St project does not progress to Stage 2): 2050 (2% growth), 2082 (1% growth), 2100+ (0.5% growth) Depending on the level of development and the implementation of the 127 Street extension, significant delays may occur for the westbound movement at Starkey Road as Sturgeon Valley develops towards the full build out of Planning Area 1. This intersection should be continuously monitored to observe the queuing and backup of traffic. The traffic analysis indicates that this intersection will continue to function well until it begins to fail as the Sturgeon Valley population approaches 26,000 people. It is also worth noting that as daily volumes on Starkey Road approaches 15,000 vpd, it will trigger the need for Stage 2 Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

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implementation of the 127 Street extension which will significantly improve traffic operations at this intersection. If, for any reason, the 127 Street extension across the Sturgeon River is not able to be constructed, significant delays are expected at this intersection. It is noted that a westbound to northbound channelized turn bay would alleviate some of the delays but the intersection would still be expected to be at a LOS F and the turn bay would pose a significant risk to pedestrians as well as mitigate traffic calming efforts along the corridor.

Protected Turn Bays, Lane Reassignment & Geometric Improvements Each protected turn bay along the corridor will be warranted at different times, however, to minimize traffic interruptions during construction and maintain a fluid corridor, it is recommended that multiple turn bays be completed concurrently. As delays and queuing begins to occur at the various intersections design and construction of the turn bays should be initiated. Sturgeon Road/Starkey Road to Sturgeon Road/Crestview Close Implementation Timeline: 2027 (2% growth), 2030 (1% growth), 2033 (0.5% growth) Due to the close proximity of each of the intersections along this section of Sturgeon Road it is encouraged that the turn bays in each direction at each of the locations within this segment are implemented at or near the same time if funding allows. It is recommended that these are completed only when necessary as a means of extending the life of the corridor beyond the 26,000 population horizon. It is anticipated that these turn bays will not be required until after the intersection upgrades at Essex point are completed. This corridor improvement provides a safety benefit in addition to an operational benefit therefore timelines have been expedited even though formal LOS analysis does not indicate failure. It is recommended that these improvements occur, at minimum, by the time the Sturgeon Valley population reaches 10,000. Range Road 250/Essex Point to Highway 28 Implementation Timeline: 2039 (2% growth), 2051 (1% growth), 2077 (0.5% growth) Along this section of the corridor there are 5 key intersections; Range Road 250, Edinburgh Road West, Edinburgh Road East, Crozier Drive and Range Road 245. •

Sturgeon Road/Range Road 250 Range Road 250 should be maintained as is with any development encouraged to be diverted to the Edinburgh Road West intersection. This will help to minimize the number of accesses onto Sturgeon Road.

•

Sturgeon Road/Edinburgh Road West

The south leg of the Edinburgh Road West intersection should be improved to properly align with Sturgeon Road and allow all movements at the intersection. This will help to address the expected additional trips from any new development and would be considered a requirement of the development and therefore funding contributions should be expected from private developers. Re-allocation of existing road space along Sturgeon Road will allow for protected turn bays along Sturgeon Road that can help maintain safe and fluid traffic operations along the corridor. •

Sturgeon Road/Edinburgh Road East Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 40

Re-allocation of existing road space along Sturgeon Road will accommodate protected turn bays along Sturgeon Road that can help maintain safe and fluid traffic operations along the corridor. The current south leg of this intersection is only providing access to a single resident. As development progresses, it is understood that this will be the future 112 Street Flyover connection to Sturgeon Road therefore the south leg will require significant improvement and realignment to tie into the future roadway. This improvement is not expected until beyond the 26,000-population horizon. •

Sturgeon Road/Crozier Drive

Similar to the previous intersections along this section, the existing roadway can accommodate the majority of the infrastructure required to add protected turn bays at this intersection. If future development warrants an additional access, the south leg could be built to allow all movements at the intersection. •

Sturgeon Road/Range Road 245

With some minor improvements, protected turn bays can be constructed at this intersection. As previously noted, no additional development access should be provided east of this intersection so it is anticipated that this intersection will be required to handle new development trip generation. New development within Planning Area 2 should be routed to this intersection to access Sturgeon Road

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 41

3.5. FUNDING & COST ESTIMATES Cost Estimates Class A cost estimates were developed for the corridor upgrades and are summarized in Table 8. Quantities were developed by simple linear and area-based measurement take-offs. The construction costs are estimated using 2023 dollars and unit rates, and include lump sum estimates of third-party utility relocations and include a 25% contingency. The cost estimates also assume 9.5% of the total construction cost for mobilization (6.5%) and traffic accommodation (3%). Engineering costs are assumed to be 12% of the total construction cost. The overall cost of the project is estimated to be $10.9M (2023 dollars). Table 8: Sturgeon Road Cost Estimates

Improvement Active Modes STA 1+100 to STA 7+000

Sturgeon Road & Twp Rd 542A Roundabout Intersection Upgrades

Construction Cost = $974,000 Utility Relocations = $150,000 Contingency (25%) = $281,000 Engineering Costs (12%) = $168,600 Total Cost = $1.57M

Sturgeon Road & Essex Point Singlelane Roundabout Intersection Upgrades

Construction Cost = $1,261,000 Utility Relocations = $150,000 Contingency (25%) = $352,750 Engineering Costs (12%) = $211,650 Total Cost = $1.98M

Protected Turn Bays – Starkey Road to Essex Point

Construction Cost = $1,498,000 Contingency (25%) = $374,500 Engineering Costs (12%) = $224,700 Total Cost = $2.10M

Protected Turn Bays/Lane Realignment – Essex Point to Highway 28

Construction Cost = $1,305,000 Contingency (25%) = $326,250 Engineering Costs (12%) = $195,750 Total Cost = $1.83M

Sturgeon Road & Rivers Gate Intersection Upgrades

TOTAL PROJECT COST

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 42

Well beyond the 25-year horizon, it may be required to upgrade to a 4-lane cross-section from Essex Point to Highway 28. This upgrade will require ROW acquisition that can be approximated to be $0.9M (3ha of land acquisition). Should this upgrade be required the anticipated construction cost is $22.4M for the full reconstruction of the corridor including engineering costs (12%) and contingency (25%). This costs also includes the introduction of an underground storm system along the corridor however it does not include any stormwater management facilities or outlet structures.

Additional Cost Information The following cost breakdowns for some of the key improvements along the corridor are provided should the County decide to stage the implementation of improvements. Sturgeon Road/Township Road 543A/Essex Point It is anticipated that the cost of the 2-lane roundabout will be approximately $1.98M (includes 25% contingency, 12% engineering fees). Sturgeon Road/Township Road 542A It is anticipated that the cost of this roundabout will be approximately $1.57M (includes 25% contingency, 12% engineering fees). Sturgeon Road/River’s Gate To complete all legs of the River’s Gate intersection and allow for travel in all directions, it is recommended that the southeast leg be completed in coordination with future development. Minimal upgrades will be required on Sturgeon Road, primarily only needing a temporary access on the southeast leg and some line painting adjustments. It is anticipated that to complete the final leg and tie-in the existing legs at the intersection will cost approximately $218,000 (including engineering fees and contingency). This cost assumes completing the leg to 20m southeast of Sturgeon Road centerline and completing some pre-grading for the future roundabout. To complete the single-lane roundabout will require a full re-build of the intersection. It is estimated that the cost to construct the roundabout is $1.83M (includes 25% contingency, 12% engineering fees. Active Modes As a reference, a general estimate for per linear metre (lm) cost for a 3.0 MUP (multi-use trail) can be assumed to be approximately $200/lm. Under the circumstances within this study, additional cost was allocated for sections with complex grading, pedestrian crossings, special stormwater considerations and some additional lighting for the darker segments of the trail. Protected Left Turn Bays Several of the roadway improvements include 35.0m long protected left-turn bays. The existing roadway can accommodate a significant portion of the surface improvements by reallocating existing roadway space and altering lane widths. A marginal widening will still be required at some locations in the addition to the construction of concrete medians. On average, the introduction of a single turn bay along Sturgeon Road can be expected to cost approximately $350,000 (including 25% contingency, 12% engineering fees).

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 43

Funding Strategy Sturgeon Road is considered an east-west arterial that provides an important connection within the County, specifically through the Sturgeon Valley, however it does not provide significant travel benefits for provincial or trade connectivity. Although Sturgeon Road connects directly to Highway 28, the primary role of the corridor is to facilitate local traffic traveling to and from the adjacent residential developments. This is observed by existing traffic patterns where the corridor volumes on Sturgeon Road are highest between Starkey Road and Essex Point and volumes decreases on either ends towards St. Albert and Highway 28. Future traffic growth on the corridor is also anticipated to mainly be local growth and resident traffic. It is noted that there is some connectivity provided between neighbouring municipalities – most predominantly with St. Albert and to a lesser extent the City of Edmonton. It is noted that the increase in traffic on Sturgeon Road due to new development is dependant on the construction timelines of other new roadways in the Sturgeon Valley, particularly 127 Street. While the neighbourhoods in the immediate vicinity of the roadways is well built out already, some new development such as Planning Area 1 will contribute significant traffic along Sturgeon Road, therefore, funding for new roadway improvements should be contributed by new development on a proportionate share basis. Development contribution is most justifiable for the intersection upgrades at Twp Rd 542A & River’s Gate and east of Essex Point where the lands directly adjacent to the roadway are less developed – specifically an upgrade from the 2-lane to 4-lane cross-section would only be warranted as a result of the development within the Sturgeon Valley. Candidate roadway improvements for development contribution should be identified and addressed in the County’s Offsite Levy Assessment. Finally, the County may have an opportunity to apply for various grant funds from governing bodies such as the Strategic Transportation Infrastructure Program (STIP) for improvements in the region, however this would require further review by the County to determine what the appropriate process would be to request funds, weighing other projects and priorities within the County.

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 44

4. Conclusions and Next Steps Sturgeon Road is currently operating under good conditions and with the recommended upgrades within this functional plan, will continue to function well over the long-term – assuming the extension of 127 Street to Sturgeon Road is completed as Planning Area 1 builds out. The recommended functional plan and implementation for Sturgeon Road upgrades are as follows: Long-Term Horizon (~ 26,000 Population) •

•

In the long-term horizon, a two-lane cross-section is recommended to be maintained on Sturgeon Road with a posted speed of 60km/h and the following intersection improvements: ✓

Complete the Sturgeon Road/127 Street intersection as per the 127 Street Functional Plan (June 2023).

✓

Implement single-lane roundabouts at the intersections of Sturgeon Road/River’s Gate, Sturgeon Road/Township Road 542A and Sturgeon Road/Essex Point/Township Road.

✓

Implement dedicated left-turn bays on Sturgeon Road at Equestrian Place/Viscount Road, Sturgeon Road/Viscount Drive, Crestview Drive (East) and Range Road 245.

✓

Limit access to right-in/right-out movements at Sturgeon Road/Viscount Road and Sturgeon Road/Crestview Drive (West)

✓

Minor geometric upgrades at the intersections of Starkey Road, Edinburgh Road (West) and Edinburgh Road (East).

Construct a 3.0m shared use path along the south side of the corridor, west of Sturgeon Road/Essex Point/Township Road 543A and on the north side of the roadway east of the intersection.

The overall cost of the long-term recommendations is estimated to be $10.9M (2023 dollars), including construction, contingency and engineering costs. Ultimate Horizon (~ 61,000 Population) •

As Sturgeon Valley approaches full build-out, it is recommended that the section of Sturgeon Road between Essex Point/Township Road 543A and Highway 28 be upgraded to a four-lane crosssection.

•

Upgrade Sturgeon Road/Essex Point/Township Road 543A to a dual-lane roundabout.

•

Additional upgrades include establishing an underground storm system along the corridor.

The overall cost of the ultimate recommendations is estimated to be approximately $22.4M (2023 dollars), including construction, contingency, engineering costs and ROW acquisitions.

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 45

APPENDIX A TRAFFIC DATA & ANALYSIS RESULTS

Sturgeon Road Functional Planning Study Final Report | Prepared for Sturgeon County

Page 46

Lanes, Volumes, Timings 10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023 3: Sturgeon Rd & Golf Course Access/Twp Rd 542A

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

9 9 1900 3.7

0 0 1900 3.7 0%

9 9 1900 3.7

89 89 1900 3.7

3 3 1900 3.7 0%

50 50 1900 3.7

7 7 1900 3.7

221 221 1900 3.7 0%

131 131 1900 3.7

49 49 1900 3.7

172 172 1900 3.7 0%

12 12 1900 3.7

0.0 0

0.0 0 7.6 0 0

0.92 100% 2% 0

1713 0.976 1713 50 40.0 2.9

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 53.7% Analysis Period (min) 15

20 Stop

1739 0.969 1739 50 285.8 20.6

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

154 Stop

1789 0.999 1789 60 717.4 43.0

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

390 Free

0.0 0 1852 0.990 1852 60 514.2 30.9

0.92 100% 2% 0

0% 0

253 Free

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023 3: Sturgeon Rd & Golf Course Access/Twp Rd 542A

Movement Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h) Direction, Lane # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS Intersection Summary Average Delay Intersection Capacity Utilization Analysis Period (min)

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

9 9

0 0 Stop 0% 0.92 0

9 9

89 89

50 50

7 7

49 49

0.92 54

0.92 8

0.92 142

0.92 53

172 172 Free 0% 0.92 187

12 12

0.92 97

221 221 Free 0% 0.92 240

131 131

0.92 10

3 3 Stop 0% 0.92 3

0.92 10

None

682

698

194

636

633

311

200

382

682 7.1

698 6.5

194 6.2

636 7.1

633 6.5

311 6.2

200 4.1

382 4.1

3.5 97 322

4.0 100 346

3.3 99 848

3.5 74 371

4.0 99 377

3.3 93 729

2.2 99 1372

2.2 95 1176

EB 1 20 10 10 467 0.04 1.0 13.1 B 13.1 B

WB 1 154 97 54 448 0.34 11.5 17.2 C 17.2 C

NE 1 390 8 142 1372 0.01 0.1 0.2 A 0.2

SW 1 253 53 13 1176 0.05 1.1 2.0 A 2.0

4.3 53.7% 15

ICU Level of Service

0.92 13

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 2

Lanes, Volumes, Timings 6: Sturgeon Rd & Starkey Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

165 165 1900 3.7

119 119 1900 3.7 0%

116 116 1900 3.7 0%

562 562 1900 3.7

405 405 1900 3.7 0% 0.0 1 7.6 1770 0.959 1770 60 239.7 14.4

69 69 1900 3.7

0.92 100% 2% 0

0.0 0 7.6 0 0

0.92 100% 2% 0

Intersection Summary Area Type: Other Control Type: Roundabout Intersection Capacity Utilization 92.8% Analysis Period (min) 15

0.0 0 1831 0.972 1831 60 69.1 4.1

1672

1672 60 288.1 17.3

0.92 100% 2% 0

308 Yield

737 Yield

0.0 0 0 0

0% 0

515 Yield

ICU Level of Service F

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 6: Sturgeon Rd & Starkey Rd

Movement Right Turn Channelized Traffic Volume (veh/h) Future Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Approach Volume (veh/h) Crossing Volume (veh/h) High Capacity (veh/h) High v/c (veh/h) Low Capacity (veh/h) Low v/c (veh/h) Intersection Summary Maximum v/c High Maximum v/c Low Intersection Capacity Utilization

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

165 165 0.92 179

119 119 0.92 129 308 440 979 0.31 795 0.39

116 116 0.92 126 737 179 1204 0.61 997 0.74

562 562 0.92 611

405 405 0.92 440 515 126 1255 0.41 1043 0.49

69 69 0.92 75

0.61 0.74 92.8%

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 4

Lanes, Volumes, Timings 7: Viscount Rd & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

279 279 1900 3.7 0%

2 2 1900 3.7

229 229 1900 3.7 0%

5 5 1900 3.7

0.0 0

0.92 100% 2% 0

1882

0.0 0 7.6 0

1882 60 441.3 26.5

1883 60 69.1 4.1

5 5 1900 3.7 0% 0.0 1 7.6 1713 0.976 1713 50 115.5 8.3

0.92 100% 2% 0

251 Free

10 Stop

0% 305 Free

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 24.8% Analysis Period (min) 15

1883

0.0 0 0 0

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 5

HCM Unsignalized Intersection Capacity Analysis 7: Viscount Rd & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

279 279 Free 0% 0.92 303

2 2

2 2 0.92 2

5 5 Stop 0% 0.92 5

5 5

0.92 2

229 229 Free 0% 0.92 249

0.92 5

305

557

304

305 4.1

557 6.4

304 6.2

2.2 100 1256

3.5 99 491

3.3 99 736

None

EB 1 305 0 2 1700 0.18 0.0 0.0 0.0

None

WB 1 251 2 0 1256 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 589 0.02 0.4 11.2 B 11.2 B 0.2 24.8% 15

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 6

Lanes, Volumes, Timings 10: Viscount Rd/Equestrian Pl & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

4 4 1900 3.7

519 519 1900 3.7 0%

2 2 1900 3.7

662 662 1900 3.7 0%

4 4 1900 3.7

5 5 1900 3.7

0 0 1900 3.7 0%

5 5 1900 3.7

11 11 1900 3.7

0 0 1900 3.7 0%

11 11 1900 3.7

0.0 0

0.0 0 7.6 0

1883

0.0 0 7.6 0

1882

0.0 0 7.6 0

1883 60 288.1 17.3

1882 60 357.2 21.4

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 46.4% Analysis Period (min) 15

570 Free

0% 0

726 Free

1713 0.976 1713 50 40.0 2.9

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

10 Stop

0.0 0 1713 0.976 1713 50 39.3 2.8

0.92 100% 2% 0

0% 0

24 Stop

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 7

HCM Unsignalized Intersection Capacity Analysis 10: Viscount Rd/Equestrian Pl & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

4 4

519 519 Free 0% 0.92 564

2 2

4 4

5 5

11 11

0.92 4

0.92 5

0.92 12

0 0 Stop 0% 0.92 0

11 11

0.92 2

0 0 Stop 0% 0.92 0

5 5

0.92 2

662 662 Free 0% 0.92 720

0.92 12

0.92 4

None

724

566

1311

1301

565

1304

1300

722

724 4.1

566 4.1

1311 7.1

1301 6.5

565 6.2

1304 7.1

1300 6.5

722 6.2

2.2 100 879

2.2 100 1006

3.5 96 131

4.0 100 160

3.3 99 524

3.5 91 135

4.0 100 160

3.3 97 427

EB 1 570 4 2 879 0.00 0.1 0.1 A 0.1

WB 1 726 2 4 1006 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 210 0.05 1.1 23.0 C 23.0 C 0.7 46.4% 15

SB 1 24 12 12 205 0.12 3.0 24.8 C 24.8 C

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 8

Lanes, Volumes, Timings 13: Viscount Dr & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

519 519 1900 3.7 0%

5 5 1900 3.7

662 662 1900 3.7 0%

14 14 1900 3.7

0.0 0

0.92 100% 2% 0

1882

0.0 0 7.6 0

1882 60 357.2 21.4

1883 60 217.5 13.1

14 14 1900 3.7 0% 0.0 1 7.6 1713 0.976 1713 50 85.4 6.1

0.92 100% 2% 0

725 Free

30 Stop

0% 569 Free

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 48.8% Analysis Period (min) 15

1883

0.0 0 0 0

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 9

HCM Unsignalized Intersection Capacity Analysis 13: Viscount Dr & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

519 519 Free 0% 0.92 564

5 5

5 5 0.92 5

14 14 Stop 0% 0.92 15

14 14

0.92 5

662 662 Free 0% 0.92 720

0.92 15

569

1296

566

569 4.1

1296 6.4

566 6.2

2.2 100 1003

3.5 92 178

3.3 97 523

None

EB 1 569 0 5 1700 0.33 0.0 0.0 0.0

None

WB 1 725 5 0 1003 0.00 0.1 0.1 A 0.1

NB 1 30 15 15 266 0.11 2.9 20.3 C 20.3 C 0.5 48.8% 15

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 10

Lanes, Volumes, Timings 15: Sturgeon Rd & Crestview Dr

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

2 2 1900 3.7

542 542 1900 3.7 0%

660 660 1900 3.7 0%

2 2 1900 3.7

5 5 1900 3.7 0% 0.0 1 7.6 1713 0.976 1713 50 55.6 4.0

5 5 1900 3.7

0.92 100% 2% 0

0.0 0 7.6 0

0.0 0 1883

1883

1883 60 217.5 13.1

1883 60 256.1 15.4

0.92 100% 2% 0

591 Free

719 Free

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 44.9% Analysis Period (min) 15

0.0 0 0 0

0% 0

10 Stop

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 11

HCM Unsignalized Intersection Capacity Analysis 15: Sturgeon Rd & Crestview Dr

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

2 2

542 542 Free 0% 0.92 589

660 660 Free 0% 0.92 717

2 2

5 5 Stop 0% 0.92 5

5 5 0.92 5

None

719

1311

718

719 4.1

1311 6.4

718 6.2

2.2 100 882

3.5 97 175

3.3 99 429

0.92 2

EB 1 591 2 0 882 0.00 0.1 0.1 A 0.1

WB 1 719 0 2 1700 0.42 0.0 0.0 0.0

0.92 2

SB 1 10 5 5 248 0.04 1.0 20.1 C 20.1 C 0.2 44.9% 15

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 12

Lanes, Volumes, Timings 17: Crestview Cl/Crestview Dr & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

2 2 1900 3.7

544 544 1900 3.7 0%

2 2 1900 3.7

649 649 1900 3.7 0%

2 2 1900 3.7

6 6 1900 3.7

0 0 1900 3.7 0%

6 6 1900 3.7

5 5 1900 3.7

0 0 1900 3.7 0%

5 5 1900 3.7

0.0 0

0.0 0 7.6 0

1883

0.0 0 7.6 0

1883

0.0 0 7.6 0

1883 48 256.1 19.2

1883 48 230.9 17.3

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 45.7% Analysis Period (min) 15

595 Free

0% 0

709 Free

1713 0.976 1713 48 71.7 5.4

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

14 Stop

0.0 0 1713 0.976 1713 48 71.9 5.4

0.92 100% 2% 0

0% 0

10 Stop

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 13

HCM Unsignalized Intersection Capacity Analysis 17: Crestview Cl/Crestview Dr & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

2 2

544 544 Free 0% 0.92 591

2 2

6 6

5 5

0.92 2

0.92 7

0.92 5

0 0 Stop 0% 0.92 0

5 5

0.92 2

0 0 Stop 0% 0.92 0

6 6

0.92 2

649 649 Free 0% 0.92 705

0.92 5

0.92 2

None

707

593

1311

1307

592

1313

1307

706

707 4.1

593 4.1

1311 7.1

1307 6.5

592 6.2

1313 7.1

1307 6.5

706 6.2

2.2 100 891

2.2 100 983

3.5 95 134

4.0 100 159

3.3 99 506

3.5 96 133

4.0 100 159

3.3 99 436

EB 1 595 2 2 891 0.00 0.1 0.1 A 0.1

WB 1 709 2 2 983 0.00 0.0 0.1 A 0.1

NB 1 14 7 7 212 0.07 1.6 23.2 C 23.2 C 0.5 45.7% 15

SB 1 10 5 5 204 0.05 1.2 23.6 C 23.6 C

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 14

Lanes, Volumes, Timings 20: Essex Pt & Sturgeon Rd & Twp Rd 543A

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

235 235 1900 3.7

317 317 1900 3.7 0%

2 2 1900 3.7

299 299 1900 3.7 0%

55 55 1900 3.7

5 5 1900 3.7

0 0 1900 3.7 0%

5 5 1900 3.7

70 70 1900 3.7

0 0 1900 3.7 0%

349 349 1900 3.7

0.0 0

0.0 0 7.6 0 0

0.92 100% 2% 0

1844 0.979 1844 60 230.9 13.9

0.0 0 7.6 0

1844

0.0 0 7.6 0

1844 60 370.0 22.2

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 85.1% Analysis Period (min) 15

602 Free

0% 0

387 Free

1713 0.976 1713 50 80.5 5.8

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

10 Stop

0.0 0 1659 0.992 1659 60 345.9 20.8

0.92 100% 2% 0

0% 0

455 Stop

ICU Level of Service E

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 15

HCM Unsignalized Intersection Capacity Analysis 20: Essex Pt & Sturgeon Rd & Twp Rd 543A

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

235 235

317 317 Free 0% 0.92 345

2 2

55 55

5 5

70 70

0.92 60

0.92 5

0.92 76

0 0 Stop 0% 0.92 0

349 349

0.92 2

0 0 Stop 0% 0.92 0

5 5

0.92 2

299 299 Free 0% 0.92 325

0.92 379

0.92 255

None

385

347

1594

1245

346

1220

1216

355

385 4.1

347 4.1

1594 7.1

1245 6.5

346 6.2

1220 7.1

1216 6.5

355 6.2

2.2 78 1173

2.2 100 1212

3.5 85 32

4.0 100 136

3.3 99 697

3.5 41 130

4.0 100 141

3.3 45 689

EB 1 602 255 2 1173 0.22 6.3 5.2 A 5.2

WB 1 387 2 60 1212 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 62 0.16 4.1 74.3 F 74.3 F 40.0 85.1% 15

SB 1 455 76 379 400 1.14 128.6 119.3 F 119.3 F

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 16

Lanes, Volumes, Timings 21: Sturgeon Rd & Edinburgh Rd W

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL2

EBL

EBR

SEL

SET

SER

NWL

NWT

NWR

SWL

SWR

SWR2

3 3 1900 3.7

287 287 1900 3.7 0% 0.0 1 2.5 1789 0.950 1789 60 319.7 19.2

0 0 1900 3.7

8 8 1900 3.7

0 0 1900 3.7 0%

8 8 1900 3.7

0 0 1900 3.7

0 0 1900 3.7 0%

0 0 1900 3.7

443 443 1900 3.7

3 3 1900 3.7

0.0 0

0.0 0 2.5 0

0 0 1900 3.7 0% 0.0 1 2.5 1629

0.92 100% 2% 0

0 0

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 57.0% Analysis Period (min) 15

315 Free

1713 0.976 1713 50 61.3 4.4

0.0 0 2.5 0

0.92 100% 2% 0

18 Stop

0.0 0

1883

1883 50 48.1 3.5

1629 60 194.0 11.6

0.92 100% 2% 0

0% 0

0.0 0

0% 0

0 Stop

0% 0

485 Free

ICU Level of Service B

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 17

HCM Unsignalized Intersection Capacity Analysis 21: Sturgeon Rd & Edinburgh Rd W

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL2

EBL

EBR

SEL

SET

SER

NWL

NWT

NWR

SWL

SWR

SWR2

3 3

287 287 Free 0% 0.92 312

0 0

8 8

0 0

3 3

0.92 9

0.92 0

0 0 Free 0% 0.92 0

443 443

0.92 9

0 0 Stop 0% 0.92 0

0 0

0.92 0

0 0 Stop 0% 0.92 0

0.92 482

0.92 3

Direction, Lane # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS

EB 1 315 3 0 1078 0.00 0.1 0.1 A 0.1

Intersection Summary Average Delay Intersection Capacity Utilization Analysis Period (min)

0.92 3

0.92 0

None

485

802

484

810

803

312

485 4.1

802 7.1

802 6.5

484 6.2

810 7.1

803 6.5

312 6.2

312 4.1

2.2 100 1078

3.5 97 302

4.0 100 317

3.3 98 583

3.5 100 293

4.0 100 316

3.3 100 728

2.2 100 1248

SE 1 18 9 9 398 0.05 1.1 14.5 B 14.5 B

NW 1 0 0 0 1700 0.00 0.0 0.0 A 0.0 A 0.4 57.0% 15

SW 1 485 0 3 1248 0.00 0.0 0.0 0.0

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 18

Lanes, Volumes, Timings 25: RR 250 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

285 285 1900 3.7 0%

5 5 1900 3.7

15 15 1900 3.7

436 436 1900 3.7 0%

15 15 1900 3.7

0.0 0

1880 0.998 1880 60 319.7 19.2

7 7 1900 3.7 0% 0.0 1 2.5 1687 0.984 1687 50 60.5 4.4

0.92 100% 2% 0

490 Free

24 Stop

1880

0.0 0 2.5 0

1880 60 345.9 20.8

0.92 100% 2% 0

0% 315 Free

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 45.1% Analysis Period (min) 15

0.0 0 0 0

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 19

HCM Unsignalized Intersection Capacity Analysis 25: RR 250 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

285 285 Free 0% 0.92 310

5 5

15 15 0.92 16

7 7 Stop 0% 0.92 8

15 15

0.92 5

436 436 Free 0% 0.92 474

0.92 16

315

818

312

315 4.1

818 6.4

312 6.2

2.2 99 1245

3.5 98 341

3.3 98 728

None

EB 1 315 0 5 1700 0.19 0.0 0.0 0.0

None

WB 1 490 16 0 1245 0.01 0.3 0.4 A 0.4

NB 1 24 8 16 528 0.05 1.1 12.1 B 12.1 B 0.6 45.1% 15

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 20

Lanes, Volumes, Timings 28: Sturgeon Rd & Crozier Dr

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

4 4 1900 3.7

299 299 1900 3.7 0%

428 428 1900 3.7 0%

4 4 1900 3.7

10 10 1900 3.7 0% 0.0 1 7.6 1713 0.976 1713 50 126.6 9.1

10 10 1900 3.7

0.92 100% 2% 0

0.0 0 7.6 0 0

0.92 100% 2% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 32.8% Analysis Period (min) 15

0.0 0 1882 0.999 1882 60 619.4 37.2

1882

1882 60 417.6 25.1

0.92 100% 2% 0

329 Free

469 Free

0.0 0 0 0

0% 0

22 Stop

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 21

HCM Unsignalized Intersection Capacity Analysis 28: Sturgeon Rd & Crozier Dr

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

4 4

299 299 Free 0% 0.92 325

428 428 Free 0% 0.92 465

4 4

10 10 Stop 0% 0.92 11

10 10 0.92 11

None

469

800

467

469 4.1

800 6.4

467 6.2

2.2 100 1093

3.5 97 353

3.3 98 596

0.92 4

EB 1 329 4 0 1093 0.00 0.1 0.1 A 0.1

WB 1 469 0 4 1700 0.28 0.0 0.0 0.0

0.92 4

SB 1 22 11 11 443 0.05 1.2 13.5 B 13.5 B 0.4 32.8% 15

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 22

Lanes, Volumes, Timings 30: Rge Rd 245 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

5 5 1900 3.7

299 299 1900 3.7 0%

5 5 1900 3.7

0 0 1900 3.7

427 427 1900 3.7 0%

0 0 1900 3.7

5 5 1900 3.7

0 0 1900 3.7 0%

5 5 1900 3.7

0 0 1900 3.7 0%

10 10 1900 3.7

0.0 0

0.0 0 7.6 0 0

0.92 100% 2% 0

1878 0.999 1878 60 417.6 25.1

0.0 0 7.6 0

1883

0.0 0 7.6 0

1883 60 832.7 50.0

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 32.5% Analysis Period (min) 15

335 Free

0% 0

464 Free

1713 0.976 1713 50 120.1 8.6

0.0 0 7.6 0

0.92 100% 2% 0

0% 0

10 Stop

0.0 0 1683 0.985 1683 50 146.9 10.6

0.92 100% 2% 0

0% 0

16 Stop

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 23

HCM Unsignalized Intersection Capacity Analysis 30: Rge Rd 245 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

5 5

299 299 Free 0% 0.92 325

5 5

0 0

5 5

0.92 0

0.92 5

0 0 Stop 0% 0.92 0

10 10

0.92 0

0 0 Stop 0% 0.92 0

5 5

0.92 5

427 427 Free 0% 0.92 464

0.92 11

0.92 5

None

464

330

812

802

328

806

804

464

464 4.1

330 4.1

812 7.1

802 6.5

328 6.2

806 7.1

804 6.5

464 6.2

2.2 100 1097

2.2 100 1229

3.5 98 291

4.0 100 316

3.3 99 714

3.5 98 297

4.0 100 315

3.3 98 598

EB 1 335 5 5 1097 0.00 0.1 0.2 A 0.2

WB 1 464 0 0 1229 0.00 0.0 0.0 0.0

NB 1 10 5 5 413 0.02 0.6 13.9 B 13.9 B 0.5 32.5% 15

SB 1 16 5 11 454 0.04 0.8 13.2 B 13.2 B

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 24

Lanes, Volumes, Timings 33: Sturgeon Rd & Edinburgh Rd E

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

11 11 1900 3.7

0 0 1900 3.7 0%

11 11 1900 3.7

0 0 1900 3.7

0 0 1900 3.7 0%

0 0 1900 3.7

4 4 1900 3.7

292 292 1900 3.7 0%

0 0 1900 3.7

435 435 1900 3.7 0%

4 4 1900 3.7

0.0 0

0.0 0 7.6 0 0

0.92 100% 2% 0

1713 0.976 1713 50 66.6 4.8

0.0 0 7.6 0

1883

0.0 0 7.6 0

1883 50 36.6 2.6

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 33.1% Analysis Period (min) 15

24 Stop

0% 0

0 Stop

1882 0.999 1882 60 197.0 11.8

0.0 0 7.6 0

0.92 100% 2% 0

1882

1882 60 109.5 6.6

0.92 100% 2% 0

0% 0

321 Free

0.0 0

0% 0

477 Free

ICU Level of Service A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 25

HCM Unsignalized Intersection Capacity Analysis 33: Sturgeon Rd & Edinburgh Rd E

10,000 Population_PM Pk_127 St 2 Lanes

07/26/2023

SEL

SET

SER

NWL

NWT

NWR

NEL

NET

NER

SWL

SWT

SWR

11 11

0 0 Stop 0% 0.92 0

11 11

0 0

4 4

0 0

0.92 0

0.92 4

0.92 0

435 435 Free 0% 0.92 473

4 4

0.92 0

292 292 Free 0% 0.92 317

0 0

0.92 12

0 0 Stop 0% 0.92 0

0.92 12

None

800

475

812

802

317

477

317

800 7.1

800 6.5

475 6.2

812 7.1

802 6.5

317 6.2

477 4.1

317 4.1

3.5 96 302

4.0 100 317

3.3 98 590

3.5 100 291

4.0 100 316

3.3 100 724

2.2 100 1085

2.2 100 1243

SE 1 24 12 12 400 0.06 1.5 14.6 B 14.6 B

NW 1 0 0 0 1700 0.00 0.0 0.0 A 0.0 A

NE 1 321 4 0 1085 0.00 0.1 0.1 A 0.1

SW 1 477 0 4 1243 0.00 0.0 0.0

0.5 33.1% 15

0.92 4

0.0

ICU Level of Service

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 26

Lanes, Volumes, Timings 36: Hwy 28 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

100 100 1900 3.7

17 17 1900 3.7 0%

192 192 1900 3.7

61 61 1900 3.7

52 52 1900 3.7 0%

36 36 1900 3.7

326 326 1900 3.7

838 838 1900 3.7 0%

54 54 1900 3.7

9 9 1900 3.7

666 666 1900 3.7 0%

49 49 1900 3.7

100.0 1

100.0 2 7.6 3471 0.950 3471

100.0 1

150.0 1 7.6 1789 0.334 629

0.0 1

150.0 1 7.6 1789 0.169 318

100.0 1 7.6 1789 0.720 1356

1883

1601

1883

1601 Yes 209

60 832.7 50.0 0.92 100% 2% 0

0.92 100% 2% 0

18 NA 4 4

8.0 12.5 12.5 11.4% 8.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

12.0 24.5 28.5 25.9% 22.0 5.0 1.5 0.0 6.5 Lag Yes 3.0 3.0 0.0 0.0 None

1601

1883

1601 Yes 79

80 489.2 22.0 0.92 100% 2% 0

0.92 100% 2% 0

0% 109 pm+pt 7 4 7

1883

0.92 100% 2% 0

66 Prot 3

57 NA 8

4 4

12.0 24.5 28.5 25.9% 22.0 5.0 1.5 0.0 6.5 Lag Yes 3.0 3.0 0.0 0.0 None

8.0 12.5 12.5 11.4% 8.0 3.5 1.0 0.0 4.5 Lead Yes 3.0 3.0 0.0 0.0 None

1601

1883

1601 Yes 79

0.92 100% 2% 0

0% 39 Perm

354 Perm

8 8

2 2

12.0 28.5 28.5 25.9% 22.0 5.0 1.5 0.0 6.5 Lag Yes 3.0 3.0 0.0 0.0 None 10.0

911 NA 2

3543

0 Yes

11 80 175.9 7.9

80 199.6 9.0

0% 209 Perm

1883

0.0 0

0.92 100% 2% 0

0% 59 Perm

10 Perm

2 2

6 6

20.0 28.5 69.0 62.7% 62.5 5.0 1.5 0.0 6.5

20.0 26.5 69.0 62.7% 62.5 5.0 1.5 0.0 6.5

3.0 3.0 0.0 0.0 None 10.0

3.0 3.0 0.0 0.0 None

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

777 NA 6

Synchro 11 Report Page 27

Lanes, Volumes, Timings 36: Hwy 28 & Sturgeon Rd

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

20.5 0.21 0.34 32.5 0.0 32.5 C

12.2 0.12 0.08 39.9 0.0 39.9 D 20.0 B 3.2 9.6 808.7

12.2 0.12 0.55 11.8 0.0 11.8 B

8.0 0.08 0.23 45.6 0.0 45.6 D

0.0 19.9

6.2 12.8

100.0 523 0 0 0 0.40

100.0 285 0 0 0 0.23

16.5 30.5 100.0 319 0 0 0 0.34

425 0 0 0 0.04

WBT 12.0 0 12.2 0.12 0.24 42.8 0.0 42.8 D 34.3 C 10.2 21.8 465.2 425 0 0 0 0.13

WBR 12.0 0 12.2 0.12 0.14 2.6 0.0 2.6 A

NBL 12.0 0 62.7 0.64 0.88 41.5 0.0 41.5 D

0.0 53.9 1.9 #118.8 100.0 422 0 0 0 0.09

150.0 403 0 0 0 0.88

NBT 12.0 0 62.7 0.64 0.75 18.2 0.0 18.2 B 23.7 C 117.6 176.1 175.6

NBR 12.0 0 62.7 0.64 0.06 1.2 0.0 1.2 A

SBL

SBT

62.7 0.64 0.05 8.3 0.0 8.3 A

0.0 3.0

0.7 2.9

62.7 0.64 0.34 8.9 0.0 8.9 A 8.9 A 34.2 45.8 151.9

1208 0 0 0 0.75

1055 0 0 0 0.06

150.0 203 0 0 0 0.05

SBR

2277 0 0 0 0.34

Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 97.7 Natural Cycle: 110 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.88 Intersection Signal Delay: 19.4 Intersection LOS: B Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases:

36: Hwy 28 & Sturgeon Rd

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 28

HCM Signalized Intersection Capacity Analysis 36: Hwy 28 & Sturgeon Rd

Movement Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

100 100 1900 4.5 1.00 1.00 0.95 1789 0.72 1356 0.92 109 0 109 pm+pt 7 4 18.4 18.4 0.19 4.5 3.0 280 c0.02 c0.05 0.39 34.7 1.00 0.9 35.6 D

17 17 1900 6.5 1.00 1.00 1.00 1883 1.00 1883 0.92 18 0 18 NA 4

192 192 1900 6.5 1.00 0.85 1.00 1601 1.00 1601 0.92 209 183 26 Perm

61 61 1900 4.5 0.97 1.00 0.95 3471 0.95 3471 0.92 66 0 66 Prot 3

52 52 1900 6.5 1.00 1.00 1.00 1883 1.00 1883 0.92 57 0 57 NA 8

36 36 1900 6.5 1.00 0.85 1.00 1601 1.00 1601 0.92 39 34 5 Perm

326 326 1900 6.5 1.00 1.00 0.95 1789 0.33 630 0.92 354 0 354 Perm

838 838 1900 6.5 1.00 1.00 1.00 1883 1.00 1883 0.92 911 0 911 NA 2

54 54 1900 6.5 1.00 0.85 1.00 1601 1.00 1601 0.92 59 21 38 Perm

9 9 1900 6.5 1.00 1.00 0.95 1789 0.17 319 0.92 10 0 10 Perm

666 666 1900 6.5 0.95 0.99 1.00 3542 1.00 3542 0.92 724 4 773 NA 6

49 49 1900

6.2 6.2 0.06 4.5 3.0 218 0.02

12.2 12.2 0.12 6.5 3.0 232 0.03

8 12.2 12.2 0.12 6.5 3.0 198

2 62.7 62.7 0.64 6.5 3.0 400

2 62.7 62.7 0.64 6.5 3.0 1018

6 62.7 62.7 0.64 6.5 3.0 202

0.30 44.1 1.00 0.8 44.9 D

0.25 39.0 1.00 0.6 39.6 D 41.4 D

0.00 0.02 38.0 1.00 0.0 38.0 D

c0.56 0.89 14.9 1.00 20.1 35.1 D

0.02 0.04 6.7 1.00 0.0 6.7 A

0.03 0.05 6.7 1.00 0.1 6.9 A

Intersection Summary HCM 2000 Control Delay HCM 2000 Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

12.2 12.2 0.12 6.5 3.0 232 0.01 0.08 38.2 1.00 0.1 38.4 D 37.7 D

4 12.2 12.2 0.12 6.5 3.0 198 0.02 0.13 38.5 1.00 0.3 38.8 D

20.3 0.77 98.6 89.2% 15

HCM 2000 Level of Service Sum of lost time (s) ICU Level of Service

62.7 62.7 0.64 6.5 3.0 1197 0.48 0.76 12.7 1.00 2.9 15.6 B 20.4 C

0.92 53 0 0

62.7 62.7 0.64 6.5 3.0 2252 0.22 0.34 8.4 1.00 0.1 8.5 A 8.4 A

C 17.5 E

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 29

Lanes, Volumes, Timings 43: Sturgeon Rd & River's Gate

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

27 27 1900 3.7

0 0 1900 3.7 0%

27 27 1900 3.7

162 162 1900 3.7

0 0 1900 3.7 0%

40 40 1900 3.7

49 49 1900 3.7

292 292 1900 3.7 0%

264 264 1900 3.7

66 66 1900 3.7

153 153 1900 3.7 0%

49 49 1900 3.7

0.0 1

0.0 0

0.0 0 2.5 0 0

0.92 100% 2% 0

1789 0.950 1789 50 145.6 10.5

1601 1601

0.0 1 2.5 1789 0.950 1789

0.92 100% 2% 0

0% 0

Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 60.8% Analysis Period (min) 15

29 Stop

1601

1601 50 103.4 7.4

50.0 1 2.5 1789 0.950 1789

0.92 100% 2% 0

0% 29

176

43 Stop

1750

1750 60 523.4 31.4

0.0 1 2.5 1789 0.950 1789

0.92 100% 2% 0

0% 0

604 Free

50.0 0 1816

1816 60 717.4 43.0

0.92 100% 2% 0

0% 0

219 Free

ICU Level of Service B

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 30

HCM Unsignalized Intersection Capacity Analysis 43: Sturgeon Rd & River's Gate

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

27 27

0 0 Stop 0% 0.92 0

27 27

162 162

40 40

49 49

66 66

0.92 43

0.92 53

0.92 287

0.92 72

153 153 Free 0% 0.92 166

49 49

0.92 176

292 292 Free 0% 0.92 317

264 264

0.92 29

0 0 Stop 0% 0.92 0

0.92 29

None

802

1046

192

906

930

460

219

604

802 7.1

1046 6.5

192 6.2

906 7.1

930 6.5

460 6.2

219 4.1

604 4.1

3.5 89 257

4.0 100 203

3.3 97 849

3.5 23 227

4.0 100 238

3.3 93 601

2.2 96 1350

2.2 93 974

EB 1 29 29 0 257 0.11 2.9 20.8 C 15.1 C

EB 2 29 0 29 849 0.03 0.8 9.4 A

WB 1 176 176 0 227 0.77 42.0 59.9 F 50.4 F

WB 2 43 0 43 601 0.07 1.8 11.5 B

NE 1 53 53 0 1350 0.04 0.9 7.8 A 0.6

NE 2 604 0 287 1700 0.36 0.0 0.0

SW 1 72 72 0 974 0.07 1.8 9.0 A 2.2

10.6 60.8% 15

ICU Level of Service

0.92 53

SW 2 219 0 53 1700 0.13 0.0 0.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 31

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL

WBR

NET

NER

SWL

SWT

629 629 1900 3.7 0% 60.0 2 2.5 3471 0.955 3489

202 202 1900 3.7

403 403 1900 3.7 0%

152 152 1900 3.7

66 66 1900 3.7

276 276 1900 3.7 0%

100.0 1

60.0 1 2.5 1789 0.000 0

100.0 0 1601

1883

1601

1601 Yes 220

1883

1601 Yes 165

60 164.5 9.9 0.92 100% 2% 0

60 91.6 5.5 0.92 100% 2% 0

0.92 100% 2% 0

220 Perm

438 NA 4

8 8

5.0 22.5 23.0 32.9% 18.5 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

1883 60 523.4 31.4

0.92 100% 2% 0

684 Perm

1883

0.92 100% 2% 0 0%

165 Perm

300 NA 6

4 4

72 pm+pt 1 6 1

5.0 22.5 23.0 32.9% 18.5 3.5 1.0 0.0 4.5

5.0 9.5 24.0 34.3% 19.5 3.5 1.0 0.0 4.5

5.0 22.5 24.0 34.3% 19.5 3.5 1.0 0.0 4.5

3.0 3.0 0.0 0.0 None 7.0

3.0 3.0 0.0 0.0 None

3.0 3.0 0.0 0.0 Min 7.0

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 32

Lanes, Volumes, Timings 44: Sturgeon Rd & 127 St

WBL 11.0 0 16.3 0.26 0.75 27.8 0.0 27.8 C 22.4 C 38.4 59.5 140.5 60.0 1055 0 0 0 0.65

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBR 11.0 0 16.3 0.26 0.38 5.6 0.0 5.6 A

NET 11.0 0 17.6 0.28 0.83 38.5 0.0 38.5 D 29.5 C 0.0 50.0 14.3 #102.7 67.6 100.0 637 569 0 0 0 0 0 0 0.35 0.77

NER 11.0 0 17.6 0.28 0.29 5.5 0.0 5.5 A

SWL

0.0 12.5

7.1 16.0

100.0 599 0 0 0 0.28

60.0 570 0 0 0 0.13

12.6 0.20 0.20 21.5 0.0 21.5 C

SWT 11.0 0 14.7 0.24 0.68 30.5 0.0 30.5 C 28.8 C 33.5 56.2 499.4 600 0 0 0 0.50

44: Sturgeon Rd & 127 St

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 33

HCM Signalized Intersection Capacity Analysis 44: Sturgeon Rd & 127 St

10,000 Population_PM Pk_127 St 2 Lanes 07/26/2023

WBL

WBR

NET

NER

SWL

SWT

629 629 1900 4.5 0.97 1.00 0.95 3471 0.95 3489 0.92 684 0 684 Perm

202 202 1900 4.5 1.00 0.85 1.00 1601 1.00 1601 0.92 220 162 58 Perm

403 403 1900 4.5 1.00 1.00 1.00 1883 1.00 1883 0.92 438 0 438 NA 4

152 152 1900 4.5 1.00 0.85 1.00 1601 1.00 1601 0.92 165 118 47 Perm

276 276 1900 4.5 1.00 1.00 1.00 1883 1.00 1883 0.92 300 0 300 NA 6

8 16.3 16.3 0.26 4.5 3.0 914

8 16.3 16.3 0.26 4.5 3.0 419

66 66 1900 4.5 1.00 1.00 0.95 1789 0.00 0 0.92 72 0 72 pm+pt 1 6 14.8 14.8 0.24 4.5 3.0 425 0.04

c0.20 0.75 21.1 1.00 3.4 24.5 C 22.8 C

0.04 0.14 17.6 1.00 0.2 17.7 B

Intersection Summary HCM 2000 Control Delay HCM 2000 Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group

17.6 17.6 0.28 4.5 3.0 532 c0.23 0.82 20.8 1.00 10.0 30.8 C 26.9 C 24.4 0.75 62.2 54.6% 15

4 17.6 17.6 0.28 4.5 3.0 453 0.03 0.10 16.5 1.00 0.1 16.6 B

0.17 18.8 1.00 0.2 19.0 B

14.8 14.8 0.24 4.5 3.0 448 c0.16 0.67 21.5 1.00 3.8 25.3 C 24.1 C

HCM 2000 Level of Service Sum of lost time (s) ICU Level of Service

C 13.5 A

10,000 Population Horizon_PM Pk 2030 Base + 127 St to Sturgeon Rd, 2 Lanes 1:13 pm 12/01/2022 2030 Ultimate

Synchro 11 Report Page 34

HCM Unsignalized Intersection Capacity Analysis 3: Sturgeon Rd & Golf Course Access/Twp Rd 542A

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NEL

NET

NER

SWL

SWT

SWR

9 9

0 0 Stop 0% 0.92 0

9 9

60 60

76 76

7 7

142 142

0.92 83

0.92 8

0.92 97

0.92 154

158 158 Free 0% 0.92 172

12 12

0.92 65

261 261 Free 0% 0.92 284

89 89

0.92 10

3 3 Stop 0% 0.92 3

0.92 10

None

920

884

178

845

842

332

185

381

920 7.1

884 6.5

178 6.2

845 7.1

842 6.5

332 6.2

185 4.1

381 4.1

3.5 95 197

4.0 100 246

3.3 99 864

3.5 74 250

4.0 99 260

3.3 88 709

2.2 99 1390

2.2 87 1177

EB 1 20 10 10 321 0.06 1.5 16.9 C 16.9 C

WB 1 151 65 83 389 0.39 13.6 20.0 C 20.0 C

NE 1 389 8 97 1390 0.01 0.1 0.2 A 0.2

SW 1 339 154 13 1177 0.13 3.4 4.6 A 4.6

5.5 56.1% 15

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

0.92 13

Synchro 11 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 6: Sturgeon Rd & Starkey Rd

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

192 192 0.92 209

158 158 0.92 172 381 395 1015 0.38 827 0.46

202 202 0.92 220 846 209 1176 0.72 972 0.87

576 576 0.92 626

363 363 0.92 395 511 220 1166 0.44 962 0.53

107 107 0.92 116

0.72 0.87 101.6%

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 2

HCM Unsignalized Intersection Capacity Analysis 7: Viscount Rd & Sturgeon Rd

10,000 Population_PM Pk_No 127 St 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

345 345 Free 0% 0.92 375

2 2

2 2 0.92 2

5 5 Stop 0% 0.92 5

5 5

0.92 2

308 308 Free 0% 0.92 335

0.92 5

377

715

376

377 4.1

715 6.4

376 6.2

2.2 100 1181

3.5 99 397

3.3 99 670

None

EB 1 377 0 2 1700 0.22 0.0 0.0 0.0

None

WB 1 337 2 0 1181 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 498 0.02 0.5 12.4 B 12.4 B 0.2 28.3% 15

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 3

HCM Unsignalized Intersection Capacity Analysis 10: Viscount Rd/Equestrian Pl & Sturgeon Rd

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

4 4

516 516 Free 0% 0.92 561

2 2

4 4

5 5

11 11

0.92 4

0.92 5

0.92 12

0 0 Stop 0% 0.92 0

11 11

0.92 2

0 0 Stop 0% 0.92 0

5 5

0.92 2

762 762 Free 0% 0.92 828

0.92 12

0.92 4

None

832

563

1416

1406

562

1409

1405

830

832 4.1

563 4.1

1416 7.1

1406 6.5

562 6.2

1409 7.1

1405 6.5

830 6.2

2.2 100 801

2.2 100 1008

3.5 95 111

4.0 100 138

3.3 99 526

3.5 90 114

4.0 100 138

3.3 97 370

EB 1 567 4 2 801 0.00 0.1 0.1 A 0.1

WB 1 834 2 4 1008 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 183 0.05 1.3 25.8 D 25.8 D 0.7 51.6% 15

SB 1 24 12 12 175 0.14 3.5 28.8 D 28.8 D

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 4

HCM Unsignalized Intersection Capacity Analysis 13: Viscount Dr & Sturgeon Rd

10,000 Population_PM Pk_No 127 St 07/26/2023

EBT

EBR

WBL

WBT

NBL

NBR

527 527 Free 0% 0.92 573

5 5

5 5 0.92 5

14 14 Stop 0% 0.92 15

14 14

0.92 5

754 754 Free 0% 0.92 820

0.92 15

578

1406

576

578 4.1

1406 6.4

576 6.2

2.2 99 996

3.5 90 153

3.3 97 517

None

EB 1 578 0 5 1700 0.34 0.0 0.0 0.0

None

WB 1 825 5 0 996 0.01 0.1 0.1 A 0.1

NB 1 30 15 15 236 0.13 3.3 22.5 C 22.5 C 0.5 53.7% 15

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 5

HCM Unsignalized Intersection Capacity Analysis 15: Sturgeon Rd & Crestview Dr

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

WBT

WBR

SBL

SBR

2 2

539 539 Free 0% 0.92 586

758 758 Free 0% 0.92 824

2 2

5 5 Stop 0% 0.92 5

5 5 0.92 5

None

826

1415

825

826 4.1

1415 6.4

825 6.2

2.2 100 805

3.5 97 151

3.3 99 372

0.92 2

EB 1 588 2 0 805 0.00 0.1 0.1 A 0.1

WB 1 826 0 2 1700 0.49 0.0 0.0 0.0

0.92 2

SB 1 10 5 5 215 0.05 1.1 22.6 C 22.6 C 0.2 50.0% 15

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 6

HCM Unsignalized Intersection Capacity Analysis 17: Crestview Cl/Crestview Dr & Sturgeon Rd

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

2 2

541 541 Free 0% 0.92 588

2 2

6 6

5 5

0.92 2

0.92 7

0.92 5

0 0 Stop 0% 0.92 0

5 5

0.92 2

0 0 Stop 0% 0.92 0

6 6

0.92 2

749 749 Free 0% 0.92 814

0.92 5

0.92 2

None

816

590

1417

1413

589

1419

1413

815

816 4.1

590 4.1

1417 7.1

1413 6.5

589 6.2

1419 7.1

1413 6.5

815 6.2

2.2 100 812

2.2 100 985

3.5 94 113

4.0 100 137

3.3 99 508

3.5 96 112

4.0 100 137

3.3 99 377

EB 1 592 2 2 812 0.00 0.1 0.1 A 0.1

WB 1 818 2 2 985 0.00 0.0 0.1 A 0.1

NB 1 14 7 7 185 0.08 1.9 26.1 D 26.1 D 0.5 51.0% 15

SB 1 10 5 5 173 0.06 1.4 27.1 D 27.1 D

ICU Level of Service

10,000 Population_PM Pk_No 127 St 2030 Base, No 127 St 11:17 am 12/01/2022 2030 Base

Synchro 11 Report Page 7

HCM Unsignalized Intersection Capacity Analysis 20: Essex Pt & Sturgeon Rd & Twp Rd 543A

10,000 Population_PM Pk_No 127 St 07/26/2023

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

235 235

314 314 Free 0% 0.92 341

2 2

55 55

5 5

70 70

0.92 60

0.92 5

0.92 76

0 0 Stop 0% 0.92 0

373 373

0.92 2

0 0 Stop 0% 0.92 0

5 5

0.92 2

375 375 Free 0% 0.92 408

0.92 405

0.92 255

None

468

343

1699

1324

342

1299

1295

438

468 4.1

343 4.1

1699 7.1

1324 6.5

342 6.2

1299 7.1

1295 6.5

438 6.2

2.2 77 1094

2.2 100 1216

3.5 76 21

4.0 100 119

3.3 99 701

3.5 32 113

4.0 100 124

3.3 35 619

EB 1 598 255 2 1094 0.23 6.9 5.5 A 5.5

WB 1 470 2 60 1216 0.00 0.0 0.1 A 0.1

NB 1 10 5 5 40 0.25 6.2 122.5 F 122.5 F 63.4 90.4% 15

SB 1 481 76 405 362 1.33 173.4 196.2 F 196.2 F