Highway 22X & Highway 791 Functional Planning Study

Transcription

1 FINAL REPORT Highway 22X & Highway 791 Functional Planning Study Alberta Transportation Presented to: Alberta Infrastructure and Transportation Southern Region Willowglen Business Park 803 Manning Road NE, 2 nd floor Calgary, Alberta T2E 7M8 R-1133 Document 1 of 2 Plan No. P-3398

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4 CASTLEGLENN CONSULTANTS LTD. THIRD PARTY DISCLAIMER This study has been prepared by CastleGlenn Consultants Inc. ( CGI ) for the benefit of the Client to whom it is addressed. The information and data contained herein represents CGI s best professional judgment in light of the knowledge and information available to CGI at the time of preparation. Except as required by law, this study and the information and data contained herein are to be treated as confidential and may be used and relied upon only by the Client, its officers and employees. CGI denies any liability whatsoever to other parties who may obtain access to this study for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this study or any of its contents without the express written consent of CGI and the Client.

5 ACKNOWLEDGMENTS The Consulting Team comprised of CastleGlenn Consultants, AECOM Canada Ltd, The Archaeology Group, Pioneer Professional Services Group, Opus International Consultants (Canada) Ltd and Golder Associates wish to extend their sincere appreciation to those individuals and groups from Alberta Transportation and Rocky View County without whose cooperation and input this study could not have been accomplished. In particular, we wish to express our sincere appreciation to the members of the Technical Review Committee: Mr. Jerry Lau, AT Planning Engineer Southern Region; Mr. Gord Rowland, Project Delivery Technologist, Rocky View County; Mr. Mathew MacDonald, Transportation Engineer, City of Calgary; Mr. Ernie Waschuk, AT Bridge Planning Specialist; Mr. Emil Nelson, AT Senior Planning Technologist, Highway & Roadside Planning; Mr. Peter Mah, AT Design Standards Engineer, The contents of this document must be credited to numerous other individuals within the above agencies who have inadvertently been excluded from the above list but which have contributed to the study process through their comments or guidance.

6 EXECUTIVE SUMMARY CastleGlenn Consultants Inc. was retained in April, 2010 to undertake a Functional Planning Study that would determine the ultimate 8-lane configuration for Highway 22X (13.3 km section from the East Calgary Freeway to Range Road 273) and confirm the location of future interchanges along the highway corridor. Development pressures and continued growth in Calgary and outlining areas have warranted the need to advance planning of Highway 22X to a freeway standard to ensure the highway can meet future transportation demand. This study outlines the property required to ensure development of the ultimate Highway 22X corridor and the associated interchanges, including lands required for the realignment of Highway 791 that would be implemented as part of the Highway 22X/791 interchange. Objectives The primary objectives of the Highway 22X and Highway 791 Functional Planning Study were to: determine the infrastructure requirements necessary to accommodate the ultimate 8- lane Highway 22X freeway designation; determine the optimal location and spacing of future Highway 22X interchanges that will provide for sufficient capacity to accommodate ultimate build-out forecast traffic volumes; provide rationale for selecting the recommended Highway 22X widening and interchange designs, taking into account the location of the Calgary East Freeway systems interchange and the future conceptual Regional Ring Road systems interchange envisioned between Highway 791 and Range Road 273 (former Highway 797); and identify the configuration and right-of-way requirements for future interchanges located along the Highway 22X corridor, including the realignment of Highway 791 as part of the Highway 22X/791 interchange. Existing Conditions The existing 13.3 km section of the Highway 22X corridor (See Exhibit ES-1) within the study limits (east of 88 th Street to west of Range Road 273) can be characterised as follows: Classification: Highway 22X is classified as Level 2 arterial highway that accommodates the movement of people, goods and services intra-provincially. Vehicle Designation: Highway 22X is not designated as a High Load Corridor 1 ; however, the highway is a Long Combination Vehicle Route 1. Design Designation: Highway 22X is currently designated as a 2-lane undivided rural arterial, with a posted speed of 100 km/hr. 1 as per information referenced form AT website s outlining commercial vehicle requirements in Alberta Alberta Transportation Page -ES 1 -

7 Cross-Section: The existing 2-lane undivided Highway 22X cross-section consist of a pavement width that varies from 13.2 to 13.4 m and a highway right-of-way that varies between 64 m and 68 m in width along the corridor. Horizontal and Vertical Geometry: The alignment of Highway 22X is primarily tangential and level with the exception of a 3.7 km segment that contains three horizontal curves forming the approach roads to the CPR overpass structure (BF77548). Access Management: Access to Highway 22X is provided via ten at-grade intersections, which are stop-controlled on the minor leg. The spacing between intersections generally varies from 1.6 km to 2.0 km. Collision Information: A total of 53 collisions (including animal and non-animal collisions) were reported along the corridor, which corresponds to collision rate of 0.49 collisions per million vehicle kilometres. This rate is significantly lower than the 2009 Provincial average of 6.38 collisions per million vehicle kilometres for a similar highway. Shepard Canal Culvert Crossing: Approximately 1 km west of Range Road 285, Highway 22X crosses over the Shepard Canal (BF 84079) on square via two 51.2 m (long), m (span), m (rise) SPCSP ellipse culverts. The culvert crossing was constructed in 2007 as part of the City of Calgary s Shepard Stormwater Diversion Project, which provides a route for stormwater on the east side of the city to reach the Bow River (The City of Calgary constructed the canal assuming twinning of Hwy 22X was to occur on the north side of the existing lanes. The Mahogany Storm Trunk located just west of the Shepard Canal was constructed in 2010 assuming twinning of Hwy 22X was to occur on the south side of the existing lanes). CP Rail Bridge Structure: Approximately 900 m east of Highway 791, the Highway 22X corridor crosses over a single CPR track via a three span 70 m long bridge (BF77548) constructed on a 51 38' RHF skew. The structure was built in 1981 and is considered to be in very good condition. Existing Facilities Adjacent to the Highway Corridor: Land uses adjacent to the highway corridor are primarily agricultural/farm land with some county residential lots. The Hamlet of Indus is located on the north side of Highway 22X with Highway 791 providing primary access to the community. Just west of Range Road 282 an aerodrome facility fronts the south side of Highway 22X. Additional Factors: A review of environmental conditions, geotechnical conditions and historical resources indicates that no significant issues or mitigations measures are required to implement the proposed Highway 22X and Highway 791 improvements. Traffic Volumes Existing Traffic Volumes: Two-way Average Annual Daily Traffic (AADT) volumes are approximately 8,830 vehicles-per-day (vpd) east of 88th Street and 3,820 vpd west of Range Road 273; 20-Year Forecast Traffic Volumes: Two-way AADT volumes are approximately 25,800 vpd east of 88th Street and 20,100 vpd west of Range Road 273; and Alberta Transportation Page -ES 2 -

8 Ultimate Forecast Traffic Volumes (75-year horizon): Two-way AADT volumes are approximately 77,800 vpd east of 88th Street and 62,200 vpd west of Range Road 273. Development of the forecast traffic volumes included a review of historic traffic information, past modelling efforts and available land use information, including the City of Calgary s Regional Transportation Model (RTM), East Regional Context Study, Indus Area Structure Plan and the Fulton Industrial Development. Highway 22X Twinning The options examined for the twinning of Highway 22X involved constructing a new set of lanes either on the north side or south side of the existing 2-lane Highway 22X corridor using a 40 m centerline spacing with a 104 m wide basic right-of-way. A comparative matrix analysis indicated that twinning Highway 22X to the south is the preferred alternative given: Highway Geometrical Design Adherence: Twinning to the south is consistent with the Highway 22X twinning configuration proposed outside the study limits (as indicated in the Calgary East Freeway/Highway 22X systems interchange plans and Highway 1, Alignment and Area Network Functional Planning Study). A consistent south twinning eliminates the need for horizontal highway curves that would otherwise be required to connect a south to north twinning; Required Highway Right-of-Way: The property area (excluding interchanges) required to accommodate a north twinning of Highway 22X was estimated at 143 acres and 123 acres for a south twinning option; and Highway 22X/CPR Rail Crossing: Twinning to the south provides for increased design flexibility by allowing construction of various crossing angles over the CPR corridor for the new eastbound Highway 22X lanes. [A benefit-cost analysis indicates that the preferred skew crossing for the new structure is a 51 38' RHF skew, which parallels the existing Highway 22X/CPR overpass, however a significant factor that must be considered before construction of the eastbound Highway 22X lanes is the future location of the Regional Ring Road and associated systems interchange currently envisioned approximately 2.2 km east of the existing Highway 22X/CPR crossing. The proposed configuration and exact location of the systems interchange remains to be determined and may impact the decision to construct a tangential Highway 22X alignment (64 skew angle) over the CPR corridor.] The following structural modifications will be required to accommodate the twinning of Highway 22X: Shepard s Canal Culvert Crossing (BF 84079): The two 51.2 m long culverts will have to be extended by approximately 55.1 m (10.4 m on the north and 44.7 m on the south side). A hydraulic analysis indicates that the culvert extensions should not have any significant impacts on flow velocities and flow depths. CP Rail Bridge Structure (BF77548): With the advent of twinning, the posted speed along the Highway 22X corridor would increase from the existing 100 km/hr speed limit to 110 km/hr. This speed increase requires modifications to the existing structure and bridge approach roads (to be used by westbound traffic), specifically, the existing Alberta Transportation Page -ES 3 -

9 vertical curve (114 K value consistent with a 110km/hr design speed) along the structure would be reconstructed to a minimum 140 K value to satisfy stopping sight distance requirements for a 130 km/h design speed. (An alternative option that should be reviewed at the time of detailed design is to maintain the existing K 114 crest curve on the structure and request a "design exception" taking into account the latest condition of the structure, traffic volumes and preferred location of the Regional Ring Road) Interchange Planning Highway 22X/Range Road 285 Interchange: Application of AT s interchange spacing guidelines indicates that the closest position for a local interchange east of the East Calgary Freeway systems interchange is at Range Road 285. This location provides for a satisfactory 3.2 km separation to the systems interchange, integrates with Rocky View County s long range transportation plan and provides for an all movement access to the East Regional Context Study lands. (The East Calgary Freeway systems interchange does not provide for the S-E movement nor the E-S movement at the interchange site. As such, full movement access to lands located south of Highway 22X, including the Calgary Hospital, are restricted.) Highway 22X/Highway 791 Interchange: A geometrical review of the existing Highway 22X/791 junction indicates that the site is not a preferred location for an interchange given that the close proximity of the CP Rail corridor creates numerous interchange design constraints. A comparative matrix analysis of five candidate locations for a Highway 22X/791 interchange indicates that an interchange located along Range Road 282 (1.2 km west of the existing Highway 791 alignment) is preferred. The site will require constructing a 4.3 km long segment of Highway 791, including a northbound and southbound Highway 791 structure over the CPR corridor. Highway 22X/Range Road 285 Interchange "Ultimate" Interchange Configuration: A Parclo A Highway 22X/Range Rd 285 interchange configuration (See Exhibit ES-1) was found to provide satisfactory operations at the Long-Range horizon travel demand forecast and is depicted as the preferred design in the study functional plans. (To provide AT with maximum design flexibility, the rightof-way boundaries protect for a possible Parclo B configuration. Providing for this design flexibility was particularly prudent at this location given that the traffic forecasts for the E-S movement are significantly high and require double left-turn lanes operating at maximum capacity. Should traffic volumes during the Long-Range horizon year develop differently or increase demand specifically for the E-S movement, a Parclo B configuration may be the preferred design.) Bridge Configuration and Ramp Terminals: The "ultimate" Parclo A interchange includes a 7-lane Range Road 285 structure over an 8-lane Highway 22X (excluding loop entrance terminals) with a single-lane loop ramp in the SW interchange quadrant and a dual lane loop ramp in the NE interchange quadrant. Both the south and north ramp terminals were found to provide improved operations under traffic signal control, however the design accommodates roundabouts if required. (The staging strategy for the interchange remains to be determined). Alberta Transportation Page -ES 4 -

10 Highway 22X/791 Interchange "Ultimate" Interchange Configuration: A Parclo B Highway 22X/Highway 791 configuration (See Exhibit ES-1), with roundabout ramp terminals, was found to provide the best traffic operation characteristics and is depicted as the preferred design in the study functional plans. The Parclo B configuration also protects for sufficient property to allow construction of a Parclo A configuration if warranted in the future. This provides AT with maximum design and staging flexibility to implement an alternative interchange configuration should traffic patterns change within the study area. Bridge Configuration and Ramp Terminals: The "ultimate" Parclo B interchange includes a 6-lane Highway 791 structure over an 8-lane Highway 22X (excluding collector roads for loop entrance terminals) with a single lane loop in the NW and the SE interchange quadrants. Roundabout ramp terminals are proposed at both the north and south ramp terminals. The roundabouts consist of two circulatory lanes with a 78 m inscribed diameter that accommodates the turning movements of a WB-36 heavy vehicle. The roundabouts can be converted to standard intersections if required. (The staging strategy for the interchange remains to be determined) Highway 791 Realignment The 4.3 km long new segment of Highway 791 (beginning at Hwy 22X and tying into the existing Hwy 791 corridor approximately 800 m north of Township Road 231) can be characterised as follows: Horizontal Alignment: The horizontal highway alignment is primarily tangential with the exception of two horizontal curves located north of the CPR rail corridor. The two curves (R 1200 m) provide for a transition back to the existing Highway 791 alignment and tie into a westerly twinning of the corridor as proposed in the Highway 791 Functional Planning Study (UMA AECOM, November 2008). Vertical Alignment: The vertical alignment consists of a gradual profile varying between 0% and 2% with above minimum vertical curve parameters. The design allows intersections along Highway 791 to be configured as both roundabouts and standard intersections. Access Management: Three intersections are proposed along the new segment of Highway 791, including at Township Road 231, Township Road 230 and a new intersection located 500 m north of the Highway 22X/791 interchange north ramp terminal. The spacing between the intersections varies between 500 m (within the vicinity of the interchange) to 1.6 km (between Township Road 230 and Township Road 231). Intersection Configuration: The functional plans depicted roundabouts at all intersectional locations along the highway corridor, including at the Highway 22X/Highway 791 interchange ramp terminals. The roundabouts are located outside of horizontal curves, provide for two circulating lanes (with an inscribed diameter 78 m) and provisions to accommodate the turning movement of a WB-36. Alberta Transportation Page -ES 5 -

11 Cross-section: The Highway 791 cross-section (referenced form AT Highway Geometric Design Guide, Figure C-6.2a) provides for a 90 m wide basic right-of-way with a 22.6 m median (30 m centerline-to-centerline spacing). Highway 22X Potential Staging and Associated Costs The following potential staging strategy (based on 20-year and 75-year forecast traffic volumes) was developed for the Highway 22X corridor (Given that the factors and assumptions used in the staging strategy are variable and subject to revision, it is recommended that the proposed Highway 22X staging strategy be monitored and substantiated over time as development initiatives become further clarified and traffic assumptions become increasingly formulized): 4-lane Highway 22X: Construction of a 4-lane Highway 22X is anticipated in year 2030 or sooner with an estimated cost of $43.1M, which includes: - road works required for a 13.3 km southerly twinning of the existing Highway 22X corridor; - a new 2-lane eastbound Highway 22X structure over the CPR; - the extension of the Shepard Canal culvert and realignment of a section of the canal; - relocation of utilities required for the twinning and also for the ultimate 8-lane Highway 22X cross-section; and - signals or roundabouts at five Highway 22X intersections. 6-lane Highway 22X: Construction of a 6-lane Highway 22X is anticipated in year 2055 with an estimated cost of $30.2M, which includes: - road works required for an additional eastbound and westbound Highway 22X lane; - removal of the existing two-lane Highway 22X/CPR structure (BF 77548); - construction of a new 3-lane westbound Highway 22X/CPR structure; - one lane widening of the 2-lane eastbound Highway 22X/CPR structure constructed in Stage I; and - signals or roundabouts at the remaining five Highway 22X intersections. 8-lane Highway 22X: Construction of an 8-lane Highway 22X is anticipated in year 2075 with estimated cost of $170.5M, which includes: - road works required for additional eastbound and westbound Highway 22X through lanes; - one lane widening of the 3-lane eastbound and westbound Highway 22X/CPR structures; - construction of service roads to allow for the closure of at-grade intersections; - road works required for the 3.7 km (north of the Highway 22X/791 Interchange) 4-lane Highway 791 cross-section; - construction of interchanges at Range Road 285 and the new Hwy 791 corridor; and Alberta Transportation Page -ES 6 -

12 - relocation of utilities that conflict with proposed construction works. Public Consultation Process The public consultation process for the study included: Public Open House and Focus Groups # 1: Provided the opportunity to present the study objectives, Highway 22X existing conditions, potential interchange locations and conceptual Highway 22X twinning options. Approximately 33 individuals attended the first public open house, while 7 individuals attended focus group meetings; Public Open House and Focus Groups # 2: Addressed the Highway 791 corridor, including: existing conditions, potential locations for a Highway 22X/791 interchange and Highway 791 realignment options. Approximately 75 individuals attended the second public open house, while 24 individuals attended focus group meetings; and Public Open House and Focus Groups # 3: Presented the consultants recommended Highway 22X twinning, Highway 791 realignment and proposed interchange designs along the Highway 22X corridor. Approximately 27 individuals attended the third public open house, while 22 individuals attended focus group meetings. Recommendations It is recommended that 1. The infrastructure improvements consistent with the Highway 22X & Highway 791 Functional Planning Study be received by Alberta Transportation; 2. Rocky View County and the City of Calgary be informed that the Highway 22X & Highway 791 Functional Planning Study represents a planning document and Highway 22X improvements are currently not scheduled; 3. Rocky View County Council and City of Calgary Council be requested to incorporate the Highway 22X & Highway 791 Functional Planning Study within their area structure plans and municipal development plans; and a) Subsequent to Alberta Transportation s endorsement of the Highway 22X & Highway 791 functional designs, as recommended in the Highway 22X & Highway 791 Functional Planning Study, Alberta Transportation is encouraged to pursue those initiatives necessary to confirm the detailed engineering feasibility of the proposed Highway 22X improvements including develop of detailed construction staging plans. Alberta Transportation Page -ES 7 -

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14 TABLE OF CONTENTS 1.0 INTRODUCTION STUDY AREA BACKGROUND RELEVANT PLANNING/DESIGN INITIATIVES GOALS AND OBJECTIVES METHODOLOGY EXISTING CONDITIONS HIGHWAY 22X CORRIDOR INTERSECTIONS ALONG HIGHWAY 22X CORRIDOR HIGHWAY 791 CORRIDOR ENVIRONMENTAL EVALUATION HISTORICAL RESOURCES OVERVIEW PRELIMINARY GEOTECHNICAL ASSESSMENT EXISTING STRUCTURES ASSESSMENT CP Rail Overpass Structure (BF 77548) Shepard Stormwater Diversion Culvert (BF 84079) EXISTING UTILITIES PHASE I: IN SERVICE ROAD SAFETY AUDIT TRAFFIC FORECASTING AND ANALYSIS EXISTING TRAFFIC AND HISTORICAL OPERATIONS Existing Traffic Operations Analysis of Existing Traffic Operations TRAFFIC FORECASTS Land Use Assumptions Infrastructure Assumptions Twenty Year Forecast Ultimate Build-Out Forecast ANALYSIS & EVALUATION OF HIGHWAY 22X CORRIDOR Analysis 20-Year Horizon Analysis Long-Range Horizon HIGHWAY 22X TWINNED ALIGNMENT HIGHWAY 22X CENTERLINE SPACING HIGHWAY 22X TWINNING OPTIONS AND PREFERRED ALIGNMENT HIGHWAY 22X CROSS-SECTION DEVELOPMENT OF HIGHWAY 22X INTERCHANGES & HIGHWAY 791 REALIGNMENT INITIAL INTERCHANGE LOCATIONS Alberta Transportation Page -i -

15 5.1.1 Range Road 285 Interchange Existing Highway 22X/Highway 791 Junction Highway 791 Interchange Located East of the CP Rail Corridor Highway 791 Interchange Located West of the CP Rail Corridor WHY CONSOLIDATE THE HIGHWAY 791 AND RANGE ROAD 283 INTERCHANGES? HIGHWAY 791 INTERCHANGE AND REALIGNMENT OPTIONS Highway 791 Alignment Option Evaluation and Assessment The Recommended Highway 791 Alignment Option PROPOSED INTERCHANGE CONFIGURATIONS Highway 22X/Range Road 285 Interchange Highway 22X/791 Interchange HIGHWAY 22X STAGING STRATEGY FUNCTIONAL DESIGN OF HIGHWAY 22X INTERCHANGES & HIGHWAY 791 REALIGNMENT DESIGN CRITERIA DESIGN VEHICLE HIGHWAY 22X/RANGE ROAD 285 INTERCHANGE "Ultimate" Interchange Design Characteristics Cross-Sections Pedestrian and Cyclist Accommodation HIGHWAY 22X/HIGHWAY 791 INTERCHANGE "Ultimate" Interchange Design Characteristics Cross-Sections Highway 791 Realignment PLANNING ROAD SAFETY AUDIT BRIDGE PLANNING HIGHWAY 22X/CP RAIL CROSSING (BF77548) Existing Highway 22X/CPR Bridge Configuration Proposed Modification to the Existing Highway 22X/CPR Bridge Crossing Angle Options for a New Eastbound Highway 22X/CPR Bridge Preferred Crossing Angle for a New Westbound Highway 22X/CPR Bridge Highway 22X/CPR Bridge Staging Strategy HIGHWAY 22X/SHEPARD CANAL CULVERT CROSSING (BF 84079) HIGHWAY 791/CP RAIL CROSSING EXISTING UTILITY ASSESSMENT HYDROLOGICAL ASSESSMENT HYDROLOGICAL ASSESSMENT CONCLUSIONS HYDROLOGICAL ASSESSMENT RECOMMENDATIONS COST ESTIMATES STAGE I: 4-LANE HIGHWAY 22X (TWINNING) Alberta Transportation Page -ii -

16 10.2 STAGE II: 6-LANE HIGHWAY 22X STAGE III: 8-LANE HIGHWAY 22X SUMMARY OF PUBLIC CONSULTATIONS FOCUS GROUP MEETINGS AND PUBLIC OPEN HOUSE NO FOCUS GROUP MEETINGS AND PUBLIC OPEN HOUSE NO FOCUS GROUP MEETINGS AND PUBLIC OPEN HOUSE NO FINDINGS AND RECOMMENDATIONS FINDINGS Study Area Highway 22X Existing Conditions Highway 791 Existing Conditions Environmental Evaluation Historical Resources Overview Preliminary Geotechnical Assessment Existing Structures Assessment along Highway 22X Road Safety Audit Traffic Forecasting Highway 22X Twinning Interchange Planning Highway 22X/Range Road 285 Interchange Highway 22X/791 Interchange Highway 791 Realignment Highway 22X Potential Staging and Associated Costs Existing Utilities Conflicts Drainage Public Consultation RECOMMENDATIONS ANNEXES ANNEX A FUNCTIONAL PLANS... A-1 ANNEX B RIGHT-OF-WAY REQUEST PLANS... B-1 Alberta Transportation Page -iii -

17 LIST OF TABLES TABLE 2-1: HIGHWAY 22X INTERSECTIONS WITH AUXILIARY LANE TABLE 3-1: SUMMARY OF INTERSECTION CAPACITY RESULTS FOR 2009 TRAFFIC VOLUMES TABLE 3-2: INFRASTRUCTURE ASSUMPTIONS FOR 20-YEAR AND LONG RANGE FORECAST ACTIVITIES TABLE 3-3: SUMMARY OF INTERSECTION CAPACITY RESULTS FOR 2030 HORIZON YEAR TABLE 4-1: FACTORS FOR HIGHWAY 22X TWINNING MATRIX COMPARATIVE ASSESSMENT TABLE 5-1: FACTORS FOR HIGHWAY 791 ALIGNMENT MATRIX COMPARATIVE ASSESSMENT TABLE 5-2: HIGHWAY 791 ALIGNMENT MATRIX SUMMARY TABLE 5-3: SUMMARY OF INTERSECTION CAPACITY RESULTS FOR INTERCHANGE OPTIONS TABLE 5-4: SUMMARY OF SIDRA ROUNDABOUT ANALYSIS RESULTS FOR INTERCHANGE OPTIONS TABLE 5-5: SUMMARY OF INTERSECTION CAPACITY RESULTS FOR A DIAMOND HIGHWAY 22X/ TABLE 5-6: SUMMARY OF ROUNDABOUT ANALYSIS RESULTS FOR HIGHWAY 22X/791 INTERCHANGE TABLE 5-7: POTENTIAL HIGHWAY 22X STAGING STRATEGY TABLE 6-1: DESIGN CRITERIA TABLE 6-2: PLANNING STAGE ROAD SAFETY AUDIT SUMMARY TABLE 7-1: SUMMARY OF BENEFIT-COST ANALYSIS OF EB HIGHWAY 22X ALIGNMENT OPTIONS TABLE 10-1: ESTIMATED HIGHWAY 22X AND HIGHWAY 791 COSTS Alberta Transportation Page -iv -

18 LIST OF EXHIBITS EXHIBIT 1-1: HIGHWAY 22X & HIGHWAY 791 FUNCTIONAL PLANNING STUDY EXHIBIT 2-1: SPATIAL DISTRIBUTION OF COLLISION FREEQUENCY ALONG HIGHWAY 22X EXHIBIT 2-2: HIGHWAY 22X INTERSECTION LOCATIONS EXHIBIT 2-3: HIGHWAY 22X/791 INTERSECTION COLLISION BREAKDOWN EXHIBIT 2-4: PROPOSED GEOMETRICAL MODIFICATION TO CPR OVERPASS EXHIBIT 3-1: EXISTING (2009) TRAFFIC VOLUMES EXHIBIT 3-2: 20-YEARFORECAST TRAFFIC VOLUMES EXHIBIT 3-3: ULTIMATE FORECAST TRAFFIC VOLUMES EXHIBIT 4-1: HIGHWAY 22X CROSS-SECTION AND LANE WIDENING STRATEGY EXHIBIT 5-1: ORIGINALLY ENVISIONED HIGHWAY 22X INTERCHANGE LOCATIONS EXHIBIT 5-2: HWY 22X/791 INTERCHANGE OFFSET 700 M TO 800 M EAST OF THE EXISTING HWY EXHIBIT 5-3: HIGHWAY 791 ALIGNMENT OPTIONS EXHIBIT 5-4: PREFERRED HIGHWAY 791 ALIGNMENT EXHIBIT 5-5: ULTIMATE FORECAST TRAFFIC VOLUMES AT HWY 22X/R.R. 285 INTERCHANGE EXHIBIT 5-6: ULTIMATE FORECAST TRAFFIC VOLUMES AT HWY 22X/791 INTERCHANGE EXHIBIT 6-1: HIGHWAY 22X/RANGE ROAD 285 INTERCHANGE CROSS-SECTIONS EXHIBIT 6-2: HIGHWAY 22X/791 INTERCHANGE CROSS-SECTIONS EXHIBIT 6-3: HIGHWAY 791 CROSS-SECTION EXHIBIT 7-1: PROPOSED MODIFICATIONS TO EXISTING HIGHWAY 22X STRUCTURE AS PART OF THE TWINNED HIGHWAY 22X CONFIGURATION EXHIBIT 7-2: CROSSING ANGLE OPTIONS FOR A NEW EASTBOUND HIGHWAY 22X/CPR BRIDGE EXHIBIT 7-3: HIGHWAY 22X/CPR BRIDGE STRUCTURES, STAGE I EXHIBIT 7-4: HIGHWAY 22X/CPR BRIDGE STRUCTURES, STAGE II & III EXHIBIT 7-5: PROPOSED SHEPARD CANAL CULVERT EXTENSION EXHIBIT 7-6: HIGHWAY 791/CPR BRIDGE STRUCTURES EXHIBIT 8-1: EXISTING UTILITY LOCATIONS IN THE VICINITY OF HIGHWAY 22X AND HIGHWAY EXHIBIT 8-2: EXISTING UTILITY LOCATIONS IN THE VICINITY OF HIGHWAY 22X AND HIGHWAY EXHIBIT 8-3: EXISTING UTILITY LOCATIONS IN THE VICINITY OF HIGHWAY 22X AND HIGHWAY EXHIBIT 9-1: HIGHWAY 22X AND HIGHWAY 791 DRAINAGE EXHIBIT EXHIBIT 11-1: PUBLIC OPEN HOUSE #2 PRESENTATION Alberta Transportation Page -v -

19 SUPPORTING APPENDIX MATERIALS (Separate Document) APPENDIX "A" STUDY TEAM REPORTS...A "A-1" ENVIRONMENTAL EVALUATION... A-1 "A-2" HISTORICAL RESOURCES OVERVIEW (HRO)... A-2 "A-3" GEOTECHNICAL AND HYDROLOGICAL ASSESSMENT... A-3 "A-4" EXISTING STRUCTURE ASSESSMENT... A-4 "A-5" ROAD SIDE SAFETY AUDIT... A-5 APPENDIX "B" CURRENT AND FORECAST TRAFFIC INFORMATION, LAND USE AND ANALYSIS...B "B-1" TRAFFIC INFORMATION... B-1 "B-2" LANDUSE INFORMATION... B-2 "B-3" TRAFFIC FORECASTS... B-3 "B-4" INTERSECTION CAPACITY ANALYSIS... B-4 "B-5" QUEUE ANALYSIS... B-5 "B-6" ROUNDABOUT ANALYSIS... B-6 "B-7" WEAVING ANALYSIS... B-7 APPENDIX "C" HIGHWAY 22X TWINNING MATRIX ANALYSIS...C APPENDIX "D" BRIDGE PLANNING...D "D-1" MODIFICATIONS TO EXISTING CPR OVERPASS (BF77548)... D-1 "D-2" INTERCHANGE AT EXISTING HIGHWAY 22X/791 JUNCTION... D-2 "D-3" HWY 22X CPR OVERPASS OPTIONS &BENEFIT -COST ANALYSIS D-3 "D-4" SHEPARD CANAL CROSSING (BF 84079)... D-4 APPENDIX "E" HIGHWAY 791 REALIGNMENT OPTIONS AND ASSESSMENT...E APPENDIX "F" STUDY CORRESPONDENCE... F "F-1" CP RAIL AND CANADIAN TRANSPORTATION AGENCY...F-1 "F-2" ROCKY VIEW COUNTY...F-2 "F-3" UTILITY COMPANIES...F-3 APPENDIX "G" APPENDIX "H" APPENDIX "I" PHASE 2 ROAD SAFETY AUDIT AND CGC RESPONSE... G COST ESTIMATES... H INDUS/WINTERS AIRE PARK...I Alberta Transportation Page -vi -

20 1.0 INTRODUCTION CastleGlenn Consultants Inc. was retained in April 2010 to undertake a functional planning study that would determine the ultimate 8-lane configuration for Highway 22X (13.4 km section from the East Calgary Freeway to Range Road 273) and confirm the location of future interchanges along the highway corridor. Development pressures and continued growth in Calgary and outlining areas has warranted the need to advance planning of Highway 22X to a freeway standard to ensure the highway can meet future transportation demand. This study outlines the property required to ensure development of the ultimate Highway 22X corridor and the associated interchanges including lands required for the realignment of Highway 791 that would be implemented as part of the Highway 22X/791 interchange. 1.1 Study Area The study area (see Exhibit 1-1) encompasses the area of influence within the vicinity of Highway 22X (from Calgary East Freeway/88th Street to west of Range Road 273/former Highway 797) and Highway 791 (north of Highway 22X to Township Road 232). Highway 22X serves as an east-west corridor providing a gateway to the south-east side of the City of Calgary. Located primarily within Rocky View County, Highway 22X (which reverts to Highway 901 east of Highway 24) also connects to Highway 1 (approximately 50 km east of the study area) providing for an additional long combination vehicle route into the City of Calgary. The two-lane undivided highway has a posted speed of 100 km/hr and is classified as a Level 2 arterial highway that accommodates the movement of people, goods and services intra-provincially. Current access to Highway 22X is provided by multiple at-grade intersections spaced approximately 1.6 km apart with a systems interchange under construction at the East Calgary Freeway junction. A future Regional Ring Road with a systems interchange is being considered by the department midway between Highway 791 and Range Road 273 (at the time of report preparation, the work on the Regional Ring was ongoing and the exact location had not been identified). Within the study area, Highway 22X crosses over a single track CPR corridor (BF 77548) located approximately 1 km east of Indus and a storm water diversion channel (Shepard Canal, BF 84079) located 2.3 km west of the East Calgary Freeway. Alberta Transportation Page -1-1-

21 City of Calgary Rocky View County STUDY LIMIT Calgary East Freeway Systems Interchange Indus Conceptual location for a future "Regional Ring Road" with a systems interchange Former Hwy 797 Shepard Canal Crossing At-Grade Rail Crossing CPR Overpass Irrigation Canal Aerodrome STUDY LIMIT STUDY LIMIT Exhibit 1-1: Highway 22X & Highway 791 Functional Planning Study Alberta Transportation Page -1-2-

22 Highway 791 serves as a north-south corridor that connects smaller communities on the east side of Calgary and provides for a direct connection between Highway 22X and Highway 1. Located within Rocky View County, Highway 791 terminates at Highway 22X and becomes Range Road 281 south of Highway 22X. The two-lane undivided paved highway has a posted speed of 80 km/hr and is classified as a Level 3 arterial highway that generally serves traffic of an inter-county nature (i.e. through two or more counties). The corridor serves as the main connection to the hamlet of Indus located just north of the Highway 22X/791 junction. Current access to Highway 791 within the study area is provided by multiple private and public accesses spaced 300 m to 1.6 km apart. A signalized at-grade CP rail crossing is located approximately 500 m north of the Highway 22X/791 intersection. Surrounding land uses adjacent to both highway corridors vary between agricultural, country residential and commercial. The hamlet of Indus located just north of the Highway 22X/791 junction is predominantly a residential community with a recreational center and a small elementary school (with approximately 225 students). Several developments are proposed within the vicinity of Indus including the Fulton Industrial Park (525 acre approved conceptual scheme fronting Highway 22X - LSD ) and Indus Development Land (100 acre approved industrial conceptual scheme located in the NE and NW quadrants of the Highway 22X/Hwy 791 intersection). An aerodrome, referred to as the Indus/Winter s Aire Park, is located approximately 1.2 km west of Highway 791 fronting the south Highway 22X right-of-way boundary. The 100 acre facility operates two 800 m long turf run-ways, multiple hangars and a small ultra-light airplane manufacturing service. 1.2 Background The study area is predominantly located within the jurisdiction of Rocky View County with the exception of a 3.2 km section of Highway 22X (between the Calgary East Freeway and the west boundary of Range Road 285) that fronts City of Calgary lands. This area is part of the City of Calgary s East Regional Context Study (Land Use Planning & Policy Planning, Development and Assessment, 2009) that includes 56 square kilometres of lands planned to serve as a residential, employment and industrial growth corridor for Calgary s east and southeast sectors. Eight communities have been identify within the overall area, including seven primarily residential communities with a projected population of over 160,000 people and an industrial area that will generate approximately 21,000 jobs. The construction of the Calgary East Freeway/Highway 22X systems interchange, combined with increasing development pressure within the study area, have warranted the need to Alberta Transportation Page -1-3-

23 identify and plan for the future requirements of the Highway 22X corridor. This functional planning study was initiated to confirm the ultimate 8-lane freeway designation of Highway 22X including the location and configuration of future interchanges. 1.3 Relevant Planning/Design Initiatives The following planning/design initiatives and traffic impact studies provided information relevant to this functional planning study and were used to gain a familiarization of the study area development initiatives and potential design constraints. Alberta Transportation initiatives: Highway 791 Functional Planning Study (UMA AECOM, November 2008) addressed the section of Highway 791 between Highway 22X and Highway 564 (total distance 27 km) in terms of ultimate cross-section requirements, access management strategy and optimal configuration for Highway 1/791 interchange. The study provided the following information that was found to be directly applicable to the Highway 22X study area: - an ultimate requirement for an interchange at Highway 22X/791 was identified, however the specific interchange configuration and location was not addressed; - twinning of Highway 791 was envisioned to occur in the year time horizon using a 30 m centerline-to-centerline spacing; - the recommend Highway 791 twinning strategy in the vicinity of Indus (Highway 22X to just south of Twp Road 230) included constructing a new 4-lane divided Highway 791 alignment on the east side of the existing Highway 791 corridor and reverting the existing Highway 791 lanes to a local road. North of Twp Road 230, twinning of Highway 791 was proposed on the west side of the existing corridor where the new lanes would be used for southbound Highway 791 traffic and the existing lanes for northbound Highway 791 traffic; and - the access management strategy recommended a 1.6 km intersection spacing along the Highway 791 corridor with only one highway access provided to the community of Indus at Twp Road 230. Highway 1, Alignment and Area Network (Hwy 842 to Hwy 797) Functional Planning Study (McElhanney, May 2009-Present) identified a requirement for the Highway 1 bypass of Strathmore and the future freeway corridor requirements east of Calgary, including Highway 22X east of Range Road 273 (former Highway 797). The study recommended twinning of Highway 22X east of Range Road 273 on the south side of the existing Highway 22X lanes using a 40 m centerline-to-centerline spacing. In addition, a spread diamond interchange was ultimately envisioned at the Highway 22X/Range Road 273 junction. Calgary East Freeway and Highway 22X Systems Interchange (as per SE Stoney Trail DBFO, Plan PL-32, Stantec 2010). AT provided CastleGlenn with CAD drawings depicting the configuration of the Calgary East Freeway systems interchange (currently under construction). Alberta Transportation Page -1-4-

24 [The interchange plan was incorporated in the Highway 22X functional plans, which included twinning of Highway 22X proposed on the south side of the existing Highway 22X lanes east of the systems interchange.] City of Calgary initiatives: Mahogany Storm Trunk (construction plans issued for tender, Stantec, May 2010) depicts the design of a major stormwater drainage pipe connecting to the Shepard Canal. Within the study area, the 1.8 m diameter Storm Trunk is located on the north side of Highway 22X (offset 17 m from the Hwy 22X edge of pavement) and parallels the highway corridor for approximately 1.5 km before tying into the Shepard Canal. (City of Calgary constructed the Mahogany Storm Trunk in 2010 assuming twinning of Hwy 22X was to occur on the south side of the existing Highway 22X lanes. However, the reconstruction of the Shepard Canal undertaken in 2006 assumed twinning of Highway 22X would occur on the north side of the existing highway lanes) The following Rocky View County and City of Calgary development/planning initiatives were incorporated into the study land use plans and traffic forecasting model: East Regional Context (ERC) Study defines the land use and infrastructure requirements for the City of Calgary east expansion area. The mixed use residential, employment and industrial areas located within the general proximity of the Highway 22X corridor are to ultimately result in a population of over 95,800 persons and 22,800 jobs at build-out; Calgary Regional Transportation Model (RTM) is a travel demand forecasting model that includes the City of Calgary and the surrounding region. The RTM incorporates the South Shepard Area Structure Plan as well as the most up to date estimates, trends and predictions from other divisions within the City, inclusive of population and employment trends broken down by zones for current and future horizon years; Indus Area Structure Plan (Municipal District of Rocky View No. 44, 2004) outlines the development vision for the hamlet of Indus in terms of residential, commercial, industrial and institutional growth; Fulton Industrial Conceptual Scheme (Rocky View County, 2010) adopted by Rocky View County in 2010, is a comprehensive planning and development framework that outlines a phased industrial development. This development will combine clean industrial and small commercial land uses located just north of the Highway 22X/CPR structure; and Indus Development Land (Advent Commercial, 2010) is a future industrial, commercial and residential development located north of Highway 22X within the vicinity of the Highway 22X/791 junction. 1.4 Goals and Objectives The goals of this functional planning study have been identified as the need to: Alberta Transportation Page -1-5-

25 determine the infrastructure requirements necessary to accommodate the ultimate 8-lane Highway 22X freeway designation; determine the optimal location and spacing of future Highway 22X interchanges that will provide for sufficient capacity to accommodate ultimate build-out forecast traffic volumes; provide rationale for selecting the recommended Highway 22X widening and interchange designs; and identify the configuration and right-of-way requirements for future interchanges located along the Highway 22X corridor, including the realignment of Highway 791 as part of the Highway 22X/791 interchange. The objectives of this functional planning study were to: evaluate alternative Highway 22X twinning options and recommend a twinned alignment with supporting rational for the preferred configuration; identify the preferred design and layout of each Highway 22X interchange taking into account traffic operations, geometrics and area impacts; identify, evaluate and recommend a new Highway 791 alignment that will accommodate the preferred location for a Highway 22X/791 interchange; incorporate the location of the Calgary East Freeway systems interchange and the future conceptual Regional Ring Road systems interchange when determining optimal spacing of Highway 22X interchanges. Interchange separation requirements (between local and systems interchanges) outlined in Alberta Transportation Best Practices for Freeway Facilities must be adhered to; develop a public involvement/consultation process that assures AT that the consultant has carefully weighted the competing public interests related to the mandate of the project and has built a sound and defendable case for the selection of alternatives leading to the recommendation of the preferred plan; develop functional plans and profile drawings for each proposed interchange configuration and Highway 22X twinning; and define basic right-of-way requirements for the recommended improvements within the study area depicting all right-of-way dimensions, approximate areas and updated land ownership. 1.5 Methodology The study methodology was comprised of the following seven phases: 1. Identify existing conditions and constraints with the study; 2. Identify Highway 22X twinning alignment alternatives; 3. Evaluate, analyze and recommend a preferred Highway 22X twinned alignment; 4. Identify Highway 22X/791 interchange and Highway 791 alignment alternatives; Alberta Transportation Page -1-6-

26 5. Evaluate, analyze and recommend a preferred Highway 22X/791 interchange and Highway 791 alignment; 6. Develop and refine the recommended solution; and 7. Develop functional plans, ROW mosaic and report. The following activities were undertaken as part of the methodology used to address the planning requirements for this study: all relevant past and present highway planning and design initiatives were obtained from AT and the City of Calgary for the study area; all relevant land use plans for Rocky View County and the City of Calgary were collected and reviewed; a site survey was undertaken to record intersection configurations, above ground utilities and culverts along the study corridor; existing collision-prone locations, safety concerns, operational problems and any other constraints or issues that affect the operation of the highway were identified and evaluated; an existing deficiency assessment including a Road Safety Audit, was undertaken to document the current state of the existing corridor in terms of geometric and access constraints; traffic exhibits illustrating current and future traffic volumes (20-year and ultimate build-out projections) were prepared using historical traffic count information gathered from AT, municipal demographics and land use forecasts; a utility inventory and impact assessment was undertaken; a bridge assessment of the existing CPR overpass structure (BF 77548) and Shepard Canal culvert crossing (BF 84079) was completed; existing conditions evaluations for geotechnical, environmental and historical assessments were undertaken that examined potential impacts to proposed improvements; existing drainage patterns were assessed to ensure that proposed improvements (where possible) do not alter these patterns and mitigation measures were recommended where required; a north and south Highway 22X twinning comparison was undertaken, which involved a matrix analysis to determine the preferred twinning configuration; a benefit-cost analysis of three potential Highway 22X/CPR crossing angles was completed to determine the preferred crossing angle; thirteen Highway 791 alignment options (associated with five potential Highway 22X/791 interchange locations) were evaluated using a comparative matrix analysis to determine the preferred location for the Highway 22X/791 interchange; Alberta Transportation Page -1-7-

27 a traffic operations and sensitivity analysis was completed using ultimate build-out forecast traffic volumes to determine the optimal configuration for the Highway 22X/Range Road 285 interchange and the Highway 22X/791 interchange; cost estimates were prepared for the proposed Highway 22X improvements, including interchanges and Highway 791 realignment; 1:5,000 scale functional plans on digital mosaic/profile base sheets (using 3 TM NAD 83 standards) incorporating all typical roadway cross sections were prepared to illustrate all proposed interchange and highway designs; a Planning Road Safety Audit was completed that examined the twinned Highway 22X corridor and interchange functional designs. The audit recommended revisions to the functional plans that were incorporated into the designs as required. [In accordance with Canadian Road Safety Audit Guide, a response to the audit comments was forwarded the audit team as wells as AT s project manager]; basic right-of-way requirements were determined for the recommended functional designs and right-of-way request plans were prepared; a public consultation program for the study, which included: - three public open houses (held on June 22nd 2010, March 3rd 2011 and June 20, 2011); - three sets of focus group meeting (held on June 21st 2010, March 1st 2010 and June 20th, 2011) were undertaken with developers and landowners directly impacted by the proposed infrastructure improvements; and - numerous conversations and one-on-one meetings with landowners requesting additional information pertaining to the consultants proposed improvements. four meetings with the technical review committee (TRC) were held. The first meeting occurred at the beginning of the study and subsequent meetings were held one or two weeks prior to the public open houses; two design review meetings were held with AT s technical standards group with the purpose of vetting the consultants proposed Highway 22X interchange locations and Highway 791 realignment; a presentation was made to DEC with the purpose of obtaining resolution concerning the proposed improvements to the Highway 22X and Highway 791 corridors; and a presentation was made to Rocky View County council with the purpose of obtaining county resolution concerning the proposed improvements to the Highway 22X and Highway 791 corridors. Alberta Transportation Page -1-8-

28 2.0 EXISTING CONDITIONS A review of the Highway 22X corridor and surrounding area (including Highway 791) was undertaken to document existing conditions and to provide an understanding of the constraints and deficiencies that exist within the study area. Appendix A contains the consultant team s reports that detail existing conditions and, where applicable, provide comments pertaining to the future realignment of Highway 22X. An Environmental Evaluation served to describe the existing study area and areas of potential environmental concern, including: surface/ground water, landforms and soils, vegetation, wildlife, wetlands, fisheries, water quality and navigation; A Historical Resources Overview (HRO) aimed at evaluating the resource potential within the study area and determining if further historical assessment is warranted; A Geotechnical and Hydrological Assessment provided a general overview of the site geology, hydrology and geotechnical conditions for the study area; An Existing Structure Assessment was conducted for the Canadian Pacific Railway (CPR) overpass bridge and Stormwater Diversion Channel to verify information in the BIM Level 1 & 2 Inspection Reports, existing drawings and to identify any additional structural issues; and A Road Side Safety Audit that was divided into two phases. Phase 1 included an operational and safety review of existing conditions and is summarized below, while Phase 2 (contained in Appendix "G") examined the proposed stage twinning and interchange designs as depicted in the study functional plans. The following describes the existing characteristics of Highway 22X and Highway 791 corridors and provides a brief summary of the key findings conveyed in the consultant team s reports. 2.1 Highway 22X Corridor The existing 13.3 km section of Highway 22X corridor (just east of 88 th Street to just west of Range Road 273) can be characterised as follows: Classification: According to AT Provincial Service Classification Map 50 Year Time Horizon (Draft Version: November 2008). Highway 22X is classified as Level 2 arterial highway that accommodates the movement of people, goods and services intraprovincially. The posted speed limit along Highway 22X is 100 km/hr. Vehicle Designation: Highway 22X is not designated as a High Load Corridor ; however, the Highway is a Long Combination Vehicle Route (as per information referenced from AT website s outlining commercial vehicle requirements in Alberta). Design Designation: Highway 22X is currently designated as a 2-lane undivided rural arterial, with a design speed of 110 km/hr and a posted speed of 100 km/hr. The ultimate designation for the highway is an 8-lane divided cross-section with a 130 Alberta Transportation Page

29 km/hr design speed. To accommodate the increased design speed several modification are recommended as outlined in Section 2.2. Cross-Section: The existing 2-lane undivided Highway 22X cross-section consist of: - a pavement width that varies from 13.2 to 13.4 m, resulting in two 3.7 m wide lanes with 3.0 m paved shoulders (the shoulder widths are adequate for existing and future design speeds); - approximate 6:1 side slopes that are adequate for existing and proposed design speeds; and - a highway right-of-way that varies between 64 m and 68 m in width along the corridor. Horizontal and Vertical Geometry: The 13.3 km long alignment of Highway 22X is primarily tangential (straight) and level with the exception of a 3.7 km segment that contains three horizontal curves forming the approach roads to the CPR overpass structure. The curve radii vary from R2200 to R2600, with super elevation rates between and The curve geometrics are adequate for a 110 km/hr design speed, however, they would require modification to accommodate the 130 km/hr freeway design speed (See Section 2.9 for specific improvements). Access Management: Access to Highway 22X is provided via ten at-grade intersections, which are stop-controlled on the minor leg. The spacing between intersections generally varies from 1.6 km to 2.0 km, with the exception of Range Road 281 (north leg) which is offset approximately 350 m east of Highway 791. Excluding the Range Road 281 intersection, the remaining 9 intersections meet AT s minimum 1.6 km intersection spacing requirement. Traffic Volumes: Existing (2009) traffic volumes along Highway 22X are as follows: - Two-way Average Annual Daily Traffic (AADT) volumes are approximately 8,830 vehicles-per-day (vpd) west of 88th Street and 3,820 vpd east of Range Road 273; - Two-way Average Summer Daily Traffic (ASDT) volumes are approximately 10,160 vpd west of 88th Street and 4,400 vpd east of Range Road 273; - The overall average year-to-year traffic volume increase along Highway 22X between 88th Street SE and RR 273 was 7.3% measured over both five and ten year periods; and - Passenger vehicles represent 63% (west study limits) to 64% (east study limits) of the vehicles along the highway corridor, while heavy vehicles (tractor trailers & single unit trucks) account for 32% (west study limits) to 34% (east study limits) of the traffic. Collision Information: As part of the Phase I Road Safety Audit (see Appendix "A-5") a review of collisions (between 2004 and 2008) was conducted along the study segment of Highway 22X. Collision results indicate that: - a total of 53 collisions were reported along the corridor (including animal and nonanimal collisions), which corresponds to collision rate of 0.49 collisions per million vehicle kilometres. This rate is significantly lower than the 2009 Provincial average of 6.38 collisions per million vehicle kilometres; Alberta Transportation Page

30 - 18% of the total collisions occurred at intersections and the remaining 82% occurred at mid block locations; - 16% of all collisions resulted in injury, while 84% resulted in property damage. The 16% injury rate is higher than the 10% Provincial average, which may be indicative of elevated speeds along the highway and high severity intersection collisions. No fatal collision were recorded between 2003 and 2007; - Animal related collisions are the predominant collision type occurring along the highway representing 54% of all collisions (typical for a rural highway); - Runoff road collisions are the second highest proportion, accounting for 20% of the total collisions. The proportion of runoff road collision is slightly higher than the 18% provincial average for a similar facility. This may be indicative of excess speeds particularly during poor road surface conditions; - On average approximately 9 to 13 collisions per year occur along the Highway 22X corridor (between 2004 and 2008 the year collision distribution included 2004: 9 collisions, 2005: 10 collisions, 2006: 9 collisions, 2007: 12 collisions and 2008: 13 collisions); and - A spatial distribution of non-animal related collisions (see Exhibit 2-1) indicates the section Highway 22X Km 6 to Km 6.5 [between Highway 791 (including the Highway 22X/791 intersection) and the CPR overpass] has the highest number of collision occurrences. 8 Number of Collisions by Location (2004 to 2008) Number of Collisions to to-2 2-to to-3 3-to to-4 4-to to-5 5-to to-6 6-to to-7 7-to to-8 8-to to-9 9-to to to to to to to to to-13.5 Location (KM-Post) Exhibit 2-1: Spatial Distribution of Collision Frequency along Highway 22X Alberta Transportation Page

31 Culvert Crossings: Approximately 20 culverts were identified within the highway right-of-way, which drain lands from north-to-south under the highway embankment. The majority of the culverts are 0.6 m to 1.0 m in diameter, with the exception of the Shepard Canal crossing (BF 84079, See Section 2.4) and the unnamed drainage channel (located approximately 3.5 km east of the CPR overpass), which flows through two approximately 1.5 m diameter culverts. CP Rail Bridge Structure (BF77548): Approximately 900 m east of Highway 791, the Highway 22X corridor crosses over a single CPR track via a three span 70 m long bridge constructed on a 51 RHF skew. The structure was built in 1981 and is considered to be in very good condition (see Section 2.4 for additional information). Existing Facilities Adjacent to the Highway Corridor: Land uses adjacent to the highway corridor are primarily agricultural/farm land with some county residential lots (offset on average 200 m back from the highway right-of-way). The facilities/developments located directly adjacent to the highway (less than 100 m) are limited to: - GreenBriar Stables & Riding Academy Ltd. located in the SE quadrant of the Highway 22X/Range Road 283 intersection; - Indus/Winters AirPark, an aerodrome with two 800 m long turf runways and approximately 40 hangers that store light and ultra light airplanes; - A country lot subdivision located in the SE quadrant of Highway 22X/791 interchange, consisting of approximately 10 lots; and - a small hobby plane air strip located in the SE quadrant of the Highway 22X/Range Road 282 intersection. 2.2 Intersections along Highway 22X Corridor The existing eleven Highway 22X intersections (see Exhibit 2-2) consisting of ten 4-way intersections and one local T intersection can be characterised as follows: All ten at-grade intersections located along Highway 22X are 2-lane undivided and stop-controlled on the minor leg; The Range Roads each have a posted speed limit of 80km/hr; With the exception of the 4 intersections depicted in Table 2-1, all connecting roads to the highway are gravel roads and Type I intersections that have no acceleration or deceleration lanes; and The auxiliary lane lengths for the 4 intersections depicted in Table 2-1 generally satisfy AT requirements, however the 180 m long westbound Highway 791 deceleration lane could be extended by an additional 10 m to satisfy the minimum 190 m deceleration lane length for a 110 km/hr design speed. Alberta Transportation Page

32 Legend Full movement intersection "T" intersection Calgary East Freeway Systems Interchange Indus 0.3km 1.6km Typical Intersection Spacing 1.3km Exhibit 2-2: Highway 22X Existing Intersection Locations Alberta Transportation Page

33 Table 2-1: Highway 22X Intersections with Auxiliary Lanes Intersection Range Road 285 (Type IV) Highway 791 (Type IV) Range Road 280 (Type I) Range Road 273 (Type IV) Eastbound Hwy 22X Auxiliary Lane Length (including taper) Westbound Hwy 22X Auxiliary Lane Length (including taper) Acceleration Deceleration Left-turn Acceleration Deceleration Left-turn 160 m 270 m 0 m 200 m 330 m 0 m 260 m 310 m 315 m 160 m 180 m 0 m 100 m 100 m 0 m 100 m 100 m 0 m 200 m 260 m 270 m 270 m 260 m 0 m A review of intersection collisions (between 2004 and 2008) indicates that: a total of 10 collisions were reported at Range Road 283, Highway 791 and Range Road 273 (only one involved a motorist striking an animal). These 10 collisions represent 18% of the total collisions along the corridor; of the 10 collisions, 60% resulted in property damage and 40% resulted in injury. The 40% injury collision rate is significantly above the overall 10% provincial average injury rate; the calculated collision rate at the Highway 22X/Highway 791 intersection (6 collisions) is approximately three times higher when compared to the Range Road 283 (2 collisions) and Range Road 273 intersection (2 collisions). A more detailed review of the Highway 791 intersection indicates that: - generally no major collision trends were identified at the intersection that would provide for a definitive explanation for the increased collision rates; - a total of 6 collisions occurred at the intersection with a collision breakdown as indicated in Exhibit 2-3; and - sightlines at the intersection are not impeded by geometrical features of the roadway including the CPR overpass structure (located approximately 900 m east of the intersection). [For a design speed of 110 km/hr the minimum stopping sight distance is 235 m and the minimum decision sight distance is 330 m. The available sight distance along Highway 22X as well as Highway 791 is at least 500 m. The intersection sight distance for a vehicle stopped at either the north or south STOP sign at the intersection, exceeds the required 670 m sight distance for a heavy vehicle including a log haul truck.] Alberta Transportation Page

34 Exhibit 2-3: Highway 22X/791 Intersection Collision Breakdown AT is encouraged to monitor the Highway 22X/791 intersection and potentially provide intersection treatments, such as right-turn channelization and a dedicated left turn lane along Highway 791. Intersection improvements may be warranted given that the high volume of heavy vehicles (37%) using the intersection will increase further with the advent of the Fulton Industrial Development. [The required intersection improvements will have to be confirmed subsequent to the completion of a Traffic Impact Assessment (TIA) as part of the Fulton Development review process] 2.3 Highway 791 Corridor The existing 4.8 km section of Highway 791 (between Highway 22X and Township Road 232) can be characterised as follows: Classification: According to AT Provincial Service Classification Map 50 Year Time Horizon (Draft Version: November 2008), Highway 791 is classified as Level 3 collector highway that accommodates the movement of people, goods and services of an intercounty nature with connections between local roads and arterials. Vehicle Designation: Highway 791 is not designated as a High Load Corridor ; nor an Long Combination Vehicle Route (according to information referenced from AT website s outlining commercial vehicle requirements in Alberta). Alberta Transportation Page

35 Design Designation: Highway 791 is currently designated as a 2-lane undivided rural arterial with a design speed of 90 km/hr and a posted speed of 80 km/hr. The ultimate designation for the highway is a 4-lane divided cross-section with a 110 km/hr design speed. Cross-Section: The existing 2-lane undivided Highway 791 cross-section consist of: - a pavement width that varies from 7.7 m to 9.2 m, resulting in two 3.5 m wide lanes and an average 0.5 m paved shoulders; - approximately 5:1 side slopes, and - a 30 m wide highway right-of-way. Horizontal and Vertical Geometry: The horizontal alignment of Highway 791 is tangential for the entire 14.4 km segment between Highway 22X and Highway 1. The vertical alignment within the study area does not exceed 1%, which represent the average grade between Highway 22X and Highway 1. Access Management: Access to Highway 791 is provided via numerous public and private at-grade intersections, which are stop-controlled on the minor leg. The spacing between intersections varies from 120 m to 1.6 km. AT access management guidelines (outlined in AT Highway Geometric Design Guide, Chapter I) indicates that the minimum public road intersection spacing for a major 2-lane highway is 1.6 km, with private access not permitted within 400 m of a public road or another access. The current access separation along Highway 791 does not meet AT requirements. Traffic Volumes: Existing (2009) traffic volumes along Highway 791 between Highway 22X and Highway 560 (located 8 km north of Highway 22X) are as follows: - Two-way AADT volumes are approximately 860 vpd; - Two-way ASDT volumes are approximately 1000 vpd; - The overall average year-to-year traffic volume increases along Highway 791 is 0.3% measured over a five year period and 1.6 % over a ten year periods; and - Passenger vehicles represent on average 72% of the vehicles along highway while heavy vehicles (tractor trailers & single unit trucks) account for 26% of the total vehicles. [It should be noted that at the north leg of the Highway 22X/791 intersection, heavy vehicles account for up to 37% of total vehicles, which is significantly higher than the 16% heavy vehicles recorded just south of Highway 560.] CP Rail At-Grade Rail Crossing: Approximately 530 m north of Highway 22X, the corridor crosses a single CP Rail track. The crossing is equipped with automatic signals and gates and is located on a significant CP Rail line. CP representatives confirmed that the rail line is used by 25 trains per day, with an operating speed of 80 km/h. (The cross-product at the crossing between the AADT and the number of trains per day is approximately 30,000, which is below a 200,000 rule-of-thumb warrant for grade-separated structures.) Existing Facilities Adjacent to the Highway Corridor: Land uses adjacent to the highway corridor is primarily characterized by agricultural/farm land with some county residential lots located within the municipal limits of Indus. Highway 791 represents the main access road into Indus including the community center and local school. Alberta Transportation Page

36 2.4 Environmental Evaluation An Environmental Evaluation (See Appendix "A-1") served to identify the existing environmental conditions and issues of potential concern within the study area. The evaluation consisted of a desktop/literature review and site visit to document existing conditions (landforms/soils, vegetation, wildlife, wetlands, fisheries, water quality and navigation), as well as to determine the environmental impacts associated with the realignment of Highway 791, twinning of Highway 22X and implementation of future interchanges. The evaluation concluded that no major issues or concerns would pose significant obstacles to the proposed highway improvements. This was attributed to the project area being heavily disturbed by anthropogenic activity, development from the City of Calgary and agricultural lands. However highway improvements have the potential for adverse environmental impacts and consideration must be given to the following factors prior to beginning construction: Vegetation: The study area is located within the Foothills Fescue Natural Subregion, where grasses are the dominant native vegetation. However due to the agricultural value of soils in the area, native grassland areas are rare as the region has been extensively cultivated. Although the site visit/review did not identify any rare or protected plant species, a search of Alberta Natural Heritage Information Center (ANHIC) data base identified two sensitive plant species (clammy hedge-hyssop and pale blue eyed grass) that have been observed in proximity to the project area. The ANHIC data base cannot be used to confirm or deny the potential for special species to occur within the vicinity of Highway 22X and Highway 791, as such a rare plant survey should be completed prior to construction. Wildlife: The project area is located within a broad area capable of supporting a wide variety of mammals and bird species. During the field assessment, evidence was found of coyotes, red-winged blackbirds, ducks, Canada geese, richardson ground squirrels and numerous frogs. A search of the Fish and Wildlife Management Information System (FWMIS) and contact with the Senior Wildlife Biologist for the area (from Fish and Wildlife, ASRD, Calgary Office) indicated that, within the greater study area, 17 different wildlife species have been identified as Special Status Wildlife including an endangered or threatened classification. As such, a detailed wildlife survey should be conducted prior to construction to identify special status species, wildlife habitat, habitat use and movement corridors. Wetlands: The undulating glacial till landscape creates many low lying depressions or potholes that, in turn, create sloughs and wetland areas of varying size. A range of wetlands were identified including ephemeral (temporary-class I) wetlands to Fen ponds (permanent - Class VII) capable of supporting a wide variety of plant and animal species. Compensation for the wetland impacts may include development of comparable wetland area lost in a different location and seedling and planting of wetland species to establish habitat within the highway right-of-way. Alberta Transportation Page

37 The twinning of Highway 22X and the realignment of Highway 791 will impact several wetland areas that will have to be assessed in detail prior to construction. Fisheries: There are no fish bearing lakes and/or rivers within the project area. The closest natural watercourse is the Bow River, which is located approximately 5 km southwest of Highway 22X. Man-made irrigation channels and ditches were found throughout the study area, however no fish are expected to be present in these drainage facilities. Water Quality: Although there are no naturally occurring water courses in the immediate project area, the site is part of the Bow River drainage system. The numerous wetlands serve to improve water quality for groundwater and contribute runoff to the Bow River during high precipitation events and spring runoff. The proposed highway improvements should not change the overall drainage pattern of the project area, however an increase in paved surface area will increase runoff from the site. The use of detention ponds and improved drainage ditches can control additional runoff and potentially improve water quality. 2.5 Historical Resources Overview A Historical Resource Overview (See Appendix "A-2") indicated that several previously recorded archaeological sites were found in the vicinity of the project area. The majority of the findings were not considered historically significant, with the exception of two areas in Sections 24/ W4M located approximately 2.0 km SE of the Highway 22X/791 junction. Similarly to the remainder of the study area, the two areas in section 24/25 appear to be heavily disturbed by agricultural activity and are considered to have low potential for the discovery of undisturbed cultural deposits. The assessment concluded that No further historical resources impact assessment work is recommended for the proposed Highway 22X & Highway 791 Functional Planning Study. 2.6 Preliminary Geotechnical Assessment A Preliminary Geotechnical Assessment (See Appendix "A-3") was conducted for the study area that included: a review of available geotechnical/geological information of the site, interpretation of aerial photography and a site inspection along Highway 22, Highway 791 and future interchange locations. The geotechnical assessment indicated that: In general, the surface and subsurface conditions were considered suitable to support the proposed Highway 22X twinning, Highway 791 realignment and the interchange structures. Based on visual inspection of soil exposures at isolated locations and a review of geological mapping, the surficial soils generally consist of silty clay to clayey silt tills. Low lying areas or slough are most likely associated with weak silt, clay and organics overlaying the till soil. These areas are typically loose, wet and unconsolidated, therefore are considered unsuitable for support of roadways, Alberta Transportation Page

38 embankments of interchange structures. If avoiding the areas is not feasible, overexcavation of the deposits will be required. Bedrock may be encountered at relatively shallow depths (at the existing Highway 22X/ CPR structure bedrock was noted to be in the order of 5 m to 6 m below the surface) and may consist of sandstone bedrock. Typically, the presence of shallow bedrock will provide suitable foundation support for highways and structures, however in the case of piled foundations, such as bridge abutments, the shallow bedrock may prove to be an obstacle for pile installation. A detailed geotechnical assessment will be required to assess the appropriate structure type for each proposed interchange location. Approach embankments for new bridge structures may typically be constructed of local borrow soils (common fill). It is anticipated that the approach embankments will settle within a few years of embankment construction and not require an excessively long consolidation period. Site specific geotechnical investigations will be necessary along the proposed Highway 22X twinning, Highway 791 realignment and interchange locations to confirm actual geotechnical conditions. These investigations include field test hole drilling, sampling, laboratory testing and analysis. 2.7 Existing Structures Assessment A preliminary structural assessment consisting of a desktop literature review and a site assessment (Appendix A-4 ) was conducted for the following two structures located along the Highway 22X corridor: CP Rail Overpass Structure (BF 77548) The CPR overpass structure is located approximately 900 m east of the Highway 22X/791 junction. The structure built was in 1981 and provides for a grade separated crossing over an existing CPR track using a three span prestressed concrete RM girder bridge ( m) positioned at a 51 degree RHF skew angle. The bridge has a clear roadway of 12.4 m and accommodates two 3.7 m lanes with 2.5 m wide shoulders. Under the structure, the 30 m horizontal clearance provides sufficient space for a second CPR track. The girders are Type RD concrete box girders, which are both longitudinally and laterally post tensioned. This type of girder is no longer manufactured, as such widening of the existing structure to accommodate additional Highway 22X lanes would be difficult and expensive. Reported subsurface soils underlying the structure consist of silty sand to sand clay with pebbles overlaying sandstone bedrock located approximately 5 m to 6 m below grade. The bridge is supported on steel H-piles driven to or below the approximate sandstone elevation. Alberta Transportation Page

39 The bridge rail is a double rectangle tube type rail, which is considered to be substandard according to AT s present day bridge rail design criteria. With the exception of some minor leaking in the east abutment finger joint, the 29 year old structure is considered to be in very good condition. A check with AT indicated that the deck joint replacement is presently scheduled for No other major maintenance is planned at this time and the bridge should be expected to have a remaining lifespan of 30 to 35 years without major expenditures Shepard Stormwater Diversion Culvert (BF 84079) Approximately 1 km west of Range Road 285, Highway 22X crosses over the Shepard Canal on square via two 51.2 m (long), m (span) x m (rise) SPCSP ellipse culverts. The culvert crossing was constructed in 2007 as part of the City of Calgary s Shepard Stormwater Diversion Project, which provides a route for stormwater on the east side of the city to reach the Bow River (The City of Calgary constructed the canal assuming twinning of Hwy 22X was to occur on the north side of the existing lanes). The Highway 22X clear roadway width on top of the culvert is 13.8 m and accommodates two 3.7 m lanes with 3.2 m wide shoulders. If required, the culverts could be extended from a structural perspective. The structure is only 3 years old and is in excellent condition, with no problems noted during the study site visit or during AT s 2007 BIM inspection. The culvert should be expected to have a remaining lifespan of approximately 50 years. 2.8 Existing Utilities An existing utility inventory search indicated a high concentration of utilities within the overall study area, including: gas pipe lines, fibre optic cable, overhead and underground power lines and a storm trunk located just east of the Shepards Canal. The following is a list of utility companies that were identified during the inventory search: Atco Gas (Gas) Mazeppa Processing (Gas) Atco Gas & Pipeline (Gas) Fortis Alberta (Power) Compton Petroleum Corp. (Gas) Alberta Supernet (Cable) Enmax Corp. (Gas) Telus (Cable) Petrobakken Energy Ltd. (Gas) City of Calgary (Storm Trunk) Petrocardium Exploration Ltd. (Gas) Several kilometres of utilities will be impacted as a result of the Highway 22X twinning, realignment of Highway 791 and construction of interchanges. (See Section 8.0 for a detailed listing of all identified utilities and associated impacts) A comprehensive utility location confirmation will be required at the time of detailed design. Alberta Transportation Page

40 2.9 Phase I: In Service Road Safety Audit As part of the study requirements, a Phase 1 Road Safety Audit was completed (See Appendix A-5 ) to independently review Highway 22X, identify possible constraints and recommend highway improvements that can be implemented to improve safety. (A Phase 2 audit of the study functional plans was also undertaken and is detailed in Section 6.0). The Phase 1 audit identified the improvements required to the existing Highway 22X corridor (design speed 110 km/hr) that would allow the existing alignment to be used as part of the twinned Highway 22X alignment and the ultimate 8-lane freeway configuration (with a 130 km/hr design speed). Implementing the following improvements is expected to reduce the frequency and severity of collisions in the study area prior to, and subsequent to, upgrading the highway to a freeway facility: CPR Overpass K Parameter and Stopping Sight Distance: The existing 114 K parameter of the Highway 22X crest vertical curve over the CPR structure (BF77548) is marginally higher than the minimum 100 K recommended for the a 110 km/hr design speed (existing Highway 22X design speed). The K value of the vertical curve is directly related to the available motorist stopping sight distances on the structure and represents a fundamental design component of the highway vertical alignment. Reconstructing the structure s vertical curve with a minimum 140 K value (corresponding to a 130 km/hr design speed) will be required prior to increasing the posted speed limit to 110 km/hr associated with a twinned Highway 22X alignment. (See Section 7.0 Bridge Planning for a detailed description of the structure modifications required to accommodate the increase K parameter.) CPR Overpass Approach Road Superelevation: As depicted in Exhibit 2-4, the superelevation for the three Highway 22X horizontal curves within the vicinity of CPR overpass range from 1.7% to 2.4% (super elevation obtained from AT s TIMS website). The superelevation values are marginally below the rates required for the existing 110 km/hr design speed and well below the 130 km/hr requirements associated with a freeway facility (see Exhibit 2-2). At the time of twinning, the superelevation at the three curves will need to be increased accordingly. (See Annex A, Sheets 4 and 5) Highway 22X Roadside Hazards: A number of roadside hazards/obstacles were noted along Highway 22X within or near the clear zone, including culvert ends, water bodies (north side of Highway 22X west of Range Road 283) and an irrigation channel (between Range Road 290 and Range Road 285). AT Roadside Design Guide indicates that all fixed hazards, including culvert ends, should be located outside the clear zone of 10 m to 11 m for design speeds over 120 km/hr. This is one meter wider than the clear zone currently required for a 110 km/hr design speed. Alberta Transportation Page

41 It is recommended that at the time of detailed design, a thorough inventory of all roadside hazards should be undertaken and mitigation measures implemented to eliminate the hazards. Highway 22X CPR Overpass Guardrails and Bridgerails: The existing guard rail systems used on the approach to the CPR structure is the Alberta Weak Post W- Beam. Based on the existing AADT and the current 110km/hr design speed on the structure, the Weak-Post system (including end treatments) should be replaced with a Strong Post W-Beam system (as per AT Road Side Design Guide Appendix B, Drawing TL-3). In addition the bridgerail over the CPR overpass (double tube bridge rail on a safety curb) is considered deficient by present day standards and should be replaced. Existing K 114 vertical curve over the CPR overpass should be reconstructed to a minimum K 140 to accommodate stopping sight distance requirements for a 130 km/hr freeway design speed. Curve 2 R = 2600 m L = 1107 m Superelevation Existing = 1.7% Required = 3.2% Curve 1 R = 2600 m L = 546 m Superelevation Existing = 2.4% Required = 3.2% Note: Required Superelevation is based on a 130 km/hr Design Speed. Curve 3 R = 2600 m L = 473 m Superelevation Existing = 2.4% Required = 3.6% Exhibit 2-4: Proposed Geometrical Modification to CPR Overpass High Frequency of Animal Collisions: Animal related collision account for 54% (6 out of 11) of all collisions per year. The growth of traffic volumes combined with an increase in future posted freeway speed limits may increase the frequency and severity of animal collisions. At the time of Highway 22X twinning, a review and benefit cost analysis of implementing animal collision countermeasures should be undertaken. Alberta Transportation Page

42 Additional Minor Issues: The following minor issues should be considered at the time of Highway 22X twinning: - Rumble Strips: The Highway 22X centerline rumble strips should be removed; - Pavement Markings: Markings along the Highway 22X corridor will need modifications and/or upgrades; and - Signage: Signs along Highway 22X will need to be reviewed and either upgraded or removed. Alberta Transportation Page

43 3.0 TRAFFIC FORECASTING AND ANALYSIS 3.1 Existing Traffic and Historical Operations The following sections address the existing (2009) traffic conditions along the Highway 22X corridor Existing Traffic Operations Current (2009) traffic counts were obtained from AT s website (See Appendix B-1) for the Highway 22X/88 th Street SE, Highway 22X/Highway 791 and Highway 22X/RR 273 intersections. Exhibit 3-1 displays the resulting existing traffic volumes (2009) and indicates: Two-way Average Annual Daily Traffic (AADT) volumes are approximately 8,830 vehicles-per-day (vpd) west of 88 th Street and 3,820 vpd east of Range Road 273; Two-way Average Summer Daily Traffic (ASDT) volumes are approximately 10,160 vpd west of 88 th Street and 4,400 vpd east of Range Road 273; and The overall average year-to-year traffic volume increases along Highway 22X between 88 th Street SE and RR 273 was 7.3% measured over 5- and 10-year periods Analysis of Existing Traffic Operations An assessment of current (2009) traffic volumes at the Highway 22X/88 th Street SE, Highway 22X/Highway 791 and Highway 22X/RR 273 intersections was performed using Synchro 6 traffic analysis software. Though the Highway 22X/Highway 88 th Street SE and Highway 22X/RR 273 intersections are not within the study area, these intersections were analyzed to provide further detail into the current operations of the Highway 22X corridor. A level-of-service (LOS) of E or worse and/or a volume-to-capacity (v/c) ratio of 0.90 or higher were deemed unsatisfactory for the purposes of this analysis. Table 3-1 contains a summary of the results of the existing (2009) intersection capacity analysis for the selected intersections along Highway 22X and indicates: the worst-case approach for the Highway 22X/88 th Street SE intersection occurs in the southbound direction and currently performs at an unsatisfactory level-of-service F during the morning peak hours of travel demand. It should be noted that although the current traffic conditions on the southbound approach of 88 th Street SE is failing, up-grades (removal of 88 th Street SE upon completion of East Freeway) within the vicinity of this intersection are currently underway and should be completed by 2013; the worst-case approach for the Highway 22X/Highway 791 intersection occurs in the northbound direction and currently performs at satisfactory levels-of-service (LOS B ) during both the morning and afternoon peak hours of travel demand; and the worst-case approach for the Highway 22X/Range Rd 273 intersection occurs in the northbound direction and currently performs at satisfactory levels-of-service (LOS B or C ) during both the morning and afternoon peak hours of travel demand. Alberta Transportation Page -3-1-

44 Exhibit 3-1: Existing (2009) Traffic Volumes Alberta Transportation Page -3-2-

45 Table 3-1: Summary of Intersection Capacity Results for 2009 Traffic Volumes Analysis Characteristics for Worst Case Approach Intersection AM Peak Hour PM Peak Hour (North-South / East-West) Approach LOS Delay V/C Approach LOS Delay V/C (sec.) Ratio (sec.) Ratio Highway 22X/88 th Street SE SB F SB C Highway 22X/Highway 791 SB B SB B Highway 22X/RR 273 NB B NB C SB Southbound, NB Northbound, EB Eastbound, WB Westbound. T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement. In summary, current intersection operations at intersections located east of the Calgary East Freeway appear to be satisfactory. 3.2 Traffic Forecasts Travel demand forecasts for the 20-Year and Long Range horizon periods were produced as part of this study (the Long Range horizon year represent the ultimate build-out of the study area assumed to be in the 75 year time horizon). Development of the forecast traffic volumes included a review of historic traffic information, available land use information and past studies and modelling efforts. This study utilized a layered traffic forecasting methodology that aggregated various layers of traffic volumes to produce travel demand forecasts within the study area. These traffic layers include: Base traffic volumes were developed to represent an estimate of the total existing traffic along the Highway 22X corridor (assuming various infrastructure modifications both within and outside the study area for each of the forecast horizon years); Background traffic growth along the Highway 22X corridor was used to estimate growth in traffic volumes unrelated to growth within the study area (an average annual growth rate of 7.5% was applied to background through traffic); City of Calgary s Regional Transportation Model (RTM) was used with forecasted traffic growth along the Highway 22X corridor for the 2005-to-2035 (used to produce 20-Year forecasts) and 2005-to-Long Range Scenario (used to produce Long Range forecasts) time periods. This forecasted traffic growth was based upon available 2035 and Long Range scenario estimates of population, employment and anticipated infrastructure for the Calgary area; Land use estimates from the East Regional Context Study were rationalized and the difference between these build-out assumptions and those within the RTM model were surcharged onto the surrounding roadway network; and Land use forecasts from the proposed Indus Area Structure Plan and the Fulton Industrial Development were surcharged onto the surrounding roadway network. Alberta Transportation Page -3-3-

46 The following sections serve to summarize the forecasting efforts and assumptions undertaken by CastleGlenn as part of this study. (See Appendix B-3 for a more detailed documentation of all forecasting efforts undertaken as part of this study.) Land Use Assumptions In gathering land use information relevant to the Highway 22X corridor, CastleGlenn Consultants reviewed the modelling efforts undertaken by the City of Calgary and Rocky View County s travel demand model. Forecast origin-destination information was obtained from both agencies, in addition to their most current understanding of land uses within the greater study area. Future land use and development plans within the greater study area were referenced directly from several sources including East Regional Context Study: The City of Calgary has recently undertaken the East Regional Context Study (East RCS) that addresses the newly annexed areas to the east of the City. The document indicates: - Residential, employment and industrial growth within Calgary s east and southeast sectors. The study segmented the new area into eight communities: seven primarily residential communities with a projected population of over 160,000 people and one industrial area with approximately 21,000 jobs (Appendix B-2, Exhibit B2-1). The economic statement makes reference to 57,000 jobs at buildout with 3,000 jobs in Area B and 19,000 jobs in Areas F, G and H; and - The Growth Management Recommendation (development strategy) provides for a recommended sequencing of growth, however it does not indicate a timeline for the commencement of future ASPs in the RCS area beyond those for Cells A and B. Cell B abuts the lands north of the Highway 22X corridor. Calgary Regional Transportation Model: The Forecasting Division of Calgary s Transportation Planning Department has created a travel demand forecasting model that includes Calgary and the surrounding region known as the Regional Transportation Model (RTM). The RTM incorporates the South Shepard Area Structure Plan as well as the most up-to-date estimates, trends and predictions from other divisions within the city, inclusive of population and employment trends broken down by zones for current and future horizon years. The following information used by the City of Calgary within the RTM was referenced as part of this planning study: - Population and employment estimates for zones within the City of Calgary s RTM are available for the , , and time periods. Population and employment forecasts for areas surrounding the Highway 22X corridor were used to develop distribution characteristics and applied to site generated traffic for the 20-Year (interim) forecasts resulting from future land use build-out produced as part of this study; - The Long Range scenario has a time horizon that is likely to be somewhere between 50 and 100 years in the future (a 75 year horizon was selected to represent the Long Range scenario). It assumes a regional population of 2.75 million and is well Alberta Transportation Page -3-4-

47 beyond current approved land use and transport planning documents/policies. Population and employment forecasts for areas surrounding the Highway 22X corridor were used to determine distribution characteristics for site generated traffic, resulting from future land use build-out for the Long Range forecasts produced as part of this study; and - The RTM also indicates anticipated infrastructure projects within and surrounding the City of Calgary for the , , , and Long Range time periods. Fulton Industrial Development: Fulton Industrial Park is a proposed limited services industrial park adjacent to the Hamlet of Indus. The land is identified in the Rocky View Growth Management Strategy within a regionally significant Minor Business Corridor area for nodal development. The development area is approximately 212 hectares (523 acres) in size and provides opportunity for a phased industrial development. The development vision of Fulton Industrial Park, as indicated by the Fulton Industrial Conceptual Scheme (2010) includes: - A mix of clean industrial and small commercial land uses of varying intensity that require limited services within the development; - Creation of local recreation opportunities through the dedication of a consolidated public open recreation space suitable for regional recreation amenities development to enhance the existing Indus Recreation Centre. The Indus Recreation Centre could transition from a winter-based facility to provide services year round and would allow for economic enhancement for the site; and - An efficient internal collector transportation system integrated with the regional road network. It is anticipated that the development will occur over a 10 to 15 year absorption period. Indus Industrial Area: Indus is a small community located approximately 10 km east of the southeast quadrant of the City of Calgary. The Indus Area Structure Plan (Nov. 2004) was prepared as a proactive step to develop a community mission and vision statement (see Appendix B-2, Exhibit B2-4 for the Future Land Use Scenario defined by the ASP). The Area Structure Plan (ASP) indicates that: - The overall land use scenario for the plan area includes residential development within an expanded hamlet, some commercial development that will service the local community, infill industrial development on lands currently zoned for Hamlet Industrial, continuation of the school and the recreation centre, and continued subdivision and development of acreages surrounding the hamlet; - All new hamlet residential developments will be single family detached housing with a minimum lot size of 20,000 sq. ft.; and - All new country residential developments indicated on Exhibit B2-4 will possess a minimum lot size of two acres. South Health Campus Hospital: Alberta Health Services South Health Campus Hospital (April 30 th, 2009) is under construction on the southeast quadrant of the Seton Alberta Transportation Page -3-5-

48 Boulevard SE and Auburn Bay Gate SE intersection. The Campus facilities are comprised of 1.67 million sq. ft. and the first phase of the project is anticipated to open in early Indus Development Land: Advent Commercial Real Estate Group intends to develop two parcels of land (70 and 32.2 acres) within the community of Indus. Currently these areas are defined within the Indus Area Structure Plan and allow for industrial, highway commercial and residential development. Areas #4 and #5 of Exhibit B2-4 represent the two lots intended for development Infrastructure Assumptions The forecasting activities undertaken as part of this study made several assumptions regarding anticipated infrastructure for the 20-Year and Long Range horizon periods as outlined in Table 3-2. Table 3-2: Infrastructure Assumptions for 20-Year and Long Range Forecasting Activities Time Period 20-Year Horizon (2030) Long Range (75-Year Horizon) Infrastructure Assumptions Implement 4-lane twinned Hwy 22X cross-section Signalize intersections or implement roundabouts at 104th Street, Range Road 285, Range Road 283, Highway 791 and Range Road 273 (at the time of Highway 22X twinning the warrants for signals should be evaluated) Completion of East Freeway systems interchange Implement 8-lane cross-section along Highway 22X Closure of all at grade intersections Implement of interchanges at Range Road 285, Highway 791 and Range Road 273 Outer Ring Road (assumed to be located at a point between Highway 791 and Range Rd 273) Flyover at 104 th Street It should be noted that the development of a comprehensive staging strategy and staging plans for the Highway 22X corridor was not a direct objective of the study. As such, an operational review of intersections versus roundabouts (at the "interim" at-grade intersection Highway 22X stage) was not undertaken. However, to provide for future design flexibility the study functional plans and right-of-way request protect for both intersections and roundabouts along Highway 22X. Alberta Transportation Page -3-6-

49 3.2.3 Twenty Year Forecast Exhibit 3-2 depicts the 20-year (2030) traffic forecasts for the morning and afternoon peak hour traffic conditions along the Highway 22X corridor between the East freeway and Range Road 273. These forecasts include turning movements at the following intersections: Highway 22X/88 th Street SE (Note: The turning movements for this intersection forecast are included in Appendix B-3 only); Highway 22X/104th Street SE; Highway 22X/Range Rd 285; Highway 22X/Range Rd 283; Highway 22X/Highway 791; and Highway 22X/Range Rd 273 (Note: The turning movements for this intersection forecast are included in Appendix B-3 only). An inspection of Exhibit B3-1 would indicate that: Two-way traffic volumes (during the 20-year horizon) along the Highway 22X corridor within the study area range from: - 2,780 vph (1,780 vph eastbound and 1,000 vph westbound) immediately west of Range Road 285 to 2,210 vph (1,200 vph eastbound and 1,010 vph westbound) immediately east of Highway 791 during the morning peak hour; and - 2,480 vph (1,260 vph eastbound and 1,220 vph westbound) immediately west of Range Road 285 to 2,190 vph (1,080 vph eastbound and 1,110 vph westbound) immediately east of Highway 791 during the afternoon peak hour. This would translate to a two-way average annual daily traffic (AADT) volume of approximately 25,800 (west of Range Rd 285) to 20,100 (east of Highway 791). Two-way traffic volumes (during the 20-year horizon) along the Range Rd 285 corridor within the study area range from: vph (390 vph northbound and 190 vph southbound) immediately north of Highway 22X to 330 vph (170 vph northbound and 160 vph southbound) immediately south of Highway 22X during the morning peak hour; and vph (180 vph northbound and 190 vph southbound) immediately north of Highway 22X to 400 vph (200 vph northbound and 200 vph southbound) immediately south of Highway 22X during the afternoon peak hour. Two-way traffic volumes (during the 20-year horizon) along the Highway 791 corridor within the study area range from: - 1,120 vph (730 vph northbound and 390 vph southbound) immediately north of Highway 22X to 270 vph (140 vph northbound and 130 vph southbound) immediately south of Highway 22X during the morning peak hour; and - 1,040 vph (630 vph northbound and 410 vph southbound) immediately north of Highway 22X to 260 vph (130 vph northbound and 130 vph southbound) immediately south of Highway 22X during the afternoon peak hour. Alberta Transportation Page -3-7-

50 Exhibit 3-2: 20-YearForecast Traffic Volumes Alberta Transportation Page -3-8-

51 3.2.4 Ultimate Build-Out Forecast Exhibit 3-3 depicts the Long Range scenario (75-year time horizon) traffic forecast for the morning and afternoon peak hour traffic conditions along the Highway 22X corridor between the East freeway and Range Rd 273. These forecasts include turning movements at the following intersections: Highway 22X/Range Rd 285; Highway 22X/Highway 791; Note: the forecast turning movements for the following interchanges/flyovers can be found in Appendix B-3 : Highway 22X/88th Street SE (East Freeway); Highway 22X/104th Street SE (Note: 104th Street was assumed as a flyover); Highway 22X/Outer Ring Rd (Future); and Highway 22X/Range Rd 273. An inspection of Exhibit 3-3 would indicate that: Two-way traffic volumes (by the Long Range time horizon) along the Highway 22X corridor within the study area range from: - 8,570 vph (4,150 vph eastbound and 4,420 vph westbound) immediately west of Range Rd 285 to 6,830 vph (3,890 vph eastbound and 2,940 vph westbound) immediately east of Highway 791 during the morning peak hour; and - 7,990 vph (4,120 vph eastbound and 3,870 vph westbound) immediately west of Range Rd 285 to 6,500 vph (3,110 vph eastbound and 3,390 vph westbound) immediately east of Highway 791 during the afternoon peak hour. This would translate to a two-way average annual daily traffic (AADT) volume of approximately 77,800 (west of Range Rd 285) to 62,200 (east of Highway 791). Two-way traffic volumes (by the Long Range time horizon) along the Range Rd 285 corridor within the study area range from: - 3,830 vph (1,560 vph northbound and 2,270 vph southbound) immediately north of Highway 22X to 4,640 vph (2,850 vph northbound and 1,790 vph southbound) immediately south of Highway 22X during the morning peak hour; and - 4,290 vph (2,260 vph northbound and 2,030 vph southbound) immediately north of Highway 22X to 5,450 vph (2,280 vph northbound and 3,170 vph southbound) immediately south of Highway 22X during the afternoon peak hour. Two-way traffic volumes (by the Long Range time horizon) along the Highway 791 corridor within the study area range from: - 2,210 vph (1,260 vph northbound and 950 vph southbound) immediately north of Highway 22X to 1,560 vph (660 vph northbound and 900 vph southbound) immediately south of Highway 22X during the morning peak hour; and - 2,470 vph (1,060 vph northbound and 1,410 vph southbound) immediately north of Highway 22X to 1,570 vph (910 vph northbound and 660 vph southbound) immediately south of Highway 22X during the afternoon peak hour. Alberta Transportation Page -3-9-

52 Exhibit 3-3: "Ultimate" Forecast Traffic Volumes Alberta Transportation Page

53 3.3 Analysis & Evaluation of Highway 22X Corridor An analysis of the forecast travel demand conditions along Highway 22X was conducted for the 20-year and Long Range horizon periods using various analysis methodologies. This section serves to document the operational analyses undertaken as part of this study Analysis 20-Year Horizon An analysis of the Highway 22X corridor under the forecast 20-year horizon period travel demand conditions was conducted using Synchro 6 traffic analysis software to determine the operational characteristics of the anticipated intersections. (It should be noted that due to the width of the future median along Highway 22X, each intersection was coded in Synchro as two traffic signals operating on a single controller). This analysis assumed the following infrastructure to be completed by the 20-year horizon period: A 4-lane divided Highway 22X corridor; The continued operation of the Highway 22X/104 th Street SE at-grade intersection. [It was thought appropriate that the intersection remain open in the interim to confirm the need and configuration of a future 104th Street SE flyover]; The signalization of each of the analyzed at-grade intersections along the Highway 22X study corridor; and Dedicated left and right-turn auxiliary lanes on both the eastbound and westbound approaches to each of the signalized intersections analyzed within the study area. Each intersection also assumed single-lane shared approaches from the minor-leg approach. Table 3-3 below contains a summary of the results of the 20-Year Forecast (2030 Horizon Year) intersection capacity analysis (see Appendix "B-4") for the four study area intersections (analysis of the Highway 22X/104 th Street SE intersection was included as the eventual implementation of the 104 th Street SE flyover will affect operations at adjacent intersections). Table 3-3 indicates: Highway 22X/104 th Street SE: The worst-case approach for the Highway 22X/104 th Street SE intersection occurs during the morning peak hour in the northbound direction and performs at satisfactory levels-of-service (LOS C and v/c ratio of 0.61); Highway 22X/Range Rd 285: The worst-case approach for the Highway 22X/Range Rd 285 intersection occurs during the morning peak hour in the southbound direction and performs at satisfactory levels-of-service (LOS C and v/c ratio of 0.45); Highway 22X/Range Rd 283: The worst-case approach for the Highway 22X/Range Rd 283 intersection occurs during the afternoon peak hour in the northbound direction and performs at satisfactory levels-of-service (LOS B and v/c ratio of 0.45); and Highway 22X/Highway 791: The worst-case approach for the Highway 22X/Highway 791 intersection occurs during the afternoon peak hour in the Alberta Transportation Page

54 southbound direction and performs at satisfactory levels-of-service (LOS B and v/c ratio of 0.66). By the 2030 horizon year, all intersections along the study corridor were found to exhibit satisfactory operational conditions (LOS C or better and v/c ratio of 0.66 or less) assuming the improvements identified above. Table 3-3: Summary of Intersection Capacity Results for 2030 Horizon Year (Assuming the twinned Highway 22X and at-grade signalized intersections) Analysis Characteristics for Worst Case Approach Intersection AM Peak Hour PM Peak Hour (East-West / North-South) Delay Delay Approach LOS V/C Ratio Approach LOS (sec.) (sec.) V/C Ratio Hwy 22X / 104th Street SB - Th/RT C SB - Th/RT B NB - Th/RT C NB - Th/RT B Hwy 22X / Range Rd 285 SB - Th/RT C SB - Th/RT B NB - Th/RT C NB - Th/RT B Hwy 22X / Range Rd 283 SB - Th/RT C SB - Th/RT B NB - Th/RT C NB - Th/RT B Hwy 22X / Hwy 791 SB - Th/RT B SB - Th/RT B NB - Th/RT B NB - Th/RT B SB Southbound, NB Northbound, EB Eastbound, WB Westbound. T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement Analysis Long-Range Horizon The analysis of the Long-Range horizon traffic volumes is located within Section 5.4 of this report. The Long-Range horizon turning movements were used to determine the proposed interchange configurations. Alberta Transportation Page

55 4.0 HIGHWAY 22X TWINNED ALIGNMENT The following section serves to describe the Highway 22X twinning alignment and includes: centerline spacing requirements, the comparative analysis of twinning options and the crosssection and location of the preferred Highway 22X twinned corridor. 4.1 Highway 22X Centerline Spacing The cross-section proposed for the twinning of Highway 22X consists of a 40 m centerline spacing and 104 m wide basic right-of-way. This configuration was referenced from AT Design Bulletin #70, which indicates that a 40 m centerline spacing (compared to a 55 m spacing) is an acceptable standard for highways located adjacent to lands considered to be of high value. A preliminary review of properties costs in the study area indicates that land prices can vary between $35K/acre (agricultural) and $65K/acre (industrial) and are considered to be well above a $1.5K/acre cost incurred for some rural areas. As such, the use of a consistent 55 m centerline along the Highway 22X corridor was considered to be cost prohibitive. The proposed Highway 22X twinning design does however provide sufficient highway rightof-way to accommodate: a 55 m centerline spacing at the existing Highway 22X/791 intersection and Highway 22X/RR 285 intersection (See Annex "A" Functional Plan Sheet 2, 3 & 4 - the 55m separation is proposed by bulbing the new eastbound Highway 22X lanes as per AT Highway Geometric Design Guide Figure D-8.8). The 55 m centerline can be implemented at the twinning stage and provides for desirable heavy vehicle operations (truck refuge, turning movements and accommodation of LCVs) at the two major at-grade intersections along the corridor. It was assumed at the time of interchange implementation that the 55 m centerline would be reduced to a 40 m separation with the purpose of reducing interchange span lengths and structural costs; and 108m inscribed diameter roundabouts (See Annex "A" Functional Plans Sheet 2-6 and Sheet 7B) along Highway 22X at-grade intersections. This additional right-of-way provides AT with flexibility to implement either standard intersections or roundabouts if warranted at the 4-lane and 6-lane Highway 22X stage. The options examined for the Highway 22X twinning were limited to constructing a new set of lanes either on the north side or south side of the existing 2-lane Highway 22X crosssection. From an economical perspective, widening on both sides of the existing corridor was considered to be cost prohibitive resulting in significant throw-away costs and increased property impacts. Alberta Transportation Page

56 4.2 Highway 22X Twinning Options and Preferred Alignment A comparative analysis was undertaken to determine the preferred alignment for a twinned Highway 22X corridor. The criterion used to form the basis of the assessment involved developing a matrix analysis that rated the two twinning options based on conformance to the assessment factors listed in Table 4-1. Table 4-1 Factors for Highway 22X Twinning Matrix Comparative Assessment Categories Factors Factor Definition Conceptual Cost Design Adherence Area Impacts Roadway Construction Costs Utility Relocation Costs Highway Geometrical Design Adherence Geotechnical Impacts Environmental Impacts Historical Impacts Required Right-of-Way Required Building/ Dwelling Acquisition Future Development Impacts Design Flexibility at CP Rail Corridor Setback Distances Accounts for the conceptual construction cost for each twinning option including roadwork, signage and drainage. Provides an estimate for existing utility protection/relocation as a result of conflicts with the proposed Highway 22X twinning. Assesses the level of highway geometrical design conformance in terms of horizontal/vertical alignment and highway aesthetics. Provides a review of geotechnical conditions and potential issues that may affect the proposed Highway 22X twinning. Outlines the impacts associated with highway widening on landforms, soils, vegetation, wildlife, wetlands and water quality. Evaluates the resource potential within the twinned highway right-of-way including historic, archaeological and ethnographic sites. Accounts for the required highway right-of-way area. Assesses the number of structures that will have to be acquired as a result of the proposed highway right-of-way encroaching onto existing structures/buildings. Assesses the impacts of Highway 22X twinning of future developments proposed within the vicinity of the corridor. Assesses which twinning option allows for staging flexibility and various CP Rail crossing options while minimizing impacts to the existing Highway 22X corridor Examines the setback distances between existing structures/buildings and the proposed Highway 22X twinned right-of-way boundaries. The strategy and results of the matrix analysis that lead to the selection of the recommended Highway 22X twinning option are outlined in Appendix C and includes: North and South Highway 22X Twinning Exhibits: Exhibit A-1 depicts twining of Highway 22X on the north side of the existing alignment, which requires two lane transitions on both the east and west ends of the study limits. The lane transitions are required because the twinning of Highway 22X on both ends of the corridor are proposed on the south side of Highway 22X (as per designs outlined in the East Calgary Freeway/Highway 22X Systems Interchange Detailed Design and the Highway 1 Alignment and Area Network East of Calgary - Highway 842 to Highway 797, Planning Study). Exhibit A-2 depicts a southerly twinning of Highway 22X within the study area that avoids lane transition on both ends of study corridor. Alberta Transportation Page

57 An Assessment Summary Sheet: Table A-1 (Appendix C ) provides a synopsis of the point values assigned to each of the twinning options with a brief justification for each point value. Point Value Interpolation Tables: These tables (See Appendix C Table A-2, and Sub- Tables i-to-vii ) detail the point value interpolated and assigned to each assessment factor for both the north and south twinning options. The information listed in the tables was derived from CAD file measurements, interpretation of aerial photography, study team consultant reports (environmental and geotechnical) and site visit information. The results of the analysis indicated that twinning on the south side of the existing Highway 22X corridor was the preferred alterative. Both north and south twinning options were generally evenly ranked from the perspective of: Roadway Construction Costs: The estimated roadway construction cost (excluding structures and interchanges) for an ultimate 8-lane Highway 22X was $50.1M for the north twinning option and $48.6M for the south twinning; Utility Relocation/Protection Costs: Were estimated at $615K for the north twinning option and $670K for the south twinning option (excluding relocation costs to accommodate structures and interchanges); Geotechnical Impacts: Geotechnical issues related to slope instability, structure foundations and potential settlement were not identified for either twinning option; Historical Impacts: The majority of lands within the study area have been previously disturbed and cultivated. As such, lands located adjacent to the Highway 22X corridor are considered to have low potential for the discovery of undisturbed cultural deposits. From a perspective of twinning both a south and north alignment results in no historical impacts; and Setback Distances Between Existing Dwellings/Buildings and the New Highway Right-of-Way Boundary: The average setback distance between all existing dwellings/ buildings (excluding the community of Indus) located on the north side of Highway 22X and the north twinning right-of-way boundary is approximately 200 m. The average setback distance between all existing dwellings/buildings located on the south side of Highway 22X and the south twinning right-of-way boundary is 198 m. Both separation distances are viewed as acceptable from the perspective of reduced highway-to-building setbacks. (It should be noted that twinning to the south will result in encroachment onto several Indus/Winters Aire Park structures as depicted in Appendix A Table A- 2v. Impacts to the aerodrome facility were addressed in Appendix I of the report.) The primary factors that contributed to the selection of the south Highway 22X twinning as the preferred option included: Highway Geometrical Design Adherence: Twinning to the south is consistent with the Highway 22X twinning configuration proposed outside the study limits (see the relevant projects outlined in Section 1.3, including the Calgary East Freeway and Highway 22X Systems Interchange and Highway 1, Alignment and Area Network Functional Planning Study). A consistent south twinning eliminates the need for horizontal highway curves that would otherwise be required to connect a south to north twinning. Generally an increased Alberta Transportation Page

58 number of curves lead to increased collision rates, therefore horizontal curves should be avoided when possible. In addition, given that the general alignment of Highway 22X is straight and level, motorists would have been able to see the lane transitions a long distance ahead, creating an aesthetically unpleasant alignment; Required Highway Right-of-Way: The property area (excluding interchanges) required to accommodate a north twinning of Highway 22X was estimated at 143 acres and 123 acres for a south twinning option. The difference is attributed to an additional 6 m of existing highway right-of-way being available on the south side of Highway 22X compared to the north side; and Highway 22X/CPR Rail Crossing: Twinning to the south provides for increased design flexibility and staging by allowing construction of various crossing angels for the new eastbound Highway 22X lanes (See Section 7.0 Bridge Planning) without impacting the geometry of the existing corridor (used for the westbound Highway 22X lanes). Allowing for the same design and crossing angle flexibility with a north twinning (where the westbound twinned lanes use the existing structure) would undesirably require reconstruction and shortening of the existing Highway 22X horizontal curves on approach to the structure. 4.3 Highway 22X Cross-Section Within the study area, the existing 2-lane Highway 22X cross-section generally consists of two 3.7 m lanes, 3.0 m shoulders and a nominal highway right-of-way width that varies between 59 m and 74 m. The Functional Plans (see Annex A, Sheet 1-8) provide for an ultimate widening of Highway 22X to an 8-core lane cross-section with a 40 m centerline-to-centerline spacing, and a basic 104 m right-of-way width. (This cross-section configuration was adopted from AT Design Bulletin #70/2010, which depicts a 32 m separation between a highway centerline and adjacent right-of-way boundary). Exhibit 4-1 depicts a typical cross-section staging strategy that could be applied to the Highway 22X widening: Twinning: Twinning involves constructing two new lanes on the south side of the existing highway lanes. To accommodate the additional lanes, approximately 30 m to 38 m of highway right-of-way (depending on the location along the corridor) will be required on the south side of Highway 22X. Providing for a total 104 m right-of-way width will also require 3 m to 5 m of right-of-way on the north side of Highway 22X as depicted in Exhibit 4-1; Widening from 4 to 6 Lanes: Widening will maintain the existing 40 m centerline-tocenterline spacing and the 104 m right-of-way width. The widening will include the addition of one eastbound and one westbound lane located on the outside of the existing lanes; and Widening from 6 to 8 Lanes: Widening will require adding an additional 3.7 m wide lane on the inside of the 6-lane cross-section. Alberta Transportation Page

59 Alberta Transportation Page

60 5.0 DEVELOPMENT OF HIGHWAY 22X INTERCHANGES & HIGHWAY 791 REALIGNMENT 5.1 Initial Interchange Locations At the onset of this study, service/local interchanges along Highway 22X corridor were envisioned at Range Rd 285, Range Rd 283 and Highway 791 (see Exhibit 5-1). In addition to the service interchanges, provisions were given to the following systems interchanges along Highway 22X: Highway 22X (Marquis of Lorne Trail)/Calgary East Freeway Interchange: The systems interchange is located at the Highway 22X/88 th Street junction and is part of the Calgary East Freeway Transportation Utility Corridor (TUC). At the time of report preparation, the interchange was under construction with a scheduled completion date of late 2013; and Future Regional Ring Road: The exact location of the Future Regional Ring Road, including a Highway 22X systems interchange, has yet to be determined at the time of the study. However the conceptual location identified by AT places the interchange in the vicinity of the Range Road 275, approximately mid point between Highway 791 and Range Road 273 (former Highway 797). Exhibit 5-1: Originally Envisioned Highway 22X interchange locations The location of the two systems interchanges has a direct influence on placement of local interchanges along the Highway 22X corridor in terms of minimum separation requirements Alberta Transportation Page -5-1-

61 that must be met between systems and local interchanges. AT s Best Practices for Planning and Design of Freeway Facilities indicates: Maintaining interchange spacing that allows proper operation of the freeway mainline is a key factor in protecting infrastructure investment ; and Systems interchanges are preferably spaced 3000 m or more from adjacent local interchanges. These spacing requirements relate to the need for adequate distances for weaving and directional signing. Systems interchanges generally involve longer ramps and higher volumes than local interchanges, thus increasing the minimum requirement Range Road 285 Interchange Application of AT s interchange spacing guidelines indicates that the closest position for a local interchange east of the East Calgary Freeway systems interchange is at Range Road 285. This location provides for a satisfactory 3.2 km separation to the systems interchange and is a desirable location given that the interchange: integrates with Rocky View County s long range transportation plan. According to the County s plans, the Range Road 285/284 corridor represents a major N-S arterial/expressway extending north from Highway 22X to Highway 567 (just north of the City of Airdrie); and provides all movement access to the East Regional Context Study lands. The East Calgary Freeway systems interchange does not provide for the S-E movement nor the E-S movement at the interchange site. As such, full movement access to lands located south of Highway 22X, including the proposed Calgary Hospital, is restricted. The all movement Range Road 285 interchange will provide for a convenient and direct access to lands south of Highway 22X Existing Highway 22X/Highway 791 Junction A geometrical review of the existing Highway 22X/791 junction indicates that the site is not a preferred location for an interchange because the close proximity of the CP Rail corridor creates numerous interchange design constraints. (The CP Rail structure is approximately 880 m away from the Highway 22X/791 intersection along Highway 22X and 540 m measured along Highway 791.) Appendix "D-2" provides a conceptual design depicting an interchange at the existing Highway 22X/791 junction, this concept is Not Recommended for the following reasons: Structural Requirements over the CP Rail Corridor: The interchange entrance and exit terminals located in the north and east quadrants of the interchange would have to extend over and past the CPR rail tracks. This results in the construction of an estimated 1450 m 2 of additional bridge area compared to a design with no ramp encroachment on to a bridge; Sight Distance Requirements: A motorist traveling on the inside lane of a 4-lane WB Highway 22X cross-section requires approximately 650 m of decision sight distance Alberta Transportation Page -5-2-

62 (assuming a 130 km/hr design speed and three lane changes, estimated at six seconds per lane change) to exit the highway onto the WB Highway 22X interchange exit terminal. In the same manner, a motorist traveling along the SB Highway 791 lanes requires 450 m of decision sight distance (according to AT Highway Geometric Design Guidelines, Table B.4, assuming a 110 km/hr design speed) to exit onto the SB interchange exit terminal. These sightlines would have to be accommodated along the CPR bridge structure and approach roads leading to the structures. Both the Highway 22X and Highway 791 profiles would have to be constructed to a near level (0.5%) grade for a length approximately equivalent to the required decision sight distance (assuming motorist height of eye = 1.05 m and object height (gore point) = 0 m.) This level profile will result in significant embankment heights (estimated at 11.5 m) at the structure approach roads, which increases construction costs, requires additional right-of-way and provides poor roadway aesthetics; Interchange Staging Constraints: A potential staging strategy for the Highway 791 interchange may involve the construction of the interchange prior to implementing a Highway 791 grade-separated crossing over the rail corridor. (This is dependent on various factors including the rate of train traffic growth, number of tracks and availability of funding for rail bridge construction.) Under this scenario, the available 280 m distance (measured along Highway 791) between the interchange north ramp terminal and an at-grade rail crossing will require constructing a Highway 791 profile in excess of the maximum 2% grade required for roundabout interchange ramp terminals; and Access Constraints: The available 280 m distance (measured along Highway 791) between the interchange north ramp terminal and the rail corridor is too short to accommodate a Highway 791 intersection without conflicting with the interchange ramps. As such, under this concept, no access would be provided to lands located in the NE and NW quadrants of the interchange. Access to the Hamlet of Indus from Highway 791 would be undesirably limited to one intersection located north of the CP Rail corridor. The following two alternative locations for the Highway 22X/791 interchange were found to alleviate the majority of the constraints associated with the existing junction, however the locations present a host of other issues Highway 791 Interchange Located East of the CP Rail Corridor Placing the Highway 22X/791 interchange approximately 1.5 km east of the CPR corridor provides for desirable geometrics, however the location results in a deficient 1.3 km separation to the Future Regional Ring Road and systems interchange proposed in the vicinity of Range Road 275 (minimal separation is 3.0 km). Given that the separation between the CPR track and Range Road 275 is only 2.7 km (measured along Highway 22X), placing the interchange at or just east of the CPR tracks will not meet AT s minimum 3.0 km separation requirement between a local and systems interchange. As such, an easterly Highway 791 corridor and interchange was thought to be an undesirable alternative. Alberta Transportation Page -5-3-

63 5.1.4 Highway 791 Interchange Located West of the CP Rail Corridor Placing the Highway 22X/791 interchange approximately 700 m to 800 m west of the existing Highway 791 corridor provides for desirable geometrics and sightlines, however this location results in: Significant Property Impacts: The westerly shift of the Highway 22X/791 junction would require the realignment of the existing Highway 791 corridor through approximately the mid point of Indus. The highway realignment, combined with the interchange foot print, would bisect the community and result in significant property impacts to both existing and proposed developments; and Undesirable Interchange Spacing: Exhibit 5-2 indicates that with the advent of an interchange at Range Road 283 the seperation to the new Highway 791 interchange from Range Road 283 is only 2.1 km. This seperation results in unbalanced interchange spacing along the Highway 22X corridor and a short seperation between local interchanges, which generaly should be avoided unless warrented from a roadway capacity and/or road network continuity perspective. Exhibit 5-2: Hwy 22X/791 Interchange Offset 700 m to 800 m East of the Existing Hwy 791 Alberta Transportation Page -5-4-

64 5.2 Why Consolidate the Highway 791 and Range Road 283 Interchanges? Shifting the Highway 791 interchange further west of Indus will reduce property impacts to the community core. However, this would also decrease the separation distance to the next local interchange initially envisioned at Range Road 283. AT s Best Practices for Freeway Facilities indicates that in urban areas preferred spacing between local interchanges is 2000 m or more and in rural areas a desirable spacing of 8,000 m ranging up to 16,000 m is a rough guideline. A traffic analysis was completed to determine if consolidating the Range Road 283 and Highway 791 interchange into a single interchange was a feasible solution that would improve interchange spacing while providing capacity to accommodate ultimate forecast traffic volumes. The results of the analysis are presented in the form of a Technical Memorandum (See Appendix "E"), which indicates that a consolidated Range Road 283 and Highway 791 interchange is a desirable solution, given that: A single interchange has the adequate capacity to accommodate ultimate forecast traffic volumes. Intersection capacity analysis (using Synchro TM ) was completed for the combined interchange by amalgamating the ultimate forecast peak hour traffic volumes produced for Highway 791 and Range Road 283 into a single site. The volumes were combined to assess the traffic impacts of a single diamond interchange assuming a 4-lane structure over an 8-lane Highway 22X corridor. The results of the analysis indicated that: - the overall level of service at both the north and south interchange ramp terminals is LOS B or better; and - a LOS D was found to occur at the EB and WB left turn movements onto the structure at both the north and south ramp terminals. However a Parclo B interchange configuration with loops in the NW and SE quadrants of the interchange would greatly improve this LOS. For planning purposes, a sensitivity analysis was undertaken that incrementally increased traffic volumes beyond the ultimate traffic forecast to a point where the single interchange configuration would fail. (This was achieved by incrementally increasing the traffic volumes approaching the ramp terminals until a v/c ratio above 0.9 was reached.) The results of the analysis indicated that a 60% growth in ultimate forecast traffic volumes is required to result in the breaking point being reached at a single interchange serving both the Highway 791 and RR-283 corridors. A single interchange results in infrastructure cost savings. Combining the two interchanges at Highway 791 and RR 283 into a single interchange could result in cost savings in the order of $25 to $40M. With the advent of realigning Highway 791 required to accommodate the single interchange, the savings would be reduced by $15M-to-$30M. Alberta Transportation Page -5-5-

65 5.3 Highway 791 Interchange and Realignment Options A total of five candidate locations for a combined Highway 791/Range Road 293 interchange were identified between the existing Highway 791 corridor and Range Road 283. The interchange locations led to the development of twelve Highway 791 realignment options (See Exhibit 5-3) that include: A 4.3 km to 6.4 km long Highway 791 segment that begins at Highway 22X and ties into the existing Highway 791 corridor at or before the Highway 791/Township Road 232 intersection (located 6.1 km north of the existing Highway 22X/791 junction); and A 1.6 km segment of local road that forms a southern extension of Highway 791 and the Highway 22X/791 interchange. The roadway would be under Rocky View County jurisdiction providing access to lands located south of Highway 22X. The development of the twelve Highway 791 alignment options was facilitated by the adoption of the following general design criteria: (Appendix "E" provides a more detailed listing of the design criteria and design assumptions made during option development) Design Speed: A 110 km/hr design speed was used for the design of the Highway 791 vertical and horizontal geometry. The design speed for Range Roads forming the south leg of the Highway 22X/791 interchange was assumed to be 90 km/hr (the 90 km/hr design speed was confirmed with Rocky View County staff). Cross-section: The proposed cross-section for Highway 791 is a twinned 4-lane configuration with a 30 m centerline-to-centerline spacing (as per AT Highway Geometric Design Guide Figure C-6.2a) and 90 m wide basic right-of-way width. The cross-section selected for the Range Road forming the south leg of the interchange is a Major Street Divided configuration (as per Rocky View County standards), which includes 4- lanes, a 6 m median and a 36 m to 51 m basic right-of-way. CPR Rail Requirements: Based on correspondence with CPR staff (see Appendix "F-1") a total of four rail tracks should be accommodated at a new Highway 791 over the CP Rail structure with a minimum clear span of 26.3 m. Intersection Spacing: A minimum intersection spacing of 1.6 km for public roads was used along Highway 791, which is consistent with AT access management guidelines. Appendix E contains exhibits depicting each of the twelve Highway 791 alignment options, which can be characterised as follows: Option A Alignments (A-1 to A-3): - range in length form 5.6 km to 5.75 km and place the Highway 22X/791 interchange approximately 1.2 km west of the existing Highway 791 corridor; - represent the closest Highway 791 realignment option relative to the Hamlet of Indus; Alberta Transportation Page -5-6-

66 Exhibit 5-3: Highway 791 Alignment Options Alberta Transportation Page -5-7-

67 - cross the CP Rail corridor at a 26 LHF skew angle; - use the existing Range Road 282 corridor as a south connection to the Highway 22X/791 interchange; and - impact several Fortis utility power lines located parallel to Range Road 282. Option B Alignments (B-1 to B-2): - range in length form 4.3 km to 5.6 km and place the Highway 22X/791 interchange approximately 1.7 km west of the existing Highway 791 corridor; - represent one of the shortest Highway 791 realignments at 4.3 km in length (Option B-2 ) and crosses the CPR corridor on a curved structure; and - traverse through several wetland/low lying drainage areas located between Range Road 282 and Range Road 283. Option C Alignments (C-1 to C-4): - range in length form 5.75 km to 6.39 km and place the Highway 22X/791 interchange approximately 2.4 km west of the existing Highway 791 corridor; - avoid placing the interchange directly on the Indus aerodrome facilities (including the airplane hangers); and - traverse through several wetland/low lying drainage areas. Option D Alignments (D-1 to D-2): - range in length form 6.01 km to 6.1 km and place the Highway 22X/791 interchange approximately 2.5 km west of the existing Highway 791 corridor; and - are intended to minimize impacts to the E-W Indus aerodrome runway. Option E Alignment (E-1): - is 6.2 km in length and places the Highway 22X/791 interchange approximately 2.9 km west of the existing Highway 791 corridor; - represents the most western Highway 791 realignment option; and - uses the existing Range Road 283 corridor as a south connection to the Highway 22X/791 interchange Highway 791 Alignment Option Evaluation and Assessment A matrix analysis was undertaken to review and compare each of the twelve Highway 791 alignment options. The purpose of the analysis was to identify the preferred alignment that would address the ultimate Highway 22X and Highway 791 corridor requirements, while taking into account a host of factors. The criterion used to form the basis of the Highway 791 alignment option assessment process involved considering three major categories, inclusive of: conceptual costs, design adherence and area impacts. These categories were then subdivided into seven evaluation factors (see Table 5-1). The strategy and results of the matrix analysis that lead to the selection of the preferred Highway 791 corridor option are outlined in Appendix E, and include: Alberta Transportation Page -5-8-

68 Table 5-1 Factors for Highway 791 Alignment Matrix Comparative Assessment Categories Factors Factor Definition Conceptual Cost Design Adherence Area Impacts Roadwork, Structure and Utility Relocations Highway Geometrical Design Adherence Environmental Impacts Geotechnical Impacts Required Right-of-Way Diversion Distances to Indus Dwelling/Structure Impacts Accounts for the conceptual construction cost for each twinning option, including roadwork, signage and drainage. Assesses the level of highway geometrical design conformance in terms of horizontal/vertical alignment and highway aesthetics. Outlines the impacts associated with highway widening on landforms, soils, vegetation, wildlife, wetlands and water quality. Provides a review of geotechnical conditions and potential issues that may affect the proposed Highway 791 realignment. Accounts for the required highway right-of-way area. Assesses the diversion distance and associated travel to each interchange location. Assesses the number of structures that will have to be acquired as a result of the proposed highway right-of-way encroaching onto existing structures/buildings. Detailed Description of each Alignment Option including exhibits depicting configuration and geometrical features of each option; and A Point Rating System: Provides a general definition and guideline for assigning points to each factor based on a point value ranging from 0 to 4; and Point Value Interpolation Tables: These tables depict the point value interpolated and assigned to each factor for the Highway 791 corridor options The Recommended Highway 791 Alignment Option The results of the matrix analysis (See Table 5-2) indicate that Highway 791 Alignment Options "A" that use the existing Range Road 282 corridor and are located closest to the Hamlet of Indus received the highest point rankings (See Appendix "E" for additional information including point ranking justification for each alignment option). The primary factors that contributed to the selection of Option A-3 (See Exhibit 5-4) as the preferred Highway 791 alignment and location for the Highway 22X/Highway 791 Interchange include: Table 5-2 Highway 791 Alignment Matrix Summary Highway 791 Alignment Option (length) Option A-1 (5,630 m) Option A-2 (5,750 m) Option A-3 (5,640 m) Option B-1 (5,600 m) Option B-2 (4,330 m) Option C-1 (6,270 m) Option C-2 (6,390 m) Option C-3 (5,750 m) Option C-4 (5,810 m) Option D-1 (6,100 m) Option D-2 (6,010 m) Option E-1 (6,220 m) Score (Out of 24) 19 to 21 points 17 Points 15 to 17 Points 14 to 15 points Alberta Transportation Page -5-9-

69 Geometrical Design Adherence: The proposed Option A-3 horizontal alignment provides for desirable curve geometrics, a limited number of curves (2) and avoids placing intersections on curves. The vertical alignment achieves a design balance by satisfying intersection sight distance requirements, while limiting the height of the Highway 791 fill embankment between Highway 22X and the CP Rail corridor. Proximity to the Hamlet of Indus: Constructing the Highway 22X/791 interchange approximately 1.2 km west of the existing Highway 791 corridor will minimize diversion distances for motorists accessing Indus form either Highway 22X or Highway 791. This will benefit both residential communities and commercial developments within the Indus area by providing for a less circuitous route compared to the other Highway 791 alignment options. Use of the Existing Range Road 282 Corridor: The existing 3.2 km segment of Range Road 282 corridor accounts for over 57% of the total 5.6 km Option A-3 corridor length. Using this segment of existing roadway as compared to options that require a entirely new roadway alignment offers the following significant benefits: approximately 32 acres of existing road right-of-way can be used for the Highway 791 alignment; the existing 1.6 km Range Road intersection spacing along Township Road 224 (south of Highway 22X) is maintained; and Exhibit 5-4: Preferred Highway 791 Alignment environmental and geotechnical impacts are reduced as a result of using existing roadway infrastructure including avoiding the disturbance of new wetlands or agricultural areas. Highway 791 alignment Options B to D traverse through low lying wetland areas and would result in adverse environmental impacts and would require additional soil mitigation measures, such as over excavation of organic soils. Alberta Transportation Page

70 It should noted that Option A-3 impacts several residential buildings located in the NE quadrant of the Highway 22X/791 interchange, as well as the Indus/Winter s Airpark located in the SW quadrant. (Appendix I of the report provides several options that may mitigate the impacts to the aerodrome. With the exception of several residents who operate aircraft out of the aerodrome, the majority of landowners/residents with the vicinity of Indus indicated a general preference towards locating the Highway 22X/791 interchange at the Option A location.) 5.4 Proposed Interchange Configurations Traffic volumes forecasted for the Long-Range horizon ( ultimate build-out) were analyzed at the Highway 22X/Range Road 285 and Highway 22X/791 interchanges to determine the preferred configuration for each interchange. The analysis included an operational review of various ramp interchange configurations, assuming both signal control and roundabouts, using Synchro 6 and Sidra Intersection 5.0 Traffic Analysis Software. The following provides a synopsis of the analysis results. (See Appendix B-4" to "B-7 for additional information, including: intersections capacity results, weaving calculation, queuing along interchange ramps and operational results for roundabouts at interchange ramp terminals.) Highway 22X/Range Road 285 Interchange Ultimate forecast traffic volumes (See Exhibit 3-3) indicate that the predominant left turn movements at the Highway 22X/Range Road 285 junction occur in the: S-E direction, with 1,450 vph in the morning and 890 vph in the afternoon. This heavy movement is attributed to the proposed East Regional Context Study lands, which generate trips from the developments proposed south of Highway 22X towards the City of Calgary; and E-S direction, with 590 vph in the morning and 1,060 vph in the afternoon. This movement is primarily attributed to the configuration of the East Freeway Interchange, which does not provide for the E-S movement (or the S-E movement). As such, motorists traveling westbound along Highway 22X would use the Highway 22X/Range Road 285 to complete the E-S movement providing access to 88th Street. The following two interchange configurations were felt to best address the required movements at the junction of Highway 22X/Range Road 285. As such, the Parclo A/B and Parclo A configurations were reviewed to determine which design provides for the most desirable operations: Parclo A/B Configuration: Includes loops in the NE and NW quadrants of the interchange that would accommodate the two heavy S-E and E-S movements. A collectordistributor (CD) road proposed parallel to the westbound Highway 22X lanes allows Alberta Transportation Page

71 vehicle weaving between the loops to occur on the collector road and not Highway 22X. A merge weave analysis (See Appendix B-7 ) indicated that cross-weaving of the two heavy movements between the two loops resulted in undesirable constrained conditions along the collector road. As such, the Parclo A/B configuration was not selected as the preferred design. Parclo A Configuration: Assumed a dual loop ramp in the NE interchange quadrant (accommodating the S-E movement), a single loop ramp in the SW quadrant, signalized north and south ramp terminals and double left-turn lanes accommodating the E-S movement. The configuration resulted in a 5-through lane bridge structure (3-SB lanes and 2-NB lanes). Exhibit 5-5 illustrates the Parclo A Highway 22X/Range Road 285 interchange configuration with the ultimate forecast traffic volume movements (2030) 1560 (2260) 1090 (780) 1180 (1250) 400 (680) 590 (1060) 1130 (1780) 1160 (1580) 4420 (3870) 1450 (890) 2870 (3940) 4150 (4120) 640 (530) 4370 (3070) 660 (920) 660 (1390) 1950 (1550) 900 (730) 1790 (3170) 2850 (2280) Exhibit 5-5: "Ultimate" Forecast Traffic Volumes at Hwy 22X/R.R. 285 Interchange Alberta Transportation Page

72 Table 5-3 outlines the operational characteristics of the Parclo A interchange with signalized ramp terminals. (See Appendix B-6 for the complete Synchro 6 traffic analysis results.) A review of Table 5-3 indicates that the Parclo A configuration provides for overall satisfactory operations: North Ramp Terminal: The worst-case approach occurs during the afternoon peak hour (1,060 vph) on the westbound left-turn movement and performs at satisfactory levels of service (LOS D and v/c ratio of 0.90). This movement requires approximately 187 m of vehicle storage (see Appendix "B-5") along the W-N/S ramp assuming a double left-turn lane configuration. South Ramp Terminal: The worst-case approach occurs during the afternoon peak hour on the eastbound right-turn movement, which performs at a level-of-service B with a delay of 17.5 sec and v/c ratio of While the v/c ratio is high, the delay for this movement remains low. Table 7-1 within the ITE: Freeway and Interchange Geometric Design Handbook (2005) indicates that the per-lane capacity of a directional ramp is 1,400 vehicles/hour/lane. Given that the Long-Range forecast eastbound right-turn movement remains at no more than 1,390 vph during peak hour conditions, operational conditions were felt to remain acceptable with approximately 120 m of storage required along the E-N/S ramp. However, the south ramp terminal should be monitored at a time closer to build-out of the surrounding area. Table 5-3: Summary of Intersection Capacity Results for Interchange Options (Long-Range Horizon) Analysis Characteristics for Worst Case Approach Intersection (North-South / Ramp Terminal AM Peak Hour PM Peak Hour East-West) Delay V/C Delay V/C Approach LOS Approach LOS (sec.) Ratio (sec.) Ratio Hwy 22X / North Terminal WB - LT D WB LT D Range Rd 285 South Terminal EB - LT D EB - RT B SB Southbound, NB Northbound, EB Eastbound, WB Westbound, T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement. Conclusion: A Parclo A Highway 22X/Range Rd 285 interchange configuration was found to provide satisfactory operations at the Long-Range horizon travel demand forecast and is depicted as the preferred design in the study functional plans (See Annex A, Sheets 12-15). However, to provide AT with maximum design flexibility, the right-of-way boundaries depicted in the Functional Plans and Right-of-Way Request Plans (See Annex B ) protect for a possible Parclo B configuration (See Annex A, Sheet 16, illustrating a Highway 22X/Range Road 285 Parclo B interchange). Providing for this design flexibility was particularly prudent at this location given that the traffic forecasts for the E-S movement are significantly high (590 vph in the morning and 1,060 vph in the afternoon) and require double left-turn lanes operating at maximum capacity. Should traffic volumes during the Long-Range horizon year develop differently or specifically increase demand for the E-S movement, a Parclo B configuration may be the preferred design. Alberta Transportation Page

73 Roundabout Ramp Terminals at the Highway 22X/Range Road 285 Interchange In accordance with AT Design Bulletin # 68, an operational analysis (using Sidra Intersection 5.0) was completed to determine if roundabouts can be implemented at the Highway 22X/Range Road 285 ramp terminals. The ramp terminal configurations (See Appendix B-6 for an illustration of each configuration) modeled included: 1x2 Roundabouts (Diamond/Dumbbell Interchange): Including a 4-lane bridge structure with 2-lane roundabouts at both the north and south ramp terminals and channelized right-turn movements, which access/egress the Highway 22X corridor; 2x3 Roundabouts (Diamond/Dumbbell Interchange): Including a 6-lane bridge structure with 3-lane roundabouts at both the north and south ramp terminals; and 2x3 Roundabouts (Parclo A Configuration): This interchange configuration is similar to the Parclo A configuration depicted in Exhibit 5-5, with the exception of the ramp terminals that are configured as roundabouts and not standard intersections. The configurations include a 5-lane bridge structure with a 3-lane roundabout at the south ramp terminals and 2 & 3 lane approaches at the south ramp terminal. A 2-lane loop is provided in the NE quadrant of the interchange and a single lane loop in the SW quadrant. Table 5-4 outlines the operational characteristics of the roundabout ramp terminal interchanges (See Appendix B-6 for the complete Sidra traffic analysis results) and indicates that all three roundabout configurations resulted in unsatisfactory operations: 1x2 Roundabouts (Diamond/Dumbbell Interchange): The interchange was found to operate unsatisfactorily (LOS F) at both the north and south ramp terminals during the morning and afternoon peak hours of travel demand. Critical approaches to each ramp terminal were found to exhibit v/c ratios of 2.74 or higher during the morning and afternoon peak hours; 2x3 Roundabouts (Diamond/Dumbbell Interchange): The interchange was found to operate unsatisfactorily (LOS F) at both the north and south ramp terminals during the morning and afternoon peak hours of travel demand. Critical approaches to each ramp terminal were found to exhibit v/c ratios of 3.03 or higher during both the morning and afternoon peak hours; and 2x3 Roundabouts (Parclo A Configuration): Despite accommodating the heavy S-E movement on a dual lane loop, which avoids traffic circulating through the north ramp terminal roundabout, the configuration resulted in unsatisfactory operations (LOS F, v/c ratio 1.14) at the south ramp terminal during the morning and afternoon peak hours of travel demand. The north ramp terminal resulted in unsatisfactory operations (LOS F, v/c ratio 1.97) in the afternoon peak hour only. Alberta Transportation Page

74 Table 5-4: Summary of Sidra Roundabout Analysis Results for Interchange Options (Long Range Horizon) Intersection Configuration Intersection Analysis Characteristics for Worst Case Approach AM Peak Hour Delay Approach LOS (sec.) Highway 22X / Range Rd 285 Interchange V/C Ratio PM Peak Hour Delay Approach LOS (sec.) 1x2 Roundabout (Dumbbell) WB - LT F WB - LT F North 2x3 Roundabout (Dumbbell) WB - LT F WB - LT F Terminal 2x3 Roundabout (Parclo A ) WB - LT C WB - LT F x2 Roundabout (Dumbbell) EB - LT F EB - LT F x3 Roundabout (Dumbbell) South Terminal EB - LT F EB - LT F x3 Roundabout (Parclo A ) SB - T F EB - LT F SB Southbound, NB Northbound, EB Eastbound, WB Westbound, T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement. Conclusion: Roundabout ramp terminal at the Highway 22X/Range Rd 285 interchange appear to provide for unsatisfactory operations at the forecast Long-Range horizon travel demand. However to provide AT with staging and design flexibility, the functional design of the interchange was reviewed to ensure a 3-lane, 90 m diameter roundabout can be accommodated at both ramp terminals if required (see Annex "A" functional Plan Sheet 16) Highway 22X/791 Interchange Ultimate forecast traffic volumes (See Exhibit 3-3) along the Highway 791 corridor are significantly less when compared to traffic volumes along Range Road 285 (Highway 791 AADT 22,100 and Range Road 285 AADT 42,900). The decrease in traffic is primarily attributed to the uncertainty of future build out within the vicinity Highway 791, with only a few development plans proposed within the community of Indus at this time. The initial configuration reviewed for the Highway 791 interchange assumed a spread diamond design with signalized ramp terminals and a 4-lane bridge structure. An operational analysis of the spread diamond interchange was summarized in Table 5-5, and indicates that: North Ramp Terminal: The worst-case approach occurs during the afternoon peak hour on the westbound left-turn movement and performs at satisfactory levels of service (LOS D and v/c ratio of 0.66); and South Ramp Terminal: The worst-case approach occurs during the afternoon peak hour on the eastbound left-turn movement and performs at satisfactory levels of service (LOS D and v/c ratio of 0.74). V/C Ratio Alberta Transportation Page

75 Table 5-5: Summary of Intersection Capacity Results for a Diamond Highway 22X/791 Interchange (Long Range Horizon) Analysis Characteristics for Worst Case Approach Intersection (North-South / AM Peak Hour PM Peak Hour Ramp Terminal East-West) Delay V/C Delay Approach LOS Approach LOS (sec.) Ratio (sec.) V/C Ratio North Terminal WB - LT B WB - LT D Hwy 22X / Hwy 791 South Terminal EB - LT B EB - LT D SB Southbound, NB Northbound, EB Eastbound, WB Westbound, T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement. Although the spread diamond configuration for the Highway 22X/791 interchange was found to provide acceptable operations, a Parclo B design with loops in the NW and SE quadrants of the interchange would greatly improve the LOS at both the north and south ramp terminals. Exhibit 5-6 depicts ultimate forecast traffic volume movements assuming a Parclo B Highway 22X/791 interchange with roundabout ramp terminals. 950 (1410) 1260 (1060) 420 (740) 530 (670) 400 (340) 210 (370) 860 (720) 2860 (3940) 310 (220) 2940 (3390) 4360 (3060) 630 (490) 3890 (3110) 370 (210) 440 (600) 220 (310) 530 (450) 310 (440) 900 (660) 660 (910) Exhibit 5-6: "Ultimate" Forecast Traffic Volumes at Hwy 22X/791 Interchange The implementation of a Parclo B configuration for the Highway 22X/791 interchange was further reinforced upon examining the use of roundabouts in lieu of traffic signals at the Alberta Transportation Page

76 interchange ramp terminals. The operation analysis of roundabouts at interchange ramp terminals (See Appendix B-6 for illustrations of each configuration) is summarized in Table 5-6 and includes the following configurations: 1x2 Roundabouts (Diamond Interchange): Assumes a 4-lane bridge structure, 2-lane roundabouts at both the north and south ramp terminals and channelized right-turn movements, which access/egress the Highway 22X corridor; and 1x2 Roundabouts (Parclo B ): Assumes a 4-lane bridge structure, a Parclo B configuration (loops in NW and SE quadrants) and 2-lane roundabouts at both the north and south ramp terminals. Table 5-6: Summary of Sidra Roundabout Analysis Results for Highway 22X/791 Interchange (Long Range Horizon) Intersection Configuration Intersection Analysis Characteristics for Worst Case Approach AM Peak Hour Delay Approach LOS (sec.) V/C Ratio PM Peak Hour Delay Approach LOS (sec.) 1x2 Roundabout (Diamond) North WB LT C SB TH B x2 Roundabout (Parclo B ) Terminal NB LT A NB LT B x2 Roundabout (Diamond) South EB LT F EB LT F x2 Roundabout (Parclo B ) Terminal NB Th B NB TH C SB Southbound, NB Northbound, EB Eastbound, WB Westbound, T Through Movement, RT Right-Turn Movement, LT Left-Turn Movement. A review of Table 5-6 indicates that from an operations perspective: 1x2 Roundabouts (Diamond Interchange): Was found to exhibit satisfactory operational characteristics on the north ramp terminal (during the morning and afternoon peak hours), however the south ramp terminal was found to operate unsatisfactorily during the morning and afternoon peak hours of travel demand and exhibited a v/c ratio on critical approaches (EB-LT) of 1.01 or greater; and 1x2 Roundabouts (Parclo B ): With the addition of loops in the northwest and southeast quadrants, the Highway 22X/791 interchange was found to exhibit satisfactory operational characteristics on both the north and south ramp terminals during the morning and afternoon peak hours of travel demand. Critical approaches to each ramp terminal were found to exhibit a LOS C or better and a v/c ratio of 0.76 or less during the morning and afternoon peak hours. Conclusion: The Parclo B Highway 22X/791 configuration with roundabout ramp terminals provided for the best operation characteristics and is depicted as the preferred design in the study functional plans (See Annex A, Sheets 17-21). It should be noted that the Parclo B configuration also protects for sufficient property to allow construction of a Parclo A Highway 22X/791 interchange design (See Annex A, Sheet 21). This provides AT V/C Ratio Alberta Transportation Page

77 with maximum design and staging flexibility to implement an alternative interchange configuration should traffic patterns change within the study area. 5.5 Highway 22X Staging Strategy Table 5-7 provides a potential staging strategy envisioned for the widening of Highway 22X and projected timelines for the construction of interchanges along the corridor. It should be noted that the staging strategy assumptions were based upon forecast traffic volumes and CastleGlenn s best understanding of numerous factors including: the proposed development initiatives and community land use plans both within and outside of the study area; the historical traffic growth rates along the Highway 22X corridor; the potential development of an outer Regional Ring Road located east of the Highway 791 corridor; and the timing and warrants for the widening of the Highway 22X corridor. Table 5-7: Potential Highway 22X Staging Strategy Stage Stage I Year 2030 Stage II Year 2055 Stage Description and assumptions Forecast AADT Along Highway 22X: 25,000 to 19,000 vpd (west to east) Entire section of Highway 22X within the study limits will be twinned by this time. Twinning may occur in segments prior to this time horizon, with the first improvements occurring between 104 th Street (in the vicinity of Calgary) and potentially Highway 791. Signalized intersections or roundabouts 1 at 104 th Street (Range Road 290), Range Road 285, Range Road 283, Highway 791 and Range Road 273 improvements of intersections at 104 th Street and Highway 791 may occur first as a result of increased volumes spurred by development. Forecast AADT Along Highway 22X: 47,000 to 31,000 vpd (west to east) Implement 6-lane Highway 22X cross-section within the study limits. All at-grade intersections are signalized or roundabouts 1. Potential implementation of interchanges at Range Road 285 and Highway 719 should be examined. Stage III Year 2085 Forecast AADT Along Highway 22X: 78,000 to 50,000 vpd (west to east) Construct 8-lane cross-section along Highway 22X. Closure of all at-grade intersections, with access to Highway 22X provided via interchanges only. Implementation of second Regional Ring Road. Construct Flyover at 104 th Street (could potential occur as part of Stage II improvements). 1 The Right-of-Way Request Plans contained in Annex "B" protect for sufficient property to accommodate both roundabouts and standard intersections along the Highway 22X corridor. Alberta Transportation Page

78 Conclusion: Given that the factors and assumptions used in the proposed staging strategy (Table 5-7) are variable and subject to revision, it is recommended that the proposed Highway 22X staging strategy be monitored and substantiated over time as development initiatives become further clarified and traffic assumptions become increasingly formulized. Alberta Transportation Page

79 6.0 FUNCTIONAL DESIGN OF HIGHWAY 22X INTERCHANGES & HIGHWAY 791 REALIGNMENT The technical characteristics of the ultimate Highway 22X freeway configuration were presented in Annex A in the form of 11 x 17 Functional Plans (reduced from 22 x 34 sheet size) depicting plan and profile views of the: 8-lane Highway 22X corridor; Highway 22X/Range Road 285 interchange; Highway 22X/Highway 791 Interchange; and Realigned Highway 791 corridor. The Highway 22X freeway configuration represents a long term initiative (50 years+) and as such, the functional designs presented in Annex A were developed with the objective of providing AT with maximum design flexibility to accommodate changes in future traffic patterns, land use and development initiatives. The criteria used to provide for a flexible design included: Selecting rural design speeds at the interchanges, including a 90 km/hr design speed along Range Road 285 and 110 km/hr design speed along Highway 791. (The posted speed limits within the vicinity of the interchanges remain to be confirmed at the time of detailed design, once specific design issues are addressed, including the use of roundabouts versus intersections, pedestrian accommodations and proposed land uses adjacent to the interchange.) Providing adequate sightlines and protecting sufficient property to accommodate both roundabout and standard intersection configurations at all interchange ramp terminals and along Highway 791. Designing interchange ramps to allow construction of loops in either quadrants of the interchange (see Section 5.4). Protecting for a rural 30 m centerline-to-centerline cross-section along Highway 791, including up to the first north ramp terminal roundabout at the Highway 22X/791 interchange. Protecting for a Highway 791/CPR structure that can accommodate up to four main tracks (See Section 7.3). Addressing the requirements of the future Regional Ring Road by adhering to AT s Best Practices for Planning and Design of Freeway Facilities, which outlines minimum spacing requirements between systems and local interchanges. Providing sufficient Highway 22X right-of-way to accommodate a 55 m centerline spacing at the existing Highway 22X/791 intersection and Highway 22X/RR 285 intersection. The 55 m centerline can be implemented at the twinning stage and provide for desirable heavy vehicle operations (truck refuge, turning movements and accommodation of LCVs) at the two major at-grade intersections along the corridor. Alberta Transportation Page

80 The property requirements associated with the functional designs are presented in Annex B in the form of right-of-way request plans, that depict: the right-of-way required (measured in acres and hectares) for the Highway 22X widening and interchanges and the Highway 791 realignment; and Certificate of Title for each property; including landowner information. 6.1 Design Criteria Table 6-1 provides a comprehensive summary of the design criteria parameters for Highway 22X, Highway 791, Range Road 285 and proposed service roads. The following must be taken into consideration when reviewing the overpass cross-section and design speed proposed for the Range Road 285 and Highway 791 interchanges. 6.2 Design Vehicle The design vehicles selected for Highway 22X and Highway 791 were based on information referenced from AT s website s (outlining designated Long Combination Vehicle Routes and High Load Corridors) and AT s Conditions for the Operation of LCVs document, which indicates that within the study area: Highway 22X is designated as a Long Combination Vehicle Route, therefore the modified WB-36 (Turnpike Double) with a maximum length of 41 m was selected as the design vehicle for the highway. The highway corridor is not designated as a High Load Corridor, therefore above standard vertical clearance under the proposed interchange structures and/or modified interchange ramps configurations are not required. Highway 791 is not designated as a Long Combination Vehicle Route nor a High Load Corridor ; however, AT s Conditions for the Operation of LCVs (January 4, 2011) indicates that all multilane highways with four or more driving lanes must accommodate LCV s. As such, the realigned 4-lane Highway 791 corridor was designed with vehicle turning provisions and sight distances requirements for a modified WB-36 (Turnpike Double) In addition to LCVs, consideration was given to accommodating agricultural equipment at the Highway 22X/CP Rail bridge and at the interchange overpass structure (During the public consultation process, numerous landowners who farm land on both sides of Highway 22X indicated that provisions for allowing farm equipment to cross Highway 22X are vital to farming operations). Clear roadways widths at all structures were checked to ensure agricultural equipment as wide as 6.7 m (width of most agricultural machinery inclusive of folding appendages) can cross Highway 22X, while ensuring at least one through lane is available for motorist to safely pass the agricultural equipment. Alberta Transportation Page

81 Table 6-1: Design Criteria CRITERIA HIGHWAY 22X HIGHWAY 791 LOCATION General General DESIGN HORIZONTAL ALIGNMENT VERTICAL ALIGNMENT CROSS - SECTION Classification RFD RAD Speed 130 kph 110 kph FUTURE HIGHWAY 22X OVERPASS ROADS AT INTERCHANGES Range Road 285 At Interchange "Divided Expressway" (Rocky View County) 90 kph (see Section 6.1.2) Highway 791 At Interchange UAD 110 kph (see Section 6.1.2) INTERCHANGE RAMPS General RFD Min 70 kph Vehicle WB-23 & WB -36 (1) WB-23 & WB -36 (1) WB-23 & WB -36 (1) WB-23 & WB -36 (1) WB-23 & WB -36 (1) Min. Horizontal Curve Radius R-950 m, A-300 R-600 m, A-220 R-340 m A-160 R-600 m, A m A 110 Max. Super elevation 6% 6% 6% 6% 6% Min. K Value (Crest ) Min. K Value (Sag) Min. S.S.D. 275 m 235 m 170 m 235 m 110 m Min. D.S.D 390 m 500 m 330 m 430 m 280 m 360 m 330 m 430 m 200 m 270 m Max. Gradient 3% 5% 6% 5% 5% No. of Lanes 4 to Through Lane Width 3.7 m 3.7 m 3.7 m 3.7 m 4.8 m Shoulder Width Outside 3.0 m 3.0 m 2.5 m 2.5 m 2.5 m ramps Shoulder Width Inside 2.0 m -3.0m 2.0 m median median 1.0 m to 1.2m Centerline Spacing 40m 30 m 13.4 m 13.4 n/a Median Width 32.6 m 4-lane Stage 6.0m raised median 6.0 m median 32.6 m 6-lane Stage 22.6 m RoW protects for RoW protects for 2.0 m painted for 17m depressed 22.6m depressed double lane loop 25.2 m 8-lane Stage median (2) median (2) Basic R/W Width 104 m 90 m 90 m 90 m 30 m (1) As per direction from AT s Technical Standards branch a modified WB-36 with a 41m length (versus 38m) was used as the latest dimension for a WB-36. In addition to the WB-36, there are other over sized vehicles including the Heavy Hauler (Low Boy), Platform Trailer and the Reactor Transporter (Superload) that travel under permit on the Departments roadway network. These oversized vehicles are considered as occasional users of highways and as such travel at low speed and may use pilot vehicles. (2) The RoW boundaries depicted in the study functional plans accommodate a rural interchange configuration at both the Range Road 285 and Highway 791 interchange sites. Protecting for a depressed median on the interchange approach roads provides future design flexibility to implement separate northbound and southbound overpass structures along Highway Range Road 285 and Highway 791 Alberta Transportation Page -6-3-

82 6.3 Highway 22X/Range Road 285 Interchange "Ultimate" Interchange Design Characteristics Interchange Configuration: The selected Parclo A configuration for the interchange includes a 7-lane Range Road 285 structure over an 8-lane Highway 22X (excluding loop entrance terminals) with a single-lane loop ramp in the SW interchange quadrant and a dual lane loop ramp in the NE interchange quadrant. South Ramp Terminal: The signalized south ramp terminal includes: - three northbound Range Road 285 through lanes. The third lane is dropped along the overpass structure forming the second exit lane on the dual lane loop; - three southbound Range Road 285 through lanes; - double eastbound left-turn lanes; - a 6 m raised median; - a channelized E-S ramp; and - provisions to accommodate a 90 m diameter 3-lane roundabout. North Ramp Terminal: The signalized south ramp terminal includes: - two northbound Range Road 285 through lanes. A third Range Road 285 lane is added north of the north ramp terminal as a continuation of the W-N ramp; - three southbound Range Road 285 through lanes; - double westbound left-turn lanes; - a 6 m raised median; - a channelized W-N ramp; and - provisions to accommodate a 90 m diameter 3-lane roundabout. Pedestrian Accommodation: Range Road 285 is located on Calgary City limits and the boundary of the proposed East Regional Context Study developments. The proposed mixed use developments on both sides of Highway 22X have the potential to generate pedestrian and cyclist traffic along Range Road 285. As such, a 2.5 m wide pedestrian sidewalk is proposed along Range Road 285, including the overpass structure. Cyclist traffic can be accommodated on the outside 2.5 m shoulder proposed along Range Road 285 corridor (see Pedestrian and Cyclist Accommodation). Right-of-Way Protection: The right-of-way boundaries depicted on the Functional Plans and Right-of-Way Request Plans for both a Parclo A interchange (See Annex A, Sheet 12-15) and a Parclo B interchange (See Annex A, Sheet 16). Interchange Ramp Terminal to Intersection Separation: The first Range Road 285 intersection located north of the interchange is offset 750 m from the north ramp terminal, while the first southern intersection is offset approximately 800 m from the south ramp terminal. These distances provide sufficient separation for a motorist merging onto Range Road 285 (from the W-N ramp or the E-S ramp) to cross three Range Road 285 lanes (assuming 5 seconds per lane change) and decelerate to a stopped condition along a dedicated left turn lane at the north and south intersections. In addition, the separation is also consistent with Rocky View County s standards, that indicate an Alberta Transportation Page

83 intersection spacing of 800 m should be provided along a 6-lane divided expressway such as Range Road Cross-Sections Exhibit 6-1 depicts the following cross-sections applicable to the Highway 22X/Range Road 285 Interchange: Ultimate 8-Lane Highway 22X Cross-Sections at Range Road 285 Structure: The Range Road 285 structure consists of a two span (55 m-50 m) arrangement with a total 120 m out-to-out fill length; Bridge piers meet 11.0 m to 12.0 m clear zone requirements and are assumed to be barrier free; and The Highway 22X cross-section underneath the structure provides for 8 Highway 22X through lanes, a 4.8 m wide eastbound exit terminal and two 3.7 m wide westbound entrance terminals originating from the dual lane N-W lane loop. The outside westbound entrance terminal ends before the gore point for the S-W Ramp (see Annex A, Sheet 12), while the inside entrance terminal continues as a through lane ending approximately 1.6 km west of Range Road 285. Range Road 285 Structure Cross-Section at Highway 22X: The total proposed structure width is 50.9 m measured from bridge rail to bridge rail and accommodates: - five 3.7 m wide Range Road 285 through lanes (2 northbound lanes and 3 southbound lanes); - two 3.7 m wide exit terminals for the N-W loop; - a single 4.8 m wide exit terminal for the S-E loop; - a 6 m raised median with mountable curbs m shoulders; and m pedestrian sidewalk (final sidewalk width should be confirmed at the time of detailed design to ensure integration with the proposed City of Calgary regional Pathway Network) Annex "A" Functional Plan Sheet 16 illustrates an alternative rural Range Road 285 crosssection that can be accommodated within the proposed functional plan RoW boundaries. Protecting sufficient property for this rural configuration provides future design flexibility to implement a 17m wide depressed median along Range Road 285 if warranted. Typical One Lane and Two Lane Ramps: One lane ramp and loop configurations assume a standard 4.8 m wide lane with a 2.5 m wide outside shoulder and 1.0 m wide inside shoulder. Maximum side slopes are 3:1 requiring a barrier system; and A 2-lane loop cross-section proposed for the N-W loop includes a 4.8 m inside lane and 4.0 m outside lane separated by a 2.0 m wide painted median. The inside shoulder width is 2.4 m and 1.2 m on the outside. Alberta Transportation Page

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85 6.3.3 Pedestrian and Cyclist Accommodation The East Regional Context Study (RCS) identifies Range Road 285/Range Road 284 as part of a "Pathway Connection system extending from north of the East RCS area to the Bow River. The system of regional pathways and bikeways is envisioned as an integral part of future residential communities providing for connections between key destination points within and beyond the RCS area. The configuration of the Highway 22X/Range Road 285 interchange was designed to accommodate the East RCS pathway system and include provisions for: Pedestrians: A barrier protected 2.5m wide pedestrian sidewalk is proposed on the west side of the Range Road 285 structure (adjacent to the southbound Range Road 285 lanes). The 2.5m sidewalk width requirement was referenced from AT's Road Side Design Guide (Section H9.2) which indicates "a sidewalk width of 2.5m is generally considered acceptable across bridges where there are barriers/railings or curbs on both sides of the sidewalk" Cyclist: A dedicated bike path can be accommodated on the outside 2.5m wide shoulder in the southbound Range Road 285 direction. [Note total outside pavement width is 6.2m consisting of 3.7m through lane + 1.5m (bike lane) + 0.5m (additional width as TAC Geometric Design Guide Table which indicates "add 0.5m if AADT exceeds 6000) + 0.5m (horizontal clearance)] It should be noted that AT's Roadside Design Guide Section H9.2 states "In some situations, the safety of providing pedestrian and/or cyclists access across a structure may be compromised due to the configuration of the road alignment/interchange, high traffic speed or high traffic volumes. A more appropriate solution may be to provide a separate dedicated crossing facility to direct pedestrians/cyclist movements away from this location". As such it is recommended that: the preferred location for a regional pathway crossing over the Highway 22X corridor should be reviewed during the development of specific Area Structure Plans within the vicinity of the Highway 22X corridor. (An alternative location for the crossing may be at 104th Street which is the site of a potential Highway 22X flyover). at the time of detailed designs the posted speed limits and interchange ramp terminal configurations (roundabouts or standard intersections) should be confirmed to determine the appropriate pedestrian and cyclist facilities at the Highway 22X/Range Road 285 interchange. Alberta Transportation Page -6-7-

86 6.4 Highway 22X/Highway 791 Interchange "Ultimate" Interchange Design Characteristics Interchange Configuration: The selected Parclo B configuration includes a 6-lane Highway 791 structure over an 8-lane Highway 22X (excluding collector roads for loop entrance terminal) with a single lane loop in the NW and the SE interchange quadrants. Ramp Terminals: Roundabout ramp terminals are proposed at both the north and south ramp terminals. The roundabouts consist of two circulatory lanes with a 78 m inscribed diameter that accommodates the turning movements of a WB-36 heavy vehicle. The roundabouts can be converted to standard intersections if required. Right-of-Way Protection: The right-of-way boundaries depicted on the Functional Plans and Right-of-Way Request Plans protect sufficient property for both a Parclo B (See Annex A, Sheet 17-20) and Parclo A (See Annex A, Sheet 21) Highway 22X/791 interchange configuration. A Parallel Entrance and Exit Terminal on the Highway 791 Structure: The loop entrance and exit terminals on the Highway 791 structure are designed with a parallel lane configuration as compared to a tapered design. Using a parallel design reduces the structure width and provides for additional merge length between the north and south ramp terminals. This design was thought to be appropriate and cost effective, given the low 40 km/hr to 50 km/hr operating speed between the roundabout ramp terminals. (If at the time of detailed design standard intersections are determined to be the preferred configuration for the interchange ramp terminals, the use of taper entrance/exit lanes should be reviewed.) Interchange Ramp Terminal to Intersection Separation: The first Highway 791 intersection located north of the interchange is offset 500 m from the north ramp terminal, while the first southern intersection is offset approximately 550 m from the south ramp terminal. These intersection locations satisfy AT ramp terminal to intersection separation requirements and provide for intersection sight distances required for 2-way stop-controlled on minor leg intersection configurations Cross-Sections Exhibit 6-2 depicts the following cross-sections applicable to the Highway 22X/791 interchange: Ultimate 8-lane Highway 22X Cross-Section at Highway 791 Interchange Structure: The Highway 791 structure consists of a four span (25m-40m-40m-25m) arrangement with a total 145 m out-to-out of fill length; Bridge piers meet 11.0 m to 12.0 m clear zone requirements along Highway 22X and 5.0 m to 6.5 m clear zone requirements along the one-way C-D roads; and The Highway 22X cross-section underneath the structure consists of an 8-lane Highway 22X and a one-way 4.8 m wide C-D road located on both the north and south side of Highway 22X. The median width between the C-D road and Highway 22X is 20 m. Alberta Transportation Page

87 Highway 791 Structure Cross-Section at Highway 22X: The Highway 791 structure width is 19.8 m, measured from bridge rail to bridge rail and accommodates: - four 3.7 m wide Highway 791 through lanes; - a 3.5 m wide parallel entrance terminal extending from the E-N loop; - a 3.5 m wide parallel entrance terminal extending from the W-S loop; - a 2 m wide raised median with mountable curbs; and m shoulders. Annex "A" Functional Plan Sheet 21 illustrates an alternative rural Highway 791 crosssection at the interchange that can be accommodated within the proposed functional plan RoW boundaries. The cross-section is a continuation of the 22.6m wide Highway 791 depressed median proposed north of the interchange and provides future design flexibility to implement a rural configuration through the interchange if warranted. Typical One Lane: One lane ramp and loop configurations assume a standard 4.8 m wide lane width, a 2.5 m wide outside shoulder and 1.0 m wide inside shoulder; and Maximum side slopes are 3:1, requiring a barrier system. Alberta Transportation Page

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89 6.4.3 Highway 791 Realignment The 4.3 km long new segment of Highway 791 (beginning at Highway 22X) can be characterised as follows: Horizontal Alignment: The horizontal highway alignment is primarily tangential with the exception of two horizontal curves located north of the CPR rail corridor. The two (R 1200 m) curves provides for a transition back to the existing Highway 791 alignment and ties into a westerly twinning of the corridor as proposed in the Highway 791 Functional Planning Study (UMA AECOM, November 2008). Vertical Alignment: The vertical alignment consists of a gradual profile varying between 0% and 2% with above minimum vertical curve parameters. The design allows intersections along Highway 791 to be configured as both roundabouts and standard intersections. This is achieved by providing for a minimum 500 m intersection sight distances (required for a stop-controlled on minor leg intersection) and limiting grades to 2% through an intersection (maximum allowable grade through a roundabout). Access Management: Three intersections are proposed along the new segment of Highway 791, including at Township Rd 231, Township Road 230 and a new intersection located 500 m north of the Highway 22X/791 interchange north ramp terminal. The spacing between the intersections varies between 500 m (within the vicinity of the interchange) to 1.6 km (between Township Road 230 and Township Road 231). Intersection Configuration: The functional plans depicted roundabouts at all intersectional locations along the highway corridor, including at the Highway 22X/791 interchange ramp terminals. The roundabouts are located outside of horizontal curves, provide for two circulating lanes (with an inscribed diameter 78 m) and provisions to accommodate the turning movement of a WB-36. Cross-section: The Highway 791 cross-section (referenced form AT Highway Geometric Design Guide, Figure C-6.2a and depicted in Exhibit 6-3) provides for a 90 m wide basic rightof-way with a 22.6 m median (30 m centerline-to-centerline spacing). The plans provide for desirable 6:1 median side slopes with a minimum 1 m center median ditch depth. It should be noted that the Highway 791 Functional Planning Study (UMA AECOM, November 2008) depicts a westerly twinning of Highway 791 using a 4-lane divided cross-section with a 15.5 m wide center median (22.8 m wide centerline-to-centerline spacing). According to information provided by AT, the 15.4 m median width results in a shallow center median ditch, that may not be appropriate for the rural Highway 791 cross-section. At the time of detailed design, the use of a 15.4 m wide center median should be reviewed. Service Road Network: A potential service road network is depicted on the Functional Plans that provides access to the new segment of Highway 791 and the Highway 22X/791 intersection. The service road network is conceptual and subject to revisions based on future Area Structure Plans, local roadway networks and land use plans. Alberta Transportation Page

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91 6.5 Planning Road Safety Audit A Planning Stage Road Safety Audit (See Appendix G ) was completed by Opus International Consultants that examined the Functional Plans contained in Annex A. The review focused on the following characteristics: mainline and ramp (vertical and horizontal) alignments, including sight distances; interchange design and design consistency; road users and human factors; and intersection layouts and lane configurations. Table 6-2 presents a summary of the Planning Stage Road Safety Audit and identifies safety issue and provides an associated risk rating. The table also contains CastleGlenn Consultants response to each suggestion. Where applicable, the Functional Plans contained in Annex A incorporate a review of the safety audit process. Alberta Transportation Page

92 Table 6-2: Planning Stage Road Safety Audit Summary Safety Issue (Number and Description) Risk Rating* Suggestions Response to Suggestions 1 Raised median configurations - Applies to various cross-sections (Range Road 285 and Highway 791). The raised medians shown on several crosssection views do not depict the type of curb or spacing between the curb and the travel lanes. B The curbs should be labeled as being mountable or semi-mountable (depending on design speed) and a separation between the raised median and the travel lanes should be provided. The functional plans have been revised to include a note on all applicable cross-sections indicating the assumed curb type and offsets between the median curb and the travel lanes. 2 Rail overpass clearance - Applies to Highway 22X/CPR Structure and Highway 791/CPR Structure. The clearance box for the railway overpass indicates a clearance height of 7.0 m. This is insufficient according to the Highway Geometric Design Guide (TRANS, 1999), which suggests that the minimum vertical clearance from the top of the rail to the underside of the superstructure is 7,010 mm. C The design should be checked to see that it meets the minimum requirements and the clearance increased if necessary. The Highway 22X/CPR and Highway 791/CPR structure cross-sections will be revised to depict a vertical clearance dimension that account for the 7010 mm minimum vertical clearance. 3 Proximity of roundabout to off-ramp - Applies to Highway 791 between the Conceptual Roadway Roundabout and S-W Ramp. The proposed roundabout at the conceptual roadway (station ) is drawn at a distance of approximately 92 m from the S-W beginning of taper. This does not meet the Geometric Design Guide for Canadian Roads (TAC, 1999) standard of 150 m from the end of the interchange ramp taper to an access to a crossing road. A Alter the spacing between the interchange ramp and the roundabout. If this is not possible, the S-W ramp may be able to be removed, with traffic diverted to the roundabout located further south. This would require an analysis of the traffic patterns to ensure operations are not affected. To correct the design issues, CastleGlenn has revised the S-W ramp radius from 160 m to 90 m as depicted in Exhibit 1-1. Tightening-up the radius allows the S-W ramp exit taper to be shifted further south towards the interchange. This southerly shift increases the separation between the Conceptual Road Roundabout and the beginning of the exit ramp from the previous 92 m separation to 205 m. Decreasing the ramp radius from 160 m to 90 m was thought to be acceptable given that the posted speed along this section of Highway 791 will be dictated by the roundabouts, which generally allow for a maximum 40 km/hr to 50km/hr speed limit through the roundabout. 4 Varying design speeds - Applies to Highway 22X Interchange Ramps at Range Road 285 and at Highway 791. The design speed varies for the horizontal curves (radii and vertical curves, K-values) on the ramps of both interchanges. Although this is typical for highway interchange ramps, no information on the intended posted speeds was provided. B No signage plans were provided due to the early stage of design, but the design team should ensure that appropriate speeds are selected and adequate signage is used. At the time of detailed design appropriate posted speed limits and associated signage plans should be developed. Given the 50 year+ anticipated timeline for implementing interchanges along the Highway 22X corridor, CastleGlenn s primary objective when designing the Highway 22X interchanges was to provide AT with maximum design flexibility and protect for various possible interchange scenarios. This includes: - selecting a conservative 90 km/hr design speed along the Range Road 285 corridor and 110 km/hr design speed along Highway 791; - protecting sufficient property for both roundabout and standard intersection configurations; and - designing interchange ramps to allow construction of loops in either quadrants of the interchange. The exact interchange design and associated posted speeds will be substantiated closer to the time of detailed design as development initiatives become further clarified and traffic assumptions become increasingly formalized. 5 Painted median on two lane ramp - Applies to Highway 22X and Range Road Interchange N-W loop. The N-W loop at Highway 22X and Range Road 285 is a 2-lane ramp. There is a painted median between the two lanes. This is an uncommon treatment and may confuse drivers and may cause them to perceive the ramp to be a two-way ramp causing them to make unsafe lane changes if they believe they are in the wrong lane. A The intent of the painted median is unclear. If the intent is to prevent lane changes while on the ramp, a solid white line should be used as per the Manual of Uniform Traffic Control Devices for Canada. The painted median design was obtained from AT, which first implemented the painted median configuration in 2003 when constructing the Highway 2/Highway 552 Okotoks interchange. Since then, the design has been adopted in numerous interchange functional designs. For additional information, please see the research paper entitled Deerfoot Trail Extension Innovative Approach Leads to Geometric Innovations Mr. Dwight Carter, P.Eng. (The research paper was prepared for a presentation at the Innovation and Emerging Issues in Geometric Design Session at the 2005 Annual Conference of the Transportation Association of Canada.) Potential roadside hazard - Applies to West side of Range Road 282 at NS-E Ramp. At the Highway 22X and Range Road 282 Interchange, there 6 is what appears to be a small body of water next to the roundabout south of Highway 22X. This water body is an additional hazard for motorists who run off the road. * Note: Risk rating ranges from A (lowest risk) to F (highest risk) A The water body should be removed or relocated. If this is not possible, it should be protected with a barrier. The embankment for the Highway 22X/791 south ramp terminal will eliminate over half of the water body. To ensure the entire water hazard is removed, a note was placed on the Functional Plans stating: At the time of interchange construction the water body should be removed. Alberta Transportation Page

93 7.0 BRIDGE PLANNING The following section of the report addresses the proposed modifications, new construction requirements and identified issues for bridge structures located within the study area, including: Existing Highway 22X/CP Rail Crossing (BF 77548); Existing Highway 22X/Shepard Canal Culvert Crossing (BF 84079); and Proposed Highway 791/CPR Rail crossing. 7.1 Highway 22X/CP Rail Crossing (BF77548) Existing Highway 22X/CPR Bridge Configuration The existing Highway 22X over CP Rail grade-separated overpass is located approximately 900 m east of the existing Hwy 22X/791 intersection and can be characterised as follows: The structure was built in 1981 and provides for a grade separated crossing over an existing CPR track using a three span pre-stressed concrete RM girder bridge ( m). The bridge is positioned at a 51 38' RHF skew angle over the rail track (right hand forward (RHF) angle measured between the centerline of the tracks and a line perpendicular to the highway centerline). The clear roadway width on the structure is 12.4 m, which accommodates two 3.7 m lanes with 2.5 m wide shoulders. The clearance box under the structure includes provisions for a future track offset 4.3 m east of the existing track (measured from centerline to centerline of track). Standard rail car clearances are provided, including a 7.01 m vertical clearance (measured from the top of the rail to the bottom of the structure) and a 5.2 m horizontal clearance (measured from the centerline of both the existing and future track to the outside pier face). The approach road alignment to the structure includes horizontal curves with radii ranging from 2200 m to 2600 m and vertical grades not exceeding 2.6%. The Highway 22X crest curve K Parameter of 114 at the CPR structure is marginally higher than the minimum 100 K recommended for the a 110 km/hr design speed (existing Highway 22X design speed). The 2009 BIM report and an on-site structural assessment (conducted as part of this study, See Appendix A-4 ) of the existing 29 year old structure reported that the structure is in very good condition, with a remaining lifespan of 30 to 35 years. CastleGlenn s correspondence with CP Rail staff and a review of information provided by the Canadian Transportation Agency (See Appendix F-1 ) indicates that: provisions for a second main track under Highway 22X should be incorporated into the functional designs, given that CP Rail recently constructed a new track between Dalemead and Carseland with plans for a further track extension; and Alberta Transportation Page

94 the Railway Transport Committee Order R-3037 (February 11, 1980) states that both the construction and maintenance cost of the existing CP Rail overpass structure shall be borne by the province of Alberta Proposed Modification to the Existing Highway 22X/CPR Bridge At the time of Highway 22X twinning (anticipated to occur in the 20 year time horizon or sooner, See Section 5.5), the existing CPR bridge will be approximately 50 years old, with a minimum remaining lifespan of 10 to 15 years. Using the existing structure to accommodate the westbound Highway 22X lanes as part of the twinned alignment appears to a prudent and economical endeavour. With the advent of twinning, the posted speed along the Highway 22X corridor would increase from the existing 100 km/hr speed limit to 110 km/hr. The posted speed limit increase translates to a 20 km/hr design speed increase (from 110 km/hr to 130 km/hr) that would require modifications to the existing structure and bridge approach roads. Specifically, the vertical curve (K value 114 consistent with a 110km/hr design speed) along the structure should be reconstructed to a minimum 140 K value to satisfy stopping sight distance requirements for a 130 km/h design speed. (An alternative option that should be reviewed at the time of detailed design is to maintain the existing K 114 crest curve on the structure and request a "design exception" taking into account the latest condition of the structure, traffic volumes and preferred location of the Regional Ring Road). A structural review of the existing CP rail overpass indicated that a 140 K value can be accomplished by reconstructing the vertical curve over, and on each side of, the existing structure as depicted in Exhibit 7-1. This would result in changes to the deck thickness and overlay by an additional 80 mm on the west side of the structure and 20 mm on the east side of the structure (See Appendix D-1 for further information). From a functional bridge planning perspective, the structural improvements are considered feasible, however at the time of detailed design, consideration must be given to: Increasing Deck Thickness: The primary structural issue associated with increasing the deck thickness is the extra dead load that would be applied to the girders. The girders on the existing bridge are post-tensioned both laterally and longitudinally, which would provide for an effective distribution of the live load. It would normally be expected that these girders would have sufficient reserve capacity to carry the additional dead load associated with the proposed changes to the deck thickness. This remains to be verified during the detailed design process prior to commencing the actual modifications. The minimum overlay thickness that can be placed on a bridge deck is approximately 50 mm. This is greater than the 20 mm required on the east side of the structure. Where the added thickness is less than 50 mm, the existing deck would have to be milled to provide for the portion of the thickness less than 50 mm. Alberta Transportation Page

95 There appears to be sufficient concrete cover on the reinforcing in this deck to accommodate the milling. Once again, this remains to be verified during the detailed design process prior to commencing the actual modifications. Bridge Joints: Given the increase in deck thickness of 80 mm proposed for the west side of the structure, the fixed joint on the west side will likely have to be replaced. On the east side of the structure, where a 20 mm increase in deck thickness is proposed, the expansion joint can likely be modified by adding plates to accommodate the higher gradeline. However, this plate solution depends on the condition of the existing joint at the time of the modification. Complete replacement of the bridge joint on the east side of the structure may be the preferred option. This remains to be verified during the detailed design process prior to commencing the actual modifications. Bridge Curb Heights: Increasing the thickness of the deck will result in a decrease of the height of the existing curb on either side of the bridge structure. The existing nominal curb height is approximately 250 mm. The effect of an increase of 80 mm in deck thickness would effectively reduce the curb height to a minimum of 170 mm. If the 170 mm curb height is found to be unacceptable, an option exists to relocate the existing bridge rail to line up with the curb face as per the present standards for a PL- 2 bridge rail. Under this standard, the curb height can be 150 mm. In addition to the structural modifications, the horizontal and vertical alignments of the existing bridge approach roads will have to be reconstructed as follows: Horizontal Alignment: The superelevation of the three Highway 22X horizontal curves within the vicinity of CPR overpass range between 1.7% and 2.4% (super elevation obtained from AT s TIMS). These superelevation values are marginally below the rates required for the existing 110 km/hr design speed and well below the 130 km/hr requirements associated with twinned alignment. At the time of Highway 22X twinning, the superelevation at the three curves will have to be increased by 0.8% to 1.5% (See Annex A, Sheets 4-5); and Vertical Alignment: Improving the vertical curve on the structure will also require modifying the existing profile of the bridge approach roads to match the curvature and increased deck thickness on the structure. Specifically, the approach road profiles will have to be elevated up to a maximum of 1.2 m with grading occurring approximately 500 m on the east and west sides of the structure (See Exhibit 7-1, Profile). Alberta Transportation Page

96 Highw ay 22X & Highway 791 Functional Planning Study September 2011 Alberta Transportation Page

97 7.1.3 Crossing Angle Options for a New Eastbound Highway 22X/CPR Bridge Exhibit 7-2 depicts the Highway 22X twinning configuration within the vicinity of the CPR corridor with the existing highway alignment forming the westbound Highway 22X lanes and three possible alignment options for the eastbound Highway 22X lanes. Exhibit 7-2: Crossing Angle Options for a New Eastbound Highway 22X/CPR Bridge Each of the three alignment options result in a different Highway 22X structure crossing angle over the CP Rail corridor: 51 38' RHF Skew Option (green line): parallels the existing Highway 22X alignment and provides for the same rail crossing angle as the existing bridge; requires the shortest structure length over the railway, estimated at 80.5 m with a possible three span m configuration; and provides for the longest structure approach alignment, measured at 3,450 m with three horizontal curve radii varying from R 2460 m to R 3450 m ' RHF Skew Option (blue line): represents the typical desirable maximum skew angle for bridge structures; requires a 108 m long structure length over the railway with a possible 3 span m arrangement; and Alberta Transportation Page

98 allows for reduced curvature in the horizontal alignment, resulting in curve radii ranging between R 9000 m and R 10,000 m with a total alignment length of 3408 m ' RHF Skew Option (red line): allows for a tangential 3404 m long westbound Highway 22X alignment over the railway, with no horizontal curves on the approach to the new structure; and requires the longest structure crossing, estimated at 127 m, with a possible 3 span m arrangement Preferred Crossing Angle for a New Westbound Highway 22X/CPR Bridge A benefit-cost analysis was undertaken to evaluate, compare and assess the three eastbound Highway 22X CP Rail crossing alternatives from an economic perspective and determine the preferred crossing configuration. The analysis quantified the benefits that will be accrued by road users from each crossing option and compared the benefits to the cost of the proposed infrastructure. The analysis considered the following factors: Structure Costs: An increased structure skew angle over the railway requires a longer structure and creates potential structural concerns. (As the span angles increase, bearing reactions and associated negative bending moments increase in the obtuse angle corners of the structure. These bearing reactions tend to cause uplift in the acute angled corners of the structure.) The benefit-cost analysis did not attempt to address the aforementioned structural concerns related to such issues as bearing reactions, however the analysis technique does indirectly accommodate the issues by addressing the construction costs associated with achieving longer structure spans. Road User Benefits: An increased structure skew angle over the rail corridor reduces the highway horizontal curve radii on the approach to the structure, resulting in shorter and a more directional/straight highway alignment. A reduced alignment length with large or no horizontal curve radii results in reduced collision and vehicle running costs. Land Acquisition Costs: The amount of property required for the twinning of Highway 22X expands significantly as the structure skew angle increases (51 skew: 26.8 acres, 60 skew: 114 acres, 64 skew: 140 acres). The differential between the 51 skew option (that parallels the existing Highway 22X alignment) and the remaing two options is attributed to the additional land locked area between the existing Highway 22X corridor and the new tangential eastbound Highway 22X alignment. As the structure skew angle increases, additional property becomes landlocked between the eastbound and westbound Highway 22X lanes and would need to be acquired by AT. The benefit-cost procedure was referenced from AT s Benefit-Cost Analysis Manual (K.E. Howery, 1998), which presents the analysis results in terms of cumulative net present values (discounted benefits minus discounted costs) and internal rate of return (IRR) for each analysis year. Alberta Transportation Page

99 A prudent long term evaluation period for the analysis was thought to be 70 years (2030 to 2100), given that this timeline corresponds with a typical 70 year life span of a bridge structure and integrates well with the Highway 22X staging strategy (See Section 5.5). A detailed description of the benefit-cost analysis, including calculations, assumptions and exhibits are contained in Appendix D-3 in the form of a technical memorandum. Table 7-2 presents the results of the analysis and includes property costs for each alignment option assuming both agricultural ($30K/acre) and industrial ($65K/acre) land use property premiums. Given the significant property requirements between each alignment option, it was thought prudent to provide some sensitivity to the analysis by including both agricultural and industrial property cost scenarios. A review of Table 7-2 indicates that: when comparing both the 60 skew and 64 skew angle alignments to the 51 38' skew option (base case), the 64 skew provides a marginally higher IRR, ranging from 0.2% to 0.8% for both the agricultural and industrial land cost scenarios; at the 50 year evaluation period, the 64 skew option provides a 1.5% IRR for agricultural land costs and a -0.3% IRR for industrial land costs; and at the 70 year evaluation period, the 64 skew option provides a 2.2% IRR for agricultural land costs and a -0.7% IRR for industrial land costs. Table 7-1 Summary of Benefit-Cost Analysis of EB Highway 22X Alignment Options Benefit Cost Analysis Factor Cumulative Total of Discounted Capital and Maintenance Costs ($M) in year 2100 Cumulative Total of Discounted Capital, Maintenance and Road User Costs in Year 2100 Internal Rate of Return 51 38' Skew Base Case 20 Year: 50 Year: 70 Year: Hwy 22X EB Alignment Option with CP Rail Crossing Skew Angle Agricultural Land Cost ($30K/Acre) Industrial Land Cost ($65K/Acre) 60 Skew 64 Skew 60 Skew 64 Skew -$4.94M -$7.35M -$8.00M -$11.28M -$1.73M -$2.32M -$4.79M -$6.24M -4.8% 1.3% 2.0% -4.3% 1.5% 2.2% -8.6% -0.7% 0.4% -7.8% -0.3% 0.7% Conclusion: AT s benefit-cost analysis guidelines suggest that an IRR of at least 4% must be produced in the design life for the project to be considered cost effective. Application of this criterion would indicate that from an economical perspective, the 64 skew alignment (which was marginally preferred over the 60 skew option) is not cost effective and as such the 51 38' skew option (base case) is the preferred configuration for the eastbound Highway 22X lanes. Alberta Transportation Page

100 Intuitively the results appear to be justifiable given that the 51 38' skew option, when compared to the 64 skew alignment results in: property cost saving estimated at $3.4M (assuming agricultural land use costs) and $7.3M (assuming industrial land use costs); structural cost savings estimated at $3.3M (including future widening); and highway geometry that, although does not provide for a tangential alignment, does exceed minimum requirements in terms of horizontal curve radii and superelevation that generally should not result in significant collision rate increases. (Specifically the eastbound Highway 22X lane geometry will incorporate horizontal radii varying between R 2460 m and R 2580 m with a 3.2% superelevation, as compared to minimum standards that use R 950 and 6% superelevation). A significant factor that must be considered before construction of the eastbound Highway 22X is the future location of the Regional Ring Road and associated systems interchange currently envisioned approximately 2.2 km east of the existing Highway 22X/CPR crossing. The proposed configuration and exact location of the systems interchange remains to be determined and may impact the decision to construct a tangential Highway 22X alignment over the CPR corridor. A note to this effect has been placed on the Functional Plans (See Annex A, Sheet 5) indicating that the 51 38' skew option depicted on the functional plans remains to be confirmed subsequent to the completion of the Outer Ring Road Study. Alberta Transportation Page

101 7.1.5 Highway 22X/CPR Bridge Staging Strategy A potential bridge staging strategy was developed for the Highway 22X and CPR structures that correspond to the proposed 4-lane, 6-lane and 8-lane Highway 22X stages. The bridge staging strategy is illustrated in Exhibit 7-3 and Exhibit 7-4 and can be characterised as follows: 4-lane Highway 22X (Stage I: Year 2030 or sooner): With the advent of vertical curve improvements (as specified in Section 7.1.2) the existing structure is used to accommodate the westbound Highway 22X lanes. A new eastbound Highway 22X bridge is constructed over the CP rail corridor with a 51 38' RHF skew (parallel to the existing structure) using 40 m centerline to centerline spacing (see Exhibit 7-3). A 2.5 m inside shoulder width (as appose to 2.0 m) is proposed on the new structure, which will avoid the need to widen the structure on the inside at the time of Highway 22X widening to six lanes. 6-lane Highway 22X (Stage II: Year 2055): At the time of Highway 22X widening to six lanes, the existing structure will be 74 years old and approaching the end of its lifespan. The structure would be replaced by a new 3-lane bridge that was assumed to be constructed on the same 51 38' RHF skew angle. (This assumption remains to be validated subsequent to the completion of the Outer Ring Road study as specified in Section ) At the time of detailed design, the option of constructing the new structure directly adjacent to the exiting bridge should also be explored. This will allow westbound Highway 22X traffic to use the existing bridge during construction of the new structure. The eastbound Highway 22X structure built in Stage I will be widened to the outside to accommodate an additional 3.7 m wide lane. 8-lane Highway 22X (Stage III: Year 2085): Both the eastbound and westbound Highway 22X structures would be widened to the inside by 4.2 m to accommodate an additional 3.7 m through lane and a 0.5 m inside shoulder width increase, consistent with a 8-lane freeway cross-section. The proposal to widen the structures twice between the 4-lane and 8-lane Highway 22X stages was thought to be reasonable given the significant period of time (25 to 30 years) between widening. Constructing additional lanes that would not be used for 25 to 30 years was thought to be uneconomical and potentially hazardous due to exceptionally wide shoulders that can be misinterpreted as travel lanes by motorists. Alberta Transportation Page

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104 7.2 Highway 22X/Shepard Canal Culvert Crossing (BF 84079) Approximately 1 km west of Range Road 285, the Highway 22X corridor crosses over the Shepard Canal via two 51.2 m, 3.3 m x 5.0 m SPCSP ellipse culverts (see Appendix A-4 for culvert as-built drawings). The culvert crossing was constructed in 2007 as part of the City of Calgary Shepard Stormwater Diversion Project, which provides a route for stormwater from the east side of the City of Calgary to reach the Bow River (The City of Calgary constructed the canal assuming twinning of Hwy 22X was to occur on the north side of the existing lanes). Twinning Highway 22X will require an extension of the two culverts and the realignment of a short (approximately 220 m long) section of the Shepard Canal located on the south side of Highway 22X (See Annex A, Sheet 2, depicting the proposed canal realignment). Exhibit 7-5 depicts the culvert modifications required to accommodate the ultimate 8-lane Highway 22X cross-section and the Highway 22X/Range Road 285 interchange entrance/exit terminals. (The exact staging strategy for the culvert modifications remains to be confirmed at the time of detail design.) As part of the study process, City of Calgary staff was contacted to determine if extending the existing culvert crossing and realigning a section of the canal was viable from a hydraulic engineering perspective. In response to the inquiry, the City of Calgary undertook a hydraulic modeling/analysis of the culvert crossing (see Appendix D-4, Widening of Highway 22X and Realignment of Shepard Ditch, AMEC 2010), which indicated that: extension of both culverts by the proposed 55.1 m length (10.4 m on the north and 44.7 m on the south side) and realignment of the canal is hydraulically feasible; no impacts will occur to flow velocities and depths downstream of the proposed culvert extensions and realignments; and a slight increase in flow depths estimated at 1 to 2 cm is anticipated upstream of the crossing. This small increase in flow depth would not likely require extending the erosion protection further up the canal side slopes. At the time of detailed design the hydraulic analysis undertaken as part of this study should be reviewed including conformance to AT standards for bridge size culverts. Alberta Transportation Page

105 Alberta Transportation Page

106 7.3 Highway 791/CP Rail Crossing The new 4-lane divided Highway 791 alignment crosses the CPR corridor approximately 1150 m north of Highway 22X. The crossing location is the site of an existing Range Road 282 single track at-grade rail crossing with automated gates. CastleGlenn s correspondence with CP Rail staff (See Appendix F-1 ) indicated that: The CPR railway corridor within the study is part of the Brooks Subdivision and the CP transcontinental main line, which accommodates 25 to 30 trains per day at a maximum train speed of 80 km/h; CPR has purchased lands west of Indus and just north of Township Road 230 for a proposed rail yard, which includes: - rail yard facilities that will be serviced by a new main track and rail yard track located on the north side of the existing CP Rail line; and - a rail serviced industrial area accessed by a new lead track located on the south side of the existing CP Rail track. In total four rail tracks should be accommodated at a new Highway 791 structure over the CP rail with a minimum clear span of 26.3 m; and Schematics depicting the exact location of the proposed service/lead tracks within the vicinity of Indus have not been prepared by CPR. A rule of thumb criterion indicates that grade-separated rail crossings may be required when the cross product of AADT along a highway and the number of trains crossing the highway exceeds 200,000. Application of this criterion indicates that at the ultimate buildout forecast time horizon (year 2085), a Highway 791 grade-separated crossing will be warranted over the CPR corridor (Assuming an AADT of 21,000 vehicles per day along Highway 791 and a conservative (existing) 30 trains per day count along the CPR rail corridor, the AADT/Train Count cross product is 630,000. CPR staff indicated that the train growth rate along the rail corridor is depended of future development, which is unknown at this time.] Exhibit 7-6 depicts the proposed configuration for the Highway 791/CPR rail crossing, which for planning purposes assumes the potential of spanning over 4 rail tracks. The exact number of tracks at this location remains to be determined by CP and is dependent on how far south the lead/side tracks will extend from CPR's proposed rail yard facility. A crossing over more than two tracks (current provisions at the existing Hwy 22X/CPR structure) will be subject to cost sharing with CPR. In addition to the realigned Highway 791 grade separated crossing, atgrade rail crossing will be maintained at the existing Highway 791 location (reverted to local road crossing) and at Twp Road 230. Alberta Transportation Page

107 Alberta Transportation Page

108 8.0 EXISTING UTILITY ASSESSMENT A review of existing utilities located within the study area was undertaken with the purpose of: identifying the approximate location of all existing aboveground and underground utilities (Prior to commencement of detailed design, the location of all utilities should be verified by contacting the appropriate utility agencies and requesting a marking of buried utilities within the proposed construction site.); determining which utilities conflict with the proposed Highway 22X widening, interchanges and Highway 791 realignment; and estimating the cost of relocating/protecting utilities that conflict with the proposed infrastructure. (For the purpose of this study it was assumed that utilities located within the existing Highway 22X right-of-way are the responsibility of the utility companies and will be relocated at no cost to AT. At the time of detailed design, existing cost sharing agreements involving AT, utility companies and Rocky View County should be reviewed.) The utility assessment included contacting Alberta One-Call who provided the following list of utility companies (See Appendix F-3 ) located with the greater study area: Atco Gas (Gas) Mazeppa Processing (Gas) Atco Gas & Pipeline (Gas) Fortis Alberta (Power) Compton Petroleum Corp. (Gas) Alberta Supernet (Cable) Enmax Corp. (Gas) Telus (Cable) Petrobakken Energy Ltd. (Gas) City of Calgary (Storm Sewer) Petrocardium Exploration Ltd. (Gas) Efforts to identify the location of the utilities included: undertaking a site visit, reviewing pipeline location databases (Abacus Datagraphics) and contacting utility companies directly (See Appendix F-3 ). Exhibits 8-1 to 8-3 provide a conceptual illustration of the approximate location of identified utilities in relation to the proposed highway improvements. With reference to the exhibits, the following utilities were identified as being located outside of the existing highway rightof-way and as such protection/relocation costs of the utilities may be incurred by AT: Gas Pipelines (various companies): Estimated relocation cost is estimated at $1.1M. Highway 22X corridor: - Approximately 4.7 km of low pressure gas pipelines located on the south side of Highway 22X (east & west of Range Road 285 and east of Highway 791) will have to be relocated as a result of the proposed highway widening; - 5 pipeline crossing along the corridor may have to be protected (depending on the burial depth of the gas lines); and km of pipeline will have to be relocated parallel to Range Road 285. Alberta Transportation Page -8-1-

109 New Highway 791 corridor: - Approximately 2 km of low pressure gas pipeline located adjacent to Range Road 282 will have to be relocated due to conflicts with the Highway 791 interchange and the highway realignment; and - The new Highway 791 corridor crosses several high pressure gas pipelines located at Township Road 230 (500 m north of the CPR track) and 1.6 km south of Township Road 232 (north study limits). No Highway 791 cut sections are proposed over the pipeline crossings, however depending on the burial depth of the pipelines, protection/relocation of the utilities may be required. Buried Cable (Telus and Alberta Supernet): Estimated relocation cost is estimated at $270K. Highway 22X corridor: Four buried cable crossings (in the vicinity of Range Road 283, Range Road 282, Highway 791 and the CPR overpass) may have to be protected/relocated as a result of the Highway 22X twinning. New Highway 791 corridor: Approximately 1.8 km of buried cable that parallel the existing Range Road 282 corridor will have to be relocated given that Range Road 282 will be reconstructed as part of the Highway 791 realignment. Overhead Powerlines (Fortis Alberta): Estimated relocation cost is estimated at $1.2M. Highway 22X corridor: - Approximately 1.6 km of 14.4kV power line located on the south side of Highway 22X (between Range Road 284 and Range Road 283) will have to be relocated as a result of the new highway lanes encroaching onto the power line. The power poles are located outside the existing highway right-of-way, and as such are assumed to be relocated at AT s expense; and - approximately 1.8 km of 14.4kV power line located along the east side of Range Road 285 will have to be relocated prior to widening Range Road 285 as part of the interchange construction. New Highway 791 corridor: Approximately 2.8 km of 6.9kV to 25kV powerline located on the east side of Range Road 282 will have to be relocated during the realignment of Highway 791. Alberta Transportation Page -8-2-

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111 Highway 22X & Highway 791 Functional Planning Study Alberta Transportation September 2011 Page -8-4-

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113 9.0 HYDROLOGICAL ASSESSMENT The proposed widening of Highway 22X, realignment of Highway 791 and construction of future interchanges have the potential to affect existing drainage patterns within the study area and increase stormwater runoff with the advent of new pavement surface. As part of the study process a hydrological assessment (see Appendix A-3 ) was undertaken with the objective of: determining the impacts (if any) to existing drainage patterns within the study area as a result of the proposed improvements; identify potential problematic hydrological conditions or issues that could have a negative impact on the feasibility of the project or the project cost; and identify the approximate size and location of culverts and Storm Water Management Facilities (SWMF s) (if required) to accommodate the increased storm water runoff. The assessment included undertaking a site reconnaissance and desktop modelling (using HEC- HMS software) with the purpose of: identifying the existing drainage patterns and developing a drainage plan for the proposed highway improvements; and estimating runoff flow peak and volume for the existing and post highway improvement conditions, assuming a 1:2 year, 1:10 year, 1:50 year and 1:100 year flood. 9.1 Hydrological Assessment Conclusions The hydrological assessment indicated that: the proposed highway improvements (Highway 22X widening, interchanges and Highway 791 realignment) are not expected to significantly alter the hydrological conditions nor change the existing drainage patterns within the study area; some flood peak flow increases (estimated between 0.2 m 3 /s and 0.5 m 3 /s) are anticipated at select sub-catchment outlets and increases in runoff volume at the outlets of all subcatchments (estimated between 7% and 20%) are anticipated, however these increases could be mitigated by installing new culverts or increasing the size of existing culverts; storm runoff detention ponds are not required (to store runoff generated during a 100-year, 24-hour return period storm) at the proposed interchange sites, along Highway 22X nor along the realigned segment of Highway 791. This is primarily attributed to the numerous existing local runoff storage areas or natural depressions that attenuate flood flows (See Exhibit 9-1); Alberta Transportation Page -9-1-

114 significant ditch erosion was not found during the site visit. This, combined with the hydrologic model simulation results, suggests that any erosion concerns due to the interchanges and re-alignments would not be significant; and the surface water discharged to downstream areas and streams generated as a result of the proposed highway improvements should meet Alberta Environment s Storm Water Management requirements. 9.2 Hydrological Assessment Recommendations Exhibit 9-1 provides a general overview of the drainage conditions within the study area, including: direction of runoff flows, drainage zones and boundaries, existing natural surface water storage areas and proposed culvert locations. With reference to the exhibit, the following drainage flows and culvert locations are recommended to accommodate the proposed highway infrastructure: Drainage Zone 1: This zone is located west of the Shepard s Canal and is part of the Calgary East Freeway interchange drainage area. No new culverts are proposed for this short 1.4 km twinned segment of Highway 22X. Highway 22X/Range Road 285 Interchange Drainage Zone: This area accounts for the runoff catchment area within the vicinity of the Highway 22X/Range Road 285 interchange. Proposed culverts for the area include a 1200 mm diameter, 40 m long corrugated metal pipe (CMP) culvert located on the north and south side of the interchange under the Range Road 285 embankment (illustrated as C 1 and C 2 on Exhibit 9-1). The culverts would drain from east to west into natural flow paths that discharge into Shepard s canal. Drainage Zone 2: This zone is located between the two interchanges at Range Road 285 and Highway 791. Two culverts, 1200 mm diameter, 80 m long, located just east of Range Road 284 (illustrated as C 3 on Exhibit 9-1) are recommended to pass runoff through Highway 22X from north to south. Highway 791 Realignment and Interchange Drainage Zone: This represents the largest drain catchment area in the study and includes the Highway 22X/791 interchange and realignment of Highway 791 from the north study limit to Township Road 224 on the south. The following new culvert locations are envisioned within the drainage area: - one 1200 mm, 80 m long CMP culvert (illustrated as C 4 on Exhibit 9-1) draining from west to east is recommended to cross the proposed Highway 791 alignment approximately 10 m north of the CP Railway; - two 1200 mm, 80 m long CMP culverts (illustrated as C 10 on Exhibit 9-1) are proposed under Highway 22X approximately 600 m east of the Highway 22X/791 interchange. The two culverts replace an existing 1200 mm CMP culvert at the location that accommodates north to south flow; - one 1200 mm diameter, 80 m long CMP culvert (illustrated as C 7 on Exhibit 9-1) is recommended to cross Highway 22X approximately 600 m west of the Highway Alberta Transportation Page -9-2-

115 22X/791 interchange. The culvert would drain from north to south, however a detailed survey is required to identify the exact elevation difference between north and south sides of Highway 22X; - two 1200 mm, 60 m long CMP culverts (illustrated as C 6 on Exhibit 9-1) are recommended underneath the existing Highway 791 alignment approximately 10 m north of the CP Railway. The new culverts would replace the existing deteriorating culvert (illustrated as C 5 on Exhibit 9-1) located underneath the CP Rail corridor. As part of the culvert improvements, the existing road ditch along north side of CP Railway may require some re-sloping; and - one 1200 mm diameter, 80 m long CMP culvert (illustrated as C 7 on Exhibit 9-1) is recommended under the new Range Road 282 embankment, approximately 750 m south of Highway 22X. The culvert would drain from west to east. Drainage Zone 3: This area is located east of the Highway 22X/791 interchange and west of the study limits in the vicinity of Range Road 271. Two culverts 1200 mm diameter, 80 m long located at Range Road 275 (illustrated as C 9 on Exhibit 9-1) are recommended to pass runoff under Highway 22X from north to south. Alberta Transportation Page -9-3-

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117 10.0 COST ESTIMATES Conceptual cost estimates were prepared for the 4-lane, 6-lane and 8-lane Highway 22X cross-section staging strategy. The following items should be considered when reviewing the cost estimates contained in Appendix H : estimates are based on the improvements depicted in the study Functional Plans (See Annex A ) and are correspond to study limits outlined in the functional plans; interchange costing limits were assumed to occur at the taper end of entrance and exit terminals; all earthwork lump sum estimates are based upon approximations and remain to be refined at the time of detailed design; the cost estimates provide a 20% contingency and engineering fee added to the construction costs and a 5% mobilization fee; the cost of protecting and/or relocating existing utilities has been estimated, however, should be refined at the time of a more detailed utility assessment, which would identify the exact location and burial depth of utilities; land acquisition costs were based on an approximate $30K/acre unit cost applied equally to all areas with the study limits; and unit prices used to determine the project cost estimates were referenced from the Alberta Infrastructure and Transportation Southern Region and Provincial Weighted Unit Price Averages Report based on 2010 construction prices. (Costs not listed in the Provincial data were referenced from other sources including contractors and previous projects.) Table 10-1 provides an itemized conceptual cost estimate for each of the following Highway 22X stages: 10.1 Stage I: 4-Lane Highway 22X (Twinning) The estimated cost for twinning Highway 22X was $43.1M and includes $39.3M in Highway 22X construction costs and $3.9M in property acquisition. The land acquisition cost included acres of property that would accommodate the future 8-lane Highway 22X cross-section, excluding interchanges and the realignment of Highway 791. The construction cost for the Highway 22X twinning includes the following items: road works required for a 13.3 km southerly twinning of the existing Highway 22X corridor; a new 2-lane eastbound Highway 22X over CPR structure; the extension of the Shepard Canal culvert and realignment of a section of the canal on the south side of Highway 22X; Alberta Transportation Page

118 relocation of utilities required for the twinning and also for the ultimate 8-lane Highway 22X cross-section; and signalization of five intersections along the Highway 22X corridor. Table 10-1: Estimated Highway 22X and Highway 791 Costs Proposed Improvements Stage I 4-Lane Hwy 22X Stage II 6-Lane Hwy 22X Stage III 8-Lane Hwy 22X Hwy 22X Corridor Construction Hwy 22X /RR 285 Interchange $39.3M $30.2M $24.3M $54.6M (Interchange Limits) $0.76M (RR 285 Past Interchange Limits) Hwy 22X /791 Interchange Hwy 791 Realignment Service Roads Improvements assumed to occur in Stage III. $39.2M (Interchange Limits) $4.1M (RR 282 Past Interchange Limits) $27.1M $9.5M Highway Land Acquisition Service Road Land Acquisition $3.9 $0 $8.4M $0 $0 $2.6M Total $43.1 M $30.2 M $170.5 M 10.2 Stage II: 6-Lane Highway 22X The construction cost for widening Highway 22X from a 4-lane cross-section to a 6-lane configuration is estimated at $30.2M and includes: road works required for an additional eastbound and westbound Highway 22X lane; removal/demolition of the existing two Highway 22X/CPR structures (BF 77548); construction of a new 3-lane westbound Highway 22X/CPR structure; one lane widening of the 2-lane eastbound Highway 22X/CPR structure constructed in Stage I; and signalization of five intersections along the Highway 22X corridor Stage III: 8-Lane Highway 22X The total cost for implementing the ultimate freeway configuration of Highway 22X is estimated at $170.5M and includes: Highway 22X Widening: The construction cost for widening of Highway 22X from a 6- lane cross-section (Stage II) to a 8-lane configuration is estimated at $24.3M and includes: Alberta Transportation Page

119 - road works required for an additional eastbound and westbound Highway 22X lane; - one lane widening of the 3-lane eastbound Highway 22X/CPR structure; - one lane widening of the 3-lane westbound Highway 22X/CPR structure; and - construction of service roads to allow for the closure of at-grade intersections. Highway 22X/Range Road 285 Interchange: The total cost for the interchange is estimated $55.4M and includes: - $54.6M allocated for the construction of the interchange assuming the interchange limits along Range Road 285 occur at interchange entrance and exit terminal tapers; and - $0.8M allocated for the construction of Range Road 285 past the assumed interchange limits to the study limits as defined on the Functional Plans (See Annex A, Sheet 12-13). Highway 22X/791 Interchange: The total cost for the interchange is estimated $43.3M and includes: - $39.2M allocated for the construction of the interchange assuming the interchange limits along Range Road 282 occur at the interchange entrance and exit terminal tapers. Along Highway 791, the interchange limit was assumed at the first intersection located approximately 500 m north of the interchange north ramp terminal; and - $4.1M allocated for the construction of Range Road 282 past the assumed interchange limits to the study limits as defined on the Functional Plans (See Annex A, Sheet 17-18). Highway 791 Realignment: The construction cost for realignment of Highway 791 is estimated at $27.1M and includes: - road works required for the 4-lane Highway 791 cross-section beginning at the first intersection north of the north ramp terminal (Highway 791 station ) to the Highway 791 study limits (Highway 791 station ) for a total length of 3.7 km; - construction of a northbound and southbound Highway 791 structure over the CPR corridor; and - relocation of utilities that conflict with proposed Highway 791 alignment. Service Roads: The construction cost for the conceptual service road network as depicted on the functional plans was estimated at $9.5M. With the addition of property costs estimated at $2.6M (87 acres) the total cost of service roads is estimated at $12.1M. Property Acquisition: Property acquisition costs for the interchanges at Range Road 285, Range Road 283 and the realignment of Highway 791 were estimated at $8.4M (281 Acres). Alberta Transportation Page

120 11.0 SUMMARY OF PUBLIC CONSULTATIONS The following section of the report provides a synopsis of each of the public consultation activities undertaken as part of the study. Further information regarding the Public Consultation Program for the Highway 22X and Highway 791 Functional Planning Study can be found in a separate document entitled Summary of Public Involvement, Public Consultation Report, Highway 22X & Highway 791 Functional Planning Study dated August The document provides a detailed account of the public consultation activities and includes all feedback provided by the public regarding the functional planning study. The public involvement strategy for the Highway 22X & Highway 791 Functional Planning Study followed Appendix D of AT s Engineering Consultant Guidelines for Highway and Bridge Projects (May 2002) and included three public open houses and three sets of focus group meetings (seven focus group meetings in total). All events were held at the Indus Recreation Centre in Indus, Alberta, on the following dates: Three Public Open Houses: - Public Open House No. 1 June 22 nd 2010, 5:00 to 8:00 p.m.; - Public Open House No. 2 March 3 rd 2011, 5:00 to 8:00 p.m.; and - Public Open House No. 3 June 21 st 2011, 5:00 to 8:00 p.m. Three sets of Focus Group Meetings: - Focus Groups No. 1 June 21 st 2010, 9:00 a.m. and 11: 00 a.m.; - Focus Groups No. 2 March 1 st 2011, 10:30 a.m. and 1:00 p.m.; and - Focus Groups No. 3 June 20 th 2011, 10:00 a.m., 1:00 p.m. and 3:30 p.m. Focus Group Meetings were held with landowners located within the vicinity of the Highway 22X and Highway 791 corridors. The meetings provided an opportunity to meet with individuals directly impacted by the proposed highway improvements and obtain their feedback on specific project issues, constraints and alternative solutions. For each meeting approximately 160 letters of invitation were sent to individuals located adjacent to the study corridors. Public Open Houses were intended to inform the general public about the study in an open house format that included a presentation addressing the study area constraints/existing conditions, evaluated options/alternatives and the consultants recommended designs. To inform the public about the open house sessions, an advertisement was placed in the Rocky View Weekly newspaper for two weeks prior to each open house. In addition, approximately Alberta Transportation Page

121 125 letters of invitation were mailed to individual landowners located adjacent to the Highway 22X and Highway 791 corridors Focus Group Meetings and Public Open House No. 1 Focus Group Meetings No. 1 and Public Open House No. 1 provided the opportunity to present the study objectives, Highway 22X existing conditions, potential interchange locations and conceptual Highway 22X twinning options. Approximately 33 individuals attended the first public open house, while 7 individuals attended the focus group meetings. Some of the issues and concerns identified at the meetings included: the anticipated timing of Highway 22X twinning; property acquisition process and timelines that will be undertaken by AT to purchase property for the new highway infrastructure; impacts to agricultural operations and access restrictions that will result from the twinning of Highway 22X and eventual implementation of interchanges along the corridor; high volumes of heavy vehicle traffic along the existing Highway 22X corridor and at the Highway 22X/791 intersection; and the process that will be undertaken to determine the preferred side to twin Highway 22X (north or south of the existing Highway 22X lanes) Focus Group Meetings and Public Open House No. 2 Focus Group Meetings No. 2 and Public Open House No. 2 addressed the Highway 791 corridor, including: existing conditions, potential locations for a Highway 22X/791 interchange and Highway 791 realignment options. Approximately 75 individuals attended the second public open house, while 24 individuals attended the focus group meetings. Some of the issues and concerns identified at the meetings included: Exhibit 11-1: Public Open House #2 Presentation Alberta Transportation Page