City of Leduc 2018 Transportation Master Plan
Presented to: City of Leduc #1 Alexandra Park Leduc, AB T9E 4C4
Prepared by: Castleglenn Consultants Inc. 110/120 – 1710 Radisson Dr SE Calgary, AB T2A 7E9
October 8th, 2018 THIRD PARTY DISCLAIMER
This study has been prepared by CastleGlenn Consultants Inc. (“CGC”) for the benefit of the Client to whom it is addressed. The information and data contained herein represents CGC’s best professional judgment in light of the knowledge and information available to CGC 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. CGC 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 CGC and the Client.
ACKNOWLEDGMENTS
The Consulting Team of Castleglenn Consultants Inc., Parsons Corporation and HDR Inc. wish to extend their sincere appreciation to those individuals and groups from City of Leduc, Alberta Transportation, Leduc County, Edmonton International Airport and the residents, employers and organizations without whose cooperation and input this study could not have been accomplished.
transportation infrastructure plan that is • develop and define a roadway EXECUTIVE SUMMARY suitable to meet the growing implementation strategy to address development needs of the City. The today’s and future transportation The City of Leduc is located in Leduc 2018 TMP would be used to adopt a needs; County south of the City of Edmonton. sustainable approach to all modes of • guide and coordinate future urban According to the 2016 City of Leduc transportation, as a guide to future growth decisions; Census, the population of the City is developments, and as a long-term plan • address facilities for all 29,993 residents. The City exhibited for funding the recommended transportation modes; over the last decade the 3rd fasted improvements. The TMP also ensures • improve the efficient movement of growth characteristics in the Province. the City remains compliant to off-site goods; The current City of Leduc population is levy requirements in terms of updating • provide an integrated transportation forecast to grow from 32,448 (2018 City and validating future planning projects network; and of Leduc Census data) today to more than within the municipality. The timeframe • update and develop policy 54,000 in the next three decades. The of the TMP represents a 30 year statements that best lead towards an need for updating the previous horizon and is intended to fully accessible City of Leduc. Transportation Master Plan (TMP) was integrate with the vision and principles triggered by the population and The TMP methodology was structured of the City’s Municipal Development employment growth, as well as the so as to: Plan (MDP). City’s desire to determine its • develop a blueprint for the future transportation needs over a longer The transportation vision within the transportation network; horizon population. With a growing TMP is intended to plan for a more • develop strategic transportation population, the transportation system walkable, more transit supportive policy statements; becomes increasingly vital to create an community, while assuring residents of - Identify and improve the accessible City. a high quality of life. transportation network, multi- The purpose of the City of Leduc’s The key objectives of the TMP are to: way system, heavy vehicle 2018 TMP is to prepare a long-term • support the overall MDP;
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routes and rapid transit north. The evaluation conducted evaluated to provide for a baseline of corridors. forecast modelling to estimate future the current traffic network.
- Enhance the City’s pedestrian noise levels along the corridor in a The current traffic trends indicate: connectivity, roadway long-term scenario.
connectivity and inter-regional • heavy east-west traffic movements Existing Roadway Network th transportation network. across Highway 2 along the 50 The City of Leduc currently maintains Avenue corridor; and The 2018 TMP also undertook a roadway network comprised of 120 • a significant draw to the functional corridor analysis throughout lane-km of arterial roadways, 55 lane- northbound Highway 2 corridor in the City of Leduc to establish the km of collector roadways and a system the morning peak hour and heavy ultimate cross-sections of the major of local roadways. Highway 2, the traffic coming from the southbound corridors. Queen Elizabeth II, corridor bisects the Highway 2 corridor in the afternoon The functional corridor analysis served City of Leduc that traverses in the peak hour. to establish ultimate requirements for north-south direction. Approximately Origin-Destination Survey the roadway width, the roadway 6.0 km of the Highway 2 corridor is alignment, the ultimate number of within the City’s boundary. In addition, An origin-destination survey was lanes, the type of intersection control a short 2.7 km of Highway 2A is also undertaken as part of the TMP in an and future access provisions. located within the City boundary in the effort to identify current vehicular south-east section of the City. trends. Travel trends within the City Further to the functional plans indicate heavy movements between: produced, the 2018 TMP undertook a Existing Traffic Trends noise evaluation along the Grant • the south-east and south-west Existing traffic trends of peak hour sectors linking the residential and MacEwan corridor. The noise traffic volumes, origin-destination and evaluation completed a survey along downtown sectors; and heavy vehicle volumes within the City • the south-east and north-east sectors the current Grant MacEwan corridor, of Leduc were determined and from the new Blackstone community in linking the downtown and industrial the south to Bridgeport Gate in the sectors.
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Overall travel trends travelling to/from 90,500 in 2017, which emphasizes the for its residents. The multiway path the City indicate that: extent of which the City has made the network also forms part of Canada’s
• there is a large draw for traffic transit system a priority within its Trans Canada Trail (The Great Trail). travelling to and from Edmonton; transportation network. The City also Sidewalks are located throughout and operates Leduc Assisted Transportation residential neighbourhoods and • approximately one third of traffic Services (LATS), which provides alongside central streets within the City remains within the City of Leduc. services within the City of Leduc for of Leduc, which are in addition to the seniors and adults with cognitive and/or Heavy Vehicle Routes primary and secondary multiway paths. physical disabilities. In comparison However, there are limited sidewalk Heavy vehicles are restricted to the with other small Canadian specialized provisions in the industrial part of designated routes and to limit travel on transit services, LATS has good Leduc with several roads in the area major roadways and reduce impacts to ridership per operating hours and having no sidewalks at all on either local and collector roads. operates close to average in terms of side of the roadway. service provided per registrant and Leduc Transit revenue to operating cost ratio. Leduc CP Rail Leduc Transit is an inter-municipal has one of the highest levels of The City is bisected by two CP Rail partnership between the City of Leduc registrants per capita. lines that provide for the movement of and Leduc County. As of May 1, 2018, freight and goods across the Province. Leduc Transit operates 6 routes. Routes Active Transportation
1-5 operate on a 30-minute frequency The municipality’s size and flat • CP’s Leduc subdivision track Monday to Friday peak periods. Route topography would serve to encourage travels in the north-south direction 10 operates on a 60-minute frequency, active transport modes for many on the east side of the Highway 2.
13.5 hours per day Monday to Saturday journeys in the area. The multiway • CP’s Breton subdivision travels in and 9.5 hours per day on Sundays and system network is an extensive network the east-west direction and connects Stats. Leduc Transit boardings have of pathways and trails that provides a Sunnybrook to Leduc. almost tripled from 33,106 in 2011 to transportation and recreational function
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th Noise Survey population and employment growth • New Highway 2 / 65 Avenue interchange (Phases 1 and 2); were developed for each horizon year. An environmental noise survey was • Upgrade of the Highway 2 / 50th undertaken within the City of Leduc to The City of Leduc is anticipated to Avenue interchange; measure the current noise levels at experience a 15.2%, 23.1% and 22.6- • Relocated Highway 2 / Highway various residential locations most to-29.9% increase in population, in the 2A interchange; th th affected by major roadways. Overall, short-, medium- and long-term horizon • 65 Avenue West (Highway 2 to 74 years, respectively. Street), which borders the Edmonton no noise mitigation is required for the International Airport (EIA) lands; noise monitoring locations within the In terms of growth areas, the south and • Spine Road (Airport Road to SE City of Leduc for 8 of the 10 locations west areas are predominately Boundary Road); surveyed. The two noise monitoring residential developments and the north • SW Boundary Road (Highway 2 to th locations, which were higher than the and east areas are designated 74 Street); and th City’s Surface Transportation Noise business/industrial developments. • 74 Street (SW Boundary Road to 65th Avenue W). Guideline threshold are adjacent to the The Inter-Municipal Transportation In addition to these somewhat defined Highway 2 under the Provincial Network jurisdiction. In these cases, Alberta projects the TMP has identified several Transportation (AT) would be The TMP has identified several inter- regional-level projects that remained to responsible for noise attenuation as municipal transporation initiatives be addressed through future functional described by the Provincial Policy which, some falling outside of the planning exercises, which are certain to Guidelines. City’s roadway jurisdiction, represent have an impact upon the municipality. critical corridors required to assure While the Highway 2 corridor Travel Demand Forecasts overall local network integrity and represents the current backbone to The City of Leduc has experienced accessibility: regional transportation, major planning sustained growth and would continue to • Highway 2 realignment, widening initiatives are required to support north- and core lanes initiative; do so in the next 30-years. In south connectivity. The following list coordination with the City and the • Improved Highway 2 / Airport Road interchange; of planning projects are recommended development community, the
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to be considered, in order of priority, efforts protect for an 8-lane • Short-Term Model Results: for the City of Leduc: Highway 2 corridor; Congestion is anticipated at the
• Spine Road South Extension to • Highway 2 Core Lane alignment following locations: and staging from Ellerslie to 65th Highway 2A / Highway 2 Planning - Highway 2 in the vicinity of Study to investigate potential Avenue; and Highway 2A, 50th Avenue and th alignments south of Rollyview • 50 Avenue interchange functional north/south of Airport Road; plan update to address the Highway th Road (Highway 623); - 50 Street bridge; 2 corridor between Highway 2A th • The Terwillegar (170th Street) South - 50 Avenue northbound on- and 65th Avenue. Extension (from 41st Ave to 50th Ave ramp; th th [14.5km]) and further south to the Transportation Model Development - the south leg of 50 Street / 65 Highway 2 corridor (8km); A VisumTM Transportation Demand Avenue intersection; and - • Inter-Municipal Regional Plan to Model was developed for the City of sections of Airport Road. address continuous north-south Leduc for the short-term, medium-term • Medium-Term Model Results: High arterials to the west of Leduc; and long-term time horizons. The traffic volumes during both peak
• A Leduc-Edmonton Comprehensive model roadway network extended from hours of travel demand are forecast Transit Strategy to determine long- Anthony Henday Drive south to to effect the following locations: term transit corridor and Township Road 490 (Kavanagh Road). th - 50 Street bridge; and infrastructure requirements to The zone system of the model was - Sections of Airport Road. connect the City of Edmonton, the developed such that the detailed
City of Leduc, the EIA and boundaries align with the larger • Long-Term Model Results: surrounding muncipalities; Regional Transportation Model zone Congestion and delays are forecast
• Highway 2A Interchange Update system. The roadway network of the to occur at the following locations: plan to assess potential of the th model includes all arterial, collector - the 50 Street bridge during existing Highway 2A bridge as a and key local roadways. both peak hours of travel “fly-over” and to assure planning demand;
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th - 65 Ave East in and out of the IDENTIFICATION AND EVALUATION OF of the Airport Perimeter Road industrial lands of north Leduc; TRANSPORTATION IMPROVEMENTS corridor;
- Along Airport Road; and Transit Initiatives • east-west transit infrastructure th - 50 Avenue in the peak would be developed that would direction of travel in the vicinity The TMP calls for transit planning to service the 65th Avenue West lands of the Highway 2 corridor. be emphasized within the planning of and the northern portion of the new communities and employment West Area lands; and TMP POLICY STATEMENTS areas. The TMP explored the possible • north-south transit infrastructure SUPPORTING MDP development of a transit corridor would be developed in the vicinity The previous TMP Policy Statements to/from Leduc’s west side that would of the 74th Street corridor. prepared in 2013 were reviewed and extend to transit infrastructure, planned refined. The MDP policies focused on: within the EIA lands. The functional plans for the Grant MacEwan Boulevard corridor provide
• Environmental sustainabiliy, clean The benefit of this infrastructure is to for the widening of the corridor to a 4- air, greenhouse gas emissions and develop a stonger synergy between lane cross-section. The functional plans energy efficiency; transit and land use by encouraging and cross sections provide for the new
• Economy and Tourism that include transit oriented developments for the outside lanes to function as dedicated regional and local economic proposed expanding western bus lanes (until such a time that a transit development; communities. facility is constructed along 74th Street).
• Growth management, land use As such, the following transit initiatives planning (residential and commercial); were recommended to respond to
• Social wellness; and Leduc’s growing west community: • Recreation and culture that include
active and healthy communities, as • a transit corridor is to be developed well as high-quality, safe and that would connect with the EIA’s accessible public open spaces. future transit corridor in the vicinity
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The Future Roadway Network
The proposed future roadway network is intended to satisfy the needs of the residents and businesses of the City of Leduc and would see: QE QE CorridorII • 75 lane-km of new arterial QE CorridorII
roadways; (120 lane-km currently exist.) Road Spine Spine Road Spine
th • 70 lane-km of new collector 6565thAvenueAvenue West West 6565ththAvenueAvenue East East roadways; (55 lane-km currently exist.);
• 15 new traffic signals. (31 traffic Street Street th th 74 signals currently exist.) 74 5050ththAvenueAvenue Multiway Network street street th th 50 The multiway network forms an 50 Black Gold Drive integral part of the City’s active Black Gold Drive 3434ththStreetStreet transportation network. The TMP RollyviewRollyview Road Road Grant MacEwan Blvd MacEwan Grant encourages consideration of the Blvd MacEwan Grant following concepts with regard to the SouthwestSouthwest Boundary Boundary Road Road multiway network:
• Planning of multiway facilities SoutheastSoutheast Boundary Boundary Road Road should coincide with the development of new areas; • Multiways are to be planned in concert with new or upgraded east- west crossings of Highway 2; Exhibit ES-1: Proposed Long Term City of Leduc Roadway Network
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• Crosswalk markings or similar Province of Alberta and support the • that the future Transportation devices should be adopted to economic prosperity of the greater Network can safely and efficiently highlight the presence of multiway links where the multiway crosses region. The TMP encourages proposed move both people and goods, while side streets at intersections; modifications to the network of heavy enhancing connectivity within the • Assure that the multiway network vehicle routes to account for the advent City to-and-from surrounding areas interconnects with neighboring of new arterial roadways and to provide while promoting a variety of travel municipal initiatives; and safe and operationally efficient choices; • The sections of multiway along back lanes in the Corinthia Park and connections that promote connectivity • that the imact to the Natural Linsford Park neighbourhoods to local community centers. Environment is minimized; should be reviewed further to • compatibility with municipal and ascertain to what extent the City THE FUNCTIONAL PLANS related Policies such as Provincial may wish to upgrade to a higher As a component of the TMP functional standard. plans and policies, Edmonton plans have been prepared that serve to Metropolitan Regional Board CP Rail Crossings establish the short-term, medium-term (EMRB), County plans and policies The long-term costs associated with and long-term requirements for the City and Municipal growth plans. of Leduc’s roadway system. The grade-separation of the CP Rail • that Socio-Economic factors have crossings merits consideration at a time functional plans provide roadway been considered including when capacity, congestion and safety width, alignment, number of lanes, the minimizing property impacts, concerns arise. Annual monitoring of type of intersection control, future support the existing and potential these crossing points where two-way access provisions and where applicable business community, maximizing traffic volumes exceed 15,000-to- provide for multi-ways. The plans development potential while 20,000 AADT is encouraged. conform to municipal design standards providing opportunities for planned and account for environmental, policy, Heavy Vehicle Routing future growth. socio-economic and financial impacts. Heavy vehicle routes serve to connect The functional plans assure: the City of Leduc to the rest of the
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The Implementation Plan Short-Term Plan (0-10 years) • Coady Blvd Extension (to new SE Boundary Road); The implementation plan outlines The short-term improvements, subject • New trafic signal at 50th Street and improvements necessary in the short- to adjustment and based on the pace of Bella Coola; and term, medium-term and long-term time development and funding available, • New traffic signal at Airport Road horizons. include: and Spine Road. • 50th Avenue widening (from Deer The implementation plan as presented Medium-Term Plan (10-20 years) Valley Drive to east of the fire hall is dependent upon growth within the access); Medium-term improvements include: City’s boundary from forecast • New 74th Street (from 800m North of • 65th Avenue West widening to th th th development. The proposed 50 Avenue to 400m South of 50 Grant MacEwan, extension to 74 Avenue); Street and new traffic signal at improvements are important to • Grant MacEwan Dr. widening (from Grant MacEwan; maintain adequate traffic operations for th 50 Avenue to Black Gold Drive and new • Black Gold Drive and 50th Street each time horizon. traffic signal at Suntree Promenade); intersection improvements; • Intersection improvements to the th (from 65th Ave to 800m It is recommended that the City of th • New 74 Street SB-RT at 50 Street & Highway south) and new traffic signal at 50th Leduc monitor their transportation 2A; Avenue; th system performance and update their • Extend 65 Ave East to Spine Road • Widen Grant MacEwan (from 65th transportation network model as (Range Road 250); Avenue West to Bridgeport Gate) and new projects are completed, as development • New SE Boundary Road (from traffic signals at Bridgeport Gate and Highway 2A to Coady Blvd) and 400m north of Bridgeport Gate; occurs, and/or as changes in upgraded traffic signal at Highway • 50th Avenue widening (from Highway development plans arise. 2A; 2 West ramp terminal to Discovery Way); • Spine Road Extension (from Allard th Its emphasized that the need for • 65 Avenue East widening (east of Avenue to south of 65th Ave East [Lakeside CP Rail to Spine Road) and new traffic municipal transportation infrastructure Access]); signal at Spine Road; improvements are a direct responjse to • Widen 43rd Street (from 82nd Ave to • New SE Boundary Road connection south of Allard); and the level of development growth that is (from Coady Blvd to Robinson Entrance) nd rd to occur within the City of Leduc. • New traffic signal at 42 /43 and new traffic signal at Coady Blvd; Street;
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th • 50 Street widening (from 64th Avenue • New traffic signal at SE Boundary Funding Sources to 61st Avenue); Road and Caledonia Drive. • Extend Spine Road south to The TMP has highlighted numerous Inter-Municipal Projects Rollyview Road and widen (from inter-municipal projects that, although nd Airport Road to 82 Avenue); and A collection of inter-municipal projects being critical to meeting forecast travel • New traffic signal at Rollyview Rd was included for consideration over the demand requirements of the & C.W Gaetz Rd intersection. three horizon periods. These include: municipality, fall outside of the City’s Long-Term Plan (20-30 years) • Short Term: jurisdiction or border with the th The long-term improvements include: - Phase 1-65 Avenue municipality. The formation of • New 74th Street extension to SW interchange (which includes partnerships involving public agencies, Boundary Road; twinning the 50th Street bridge, extending 65th Avenue West to Grant including: Leduc County, AT, City of (between • New SW Boundary Road MacEwan and paving Grant MacEwan Edmonton, and authorities such as the th 74 Street and Blackstone); to Bridgeport Gate). EIA, local business associations and • 50th Avenue widening (from Bridgeport Crossing to 74th Street); • Medium-Term: private developers must be formed to th • Widen Grant MacEwan Blvd (from - Phase 2-65 Avenue increase the potential for advancing Bridgeport Gate to 50th Avenue and from interchange (which includes the th these initiatives. Black Gold Drive to Spruce Blvd.), New new 65 Avenue overpass and improvements at the CP Rail corridor from Blackstone Blvd to Transportation Facilities crossing); and SW Boundary Road and new traffic Management signal at Spruce Blvd; - Airport Road improvements; • New traffic signal at 65th Avenue - Highway 2 widening (core and The City of Leduc in addition to West and Grayson Access; collector lanes). providing for the financing of new • Spine Road widening (from Airport • Long-Term: infrastructure is responsible for Road to 65th Avenue East); th - 50 Avenue interchange; and investments required to manage, • Rollyview Road corridor widening - Airport Road improvements. operate and maintain all of its assets (from C.W. Gaetz to Spine Road); related to transportation infrastructure. • 50th Street widening (from Bella Coola to Highway 2A); and
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Transportaton infrastructure must be commerce hubs and high activity and arterial roadways and associated maintained throughout the entire life- areas. intersections in terms of level-of- cycle inclusive of its eventual • Travel Trends: As both the City of service to be provided to each travel replacement/reconstruction. Leduc and the areas that surround it mode inclusive of accommodating The following initiatives have been continue to experience growth, it heavy vehicle operations. identified as contibuting to the becomes essential to fully The TMP recognizes the future need to processes already in place within the understand travel trends to enhance traffic operational City. recalibrate the City’s travel demand management measures in concert with model. To this end the City should • Traffic: Enhancement of the City’s other sister agency initiatives to assure plan for an origin-destination travel City’s residents benefit from traffic data collection program survey to be undertaken sometime through the use of permanent or maximizing available roadway within the next five years which infrastructure. Such areas include temporary traffic counting devices. would include sampling both traffic signal coordination and • Transit: Passenger boardings and residents and employees to management, cooperation with other alightings should continue to be determine current travel trends. collected on each transit route agency operational initiatives. The TMP recommends adoption of the served by Leduc Transit along with PUBLIC INVOLVEMENT Transportation Impact Assessment estimates of the costs associated As part of the preparation of the 2018 with operating, and maintaining guidelines to be applicable to all development or re-development TMP, a public involvement process each route. was developed and numerous sessions • Multiway: The multiway trail and initiatives that are proposed within the City of Leduc’s municipal boundaries. were held throughout the study to pathway system continues to ensure the community and various expand througout the City The TIA guidelines should include established standards in relation to the stakeholders were informed and had the promoting walkability, with links to opportunity to contribute. The meetings residential subdivisions, recreation minimum acceptable planning level of service to be adopted for its collector allowed for individuals, groups and destinations, cultural destinations, neighboring jurisdictions to gain an
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understanding of the study, its policy and design requirements, and provide input into the plans. At all phases, the consulting team ensured that the information related to the development of the 2018 TMP and its associated impacts were conveyed in a clear, consice manner.
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Table of Contents
1 INTRODUCTION ...... 1-1
1.1 BACKGROUND ...... 1-1
1.2 VISION ...... 1-2
1.3 OBJECTIVES ...... 1-4
1.4 METHODOLOGY ...... 1-5
1.5 THE PREVIOUS TRANSPORTATION MASTER PLAN ...... 1-6
2 EXISTING CONDITIONS ...... 2-1
2.1 THE MAJOR ROAD NETWORK ...... 2-1
2.2 EXISTING TRAFFIC TRENDS ...... 2-2 Traffic Volumes ...... 2-3 Origin-Destination Trends ...... 2-4 Heavy Vehicle Routes ...... 2-6
2.3 EXISTING TRANSIT SERVICE ...... 2-8
2.4 ACTIVE TRANSPORTATION ...... 2-11
2.5 EXISTING RAIL CORRIDORS ...... 2-13
2.6 ENVIRONMENTAL NOISE MONITORING ...... 2-14
3 FUTURE DEMAND FOR TRAVEL ...... 3-1
3.1 POPULATION AND EMPLOYMENT FORECASTS ...... 3-1
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3.2 GROWTH AREAS ...... 3-3
3.3 THE INTER-MUNICIPAL TRANSPORTATION NETWORK ...... 3-6
3.4 THE MODEL ...... 3-10 Model Development ...... 3-10 Travel Demand Model Results ...... 3-11
4 TMP POLICY STATEMENTS ...... 4-1
4.1 ENVIRONMENT ...... 4-1
4.2 ECONOMY AND TOURISM ...... 4-2
4.3 BUILDING OUR CITY ...... 4-2
4.4 SOCIAL WELLNESS & SAFETY ...... 4-6
4.5 RECREATION & CULTURE ...... 4-7
4.6 GOVERNANCE ...... 4-7
4.7 VISION TO REALITY ...... 4-8
5 IDENTIFICATION AND EVALUATION OF TRANSPORTATION IMPROVEMENTS ...... 5-1
5.1 TRANSIT ...... 5-1
5.2 ACTIVE TRANSPORTATION ...... 5-5
5.3 TRAFFIC CALMING ...... 5-7
5.4 CP RAIL CROSSINGS ...... 5-11
5.5 FUTURE ROADWAY NETWORK ...... 5-12
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5.6 HEAVY VEHICLE ROUTING ...... 5-13
5.7 THE FUNCTIONAL PLANS ...... 5-15
6 THE IMPLEMENTATION PLAN ...... 6-1
6.1 SCHEDULING AND COSTS OF THE ROADWAY NETWORK EXPANSION IMPROVEMENTS ...... 6-1
6.2 SHORT-TERM (>10 YEARS) ...... 6-3
6.3 MEDIUM-TERM (10-20 YEARS) ...... 6-5
6.4 LONG-TERM (20-30 YEARS) ...... 6-7
6.5 INTER-MUNICIPAL PROJECTS ...... 6-9
6.6 FUNDING SOURCES ...... 6-11
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6.7 TRANSPORTATION FACILITIES MANAGEMENT ...... 6-14
7 PUBLIC INVOLVEMENT ...... 7-1
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List of Tables
Table 2-1: Intra-Municipal Origin-Destination Trends ...... 2-4
Table 3-1: City of Leduc Forecast Dwellings, Employment and Population ...... 3-2 Table 5-1: TAC Characteristics of Urban Arterials ...... 5-35 Table 5-2: Arterial Category Access Level ...... 5-36 Table 6-1: Implementation Plan – Short Term Improvements (0-10 Year Horizon) ...... 6-4 Table 6-2: Implementation Plan – Medium Term Improvements (10-20 Year Horizon) ...... 6-6 Table 6-3: Implementation Plan – Long Term Improvements (20-30 Year Horizon) ...... 6-8
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List of Exhibits
Exhibit 1-1: Existing Transportation Network and Roadway Classification ...... 2-1
Exhibit 2-2: Morning Peak Hour Traffic Volumes ...... 2-2
Exhibit 2-3: Afternoon Peak Hour Traffic Volumes ...... 2-3
Exhibit 2-4: Inter-Municipal Origin-Destination Trends ...... 2-5
Exhibit 2-5: Existing Heavy Vehicle Traffic Routes (City of Leduc, February 2018) ...... 2-6
Exhibit 2-6: Leduc Transit Routes 1-5 Map, Route 10 Map Inset (Leduc Transit, 2018) ...... 2-9
Exhibit 2-7: Ridership Distribution ...... 2-10
Exhibit 2-8: City of Leduc Multiway Map (City of Leduc, July 2018) ...... 2-11
Exhibit 2-9: Existing Canadian Pacific Railway Tracks (Transport Canada) ...... 2-13
Exhibit 3-1: City of Leduc Forecast Population ...... 3-1
Exhibit 3-2: City of Leduc Growth Areas ...... 3-3
Exhibit 3-3: Forecast Population and Employment Growth ...... 3-4
Exhibit 3-4: Diversion of Highway 2 Traffic to Terwillegar Corridor ...... 3-7
Exhibit 3-5: Nisku Spine Road – 4 Phase Roadway [Source: Leduc County] ...... 3-8
Exhibit 3-6: 10-Year Growth on Existing Network – Morning Peak Hour ...... 3-11
Exhibit 3-7: Base Year Model Results for Morning (left) and Afternoon (right) Peak Hours ...... 3-12
Exhibit 3-8: Short-Term Model Results for Morning (left) and Afternoon (right) Peak Hours...... 3-14
Exhibit 3-9: Medium Term Model Results for Morning (left) and Afternoon (right) Peak Hours ...... 3-16
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Exhibit 3-10: Long-Term Model Results for Morning (left) and Afternoon (right) Peak Hours ...... 3-18 Exhibit 5-1: Proposed West Transit Corridor ...... 5-3 Exhibit 5-2: Approved Ultimate Great Canadian Trail Map ...... 5-6 Exhibit 5-3: Speed Cushion Traffic Calming Measure ...... 5-7 Exhibit 5-4: Signage for City of Leduc Neighborhood Traffic Calming Location ...... 5-8 Exhibit 5-5: Sample Permanent Speed Table ...... 5-8 Exhibit 5-6: Curb and Gutter Chicane Traffic Calming Sample ...... 5-8 Exhibit 5-7: Alton Drive between Windrose and Black Gold Drive – Through School Zone ...... 5-10 Exhibit 5-8: Proposed Long Term City of Leduc Roadway Network ...... 5-12 Exhibit 5-9: Long Term Heavy Vehicle Route Network ...... 5-14
Exhibit 5-10: Functional Design of Corridors Key Map ...... 5-15
Exhibit 5-11: 43rd Street Functional Plan ...... 5-18 Exhibit 5-12: 43rd Street Proposed Cross-Sections ...... 5-18 Exhibit 5-13: Grant MacEwan Boulevard Proposed Cross-Sections ...... 5-22 Exhibit 5-14: Grant MacEwan Boulevard Functional Plans ...... 5-23 Exhibit 5-15: Black Gold Drive Interim Stage Alternatives ...... 5-24 Exhibit 5-16: Black Gold Drive/50th Street Intersection Improvements ...... 5-24 Exhibit 5-17: Black Gold Drive Proposed Cross-Section ...... 5-25 Exhibit 5-18: Black Gold Drive Functional Plan ...... 5-26
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Exhibit 5-19: SE Boundary Road Proposed Cross-Section ...... 5-28
Exhibit 5-20: SE Boundary Road Functional Plan ...... 5-28 Exhibit 5-21: SW Boundary Road Proposed Cross-Section ...... 5-29 Exhibit 5-22: SW Boundary Road Functional Plan ...... 5-30 Exhibit 5-23: 65th Avenue East Proposed Cross-Section ...... 5-31 Exhibit 5-24: 65th Avenue East Functional Plans ...... 5-32 Exhibit 5-25: 65th Avenue West Proposed Cross-Section ...... 5-34 Exhibit 5-26: 65th Avenue West Functional Plan ...... 5-34 Exhibit 6-1: Short Term (0-10 Years) Implementation Plan ...... 6-3 Exhibit 6-2: Medium Term (10-20 Years) Implementation Plan ...... 6-5
Exhibit 6-3: Long Term (20-30 Years) Implementation Plan ...... 6-7
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the City. The urban form of the City 1.1 BACKGROUND 1 INTRODUCTION influences the choice of every resident The City of Leduc’s 2018 TMP is of whether to drive, walk, cycle, or take The City of Leduc is located in Leduc intended to guide the implementation public transit. County south of the City of Edmonton. of transportation infrastructure According to the 2016 Federal Census, The 2018 TMP provides, and builds throughout the City of Leduc. the population of the City was 29,993, upon, the 2013 TMP to provide a The need for updating the previous however, the more recent City of Leduc blueprint for planning, development, TMP was triggered by the population Census reported a 2018 population of and operations of the multi-modal and employment growth, as City of 32,448 persons, representing an 8.1% transportation network. Leduc Census data indicated a growth growth over the two-year period. This 2018 update documents and of more than 85% over the last decade. Although representing the 10th largest analyzes current travel trends, forecasts The current City of Leduc population is city in the Province in terms of future travel conditions, and develops a forecast to grow from 32,448 today population, the municipality exhibited long-term transportation strategy for (2018), to more than 54,000 (a 66% growth over the last decade the 3rd fasted the City. rate) in the next three decades. With a growth characteristics in the Province. The 2018 TMP is to be used to adopt a growing population, the transportation The purpose of the City of Leduc’s sustainable approach to all modes of system becomes increasingly vital to 2018 Transportation Master Plan (TMP) transportation, as a guide to future create an accessible City. is to prepare a long-term transportation development, and as a long-term plan The City of Leduc is characterized by a infrastructure plan that is suitable to for prioritizing the recommended concentration of industrial development meet the growing development needs improvements and ensuring the City on the north end of the City, and is of the City. An efficient, well- remains compliant to off-site levy adjacent to the economic hub of the connected, and fully integrated requirements in terms of updating and Edmonton International Airport (EIA). transportation system is critical to the validating future planning projects quality of life of the community, and to within the municipality. maintain economic sustainability for
1 -1 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Given the intensification of the industrial development coupled with the proximity to the Highway 2 (Queen Elizabeth II) corridor, allows the City of Leduc a unique connection to the north central Alberta region. To address future growth, the new 2018 TMP provides direction for transportation planning to enhance the quality of life and economic vitality through a provision of a transportation system that offers choices. This TMP has laid out guidelines for achieving the long-term vision in a shared manner between the City, the development community, and the residents of the Within the next three decades the TMP walkable and more transit supportive City of Leduc. envisions growth of between 23,100-to community, while assuring residents of a high quality of life. 1.2 VISION 26,300 new residents and 6,600-to- 14,900 additional employees; these Within the next three decades, the City The timeframe of the TMP represents a projections remain consistent with the is envisioned to have an integrated, 30-year horizon and is intended to fully Edmonton Metropolitan Region Board balanced and efficient municipal integrate with the vision and principles (EMRB) forecasts. transportation system that: of the City’s “Municipal Development • moves people and goods with a The transportation vision within the Plan” (approved in August, 2017). range of modal options inclusive TMP is intended to facilitate these of: objectives by planning for a more
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 1-2
- an expanded multiway trail County, the City of Edmonton, the • serves to integrate the multiway network beyond the existing 68 EIA and Alberta Transportation network with new neighbourhood km, with additional multiways (AT) that leverage opportunities developments; being constructed as for trade and travel; • accommodates residents with development progresses that • supports economic and social mobility and physical limitations; would promote walking and growth of the City of Leduc in part and cycling activities; through a transportation system • is supported by a well-informed - an expanded Leduc Transit intended to move people and goods public and local transportation Services to provide regular local to the benefit of the wide range of policies, plans and management and commuter transit service businesses and industries located achieved through effective between Leduc, Nisku and within the municipality; communications and active public Edmonton; and • moves people and goods locally, participation within a transparent - driver-assisted transportation regionally, provincially, nationally transportation planning process. services that provides adult and internationally that minimizes seniors (65+) and adults with delays and congestion and Supporting Studies cognitive and/or physical accommodates, through planning The forecast growth within Leduc is to disabilities door-to-door and traffic operations, the freight service, through Leduc Assisted rail services that currently travel be based upon the strength of the Transportation Service (LATS). through the community; numerous plans and studies that have • provides modal choices for • contributes to the quality of life in been developed by the City, such as residents that encourage less the City of Leduc; the: “Downtown Master Plan”, reliance on gasoline powered • is characterized by infrastructure vehicles and contributes to and services for all travel modes “Strategic Plan”, “City of Leduc-Leduc Provincial objectives of climate within and through the City of County Inter-municipal Development change mitigation and adaptation; Leduc that manage congestion Plan”, “Neighbourhood Design • provides for automobile and while promoting public health and Guidelines”, “Neighbourhood Design commercial vehicle traffic within safety; Strategy”, “Land Use By-Laws” and and around the community; • encourages public transit through • provides a connected and transit-supportive land use patterns numerous approved Area Structure seamlessly integrated and transit-oriented development Plans (ASP). transportation system with partner forms that compete effectively jurisdictions such as Leduc with private automobile use;
1 -3 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Many of these plans emphasize visions of Edmonton and northern The City of Leduc1 in concert with that require the City to… communities. AT2, and the EIA3 have undertaken a build upon its position as a Over the last few years the lands on the significant amount of planning to transportation hub while offering west side of Highway 2 corridor within identify the future transportation/transit multiple and effective modes of travel, the EIA and within the City of Leduc and related infrastructure requirements including internal and regional have experienced significant necessary to address the future transit, and build infrastructure that development pressure for transportation development of the City’s promotes accessibility within the City facility upgrades. The completion of communities. The TMP is intended to fully incorporate these planning and wider region. Anthony Henday Drive (ring road) within the City of Edmonton combined considerations and provide a path In addition, the City has led and forward to assure that the City’s participated within numerous with the recent annexation initiatives by the City of Edmonton and the City transportation objectives are achieved functional planning studies coordinated on behalf of the City’s residents. with its adjoining jurisdictions in of Beaumont to the north of the City of recognition of the extensive growth. Leduc, is forecast to result in increased 1.3 OBJECTIVES use of the Highway 2 corridor and The key objectives of the 2018 TMP All of the supporting studies recognize underscore the necessity of developing are to: that the City of Leduc is primarily parallel continuous north-south arterial served by the Highway 2 north-south • support the overall Municipal corridors that would further integrate Development Plan (MDP) in regards freeway corridor which is part of the the transportation networks of the City to its goals, objectives and high National Highway System that of Leduc with the City of Edmonton. level policies; connects the City of Calgary to the City • develop and define a roadway
1 “City of Leduc Aerotropolis Integrated Land Use Compatibility Plan”, InterVISTAS Consulting 28 June, 2011. “City of Leduc Transportation Study Update 2006-to-2016” (June 2009) 2 “Highway 2 Upgrades S of Leduc to N of Ellerslie Road 2010 Functional Planning Study”, Focus Group (May, 2010); “Queen Elizabeth II and 65th Avenue [Leduc] Interchange Functional Planning Study” (Oct. 2016) 3 “Draft Edmonton International Airport 2010-2035 Master Plan Update (2010)”
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 1-4
implementation strategy to address aspects and public consultation The 2018 TMP study objectives were today’s and future transportation needs in the short term, medium components. achieved by undertaking the following term, and long term time horizons; The 2018 TMP is intended to be used study methodology tasks and activities: • background information, such as • guide and coordinate future urban as a basis for adopting safe, innovative growth decisions to fully integrate related plans, strategies, past sustainable communities with and dynamic approaches that guide TMPs, and other City of leduc affordable transportation choices; future development within the City of planning documents were assembled and reviewed; • address facilities for all Leduc. transportation modes, establish • current traffic information was roadway planning initiatives, 1.4 METHODOLOGY reviewed to determine existing provide for contingencies and local travel trends and patterns that establish target thresholds for The TMP methodology was structured were analyzed with the objective of roadway improvemnts; so as to: improving the short-term network efficiency; • improve the efficient movement of • develop a blueprint for the future goods by recommending transportation network; • the Strategic Policy Statements improvements to the future truck from the 2013 TMP were reviewed route that would provide a balance • develop strategic transportation and updated to further encourage between traffic safety, regional policy statements; sustainable development; commerce, roadway capacity and • identify and improve the: • ultimate cross-sections for major community protection; - transportation network; City roadways were defined • provide an integrated through the functional - multiway system; transportation network that planning/design process; - heavy vehicle routes; and emphasizes the potential for • operations of the CP Rail corridor furthering the City’s economic - rapid transit corridors. were reviewed and evaluated in development potential; and • enhance the City’s: terms of there potential to • update and develop policy - pedestrian connectivity; accommodate future public transit statements that best lead towards - roadway connectivity; and opportunities; an accessible City of Leduc. • - inter-regional transportation current City transit services were network. reviewed and a “go-forward” plan A detailed study process was carried developed that would see existing out that incorporated both technical and future residential communities
1 -5 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
connected with employment and the City of Leduc to establish the have been planned to provide for entertainment centers; ultimate cross-sections for each of the multiways, where applicable. • opportunities were explored that would see the expanded following major corridors: The functional planning approach nd rd • 42 /43 Street (Allard Ave to Airport development of the multiway incorporated roadway designs intended system to encourage sustainable Rd); to afford optimum traffic flow while modes of transportation such as • Grant MacEwan Blvd (Southwest cycling and walking between (SW) Boundary Rd to 65th Ave); maintaining a high regard for safety of communities and attractions; th • 65 Ave West (74th St to Highway 2); road users. • opportunities to modify the th • 65 Ave East (Highway 2 to Rge Rd In concert with the TMP, a noise existing heavy vehicle route 250); network were identified that th evaluation along the Grant MacEwan incorporated future transportation • Black Gold Dr (50 St to Grant corridor (from the new Blackstone network elements to assure McEwan Blvd); sustainable goods movement; and • Southeast (SE) Boundary Rd community in the south to Bridgeport Gate in (Highway 2A to East of Robinson • traffic forecasts were developed the north) was undertaken. The Access); and based upon population and th evaluation conducted forecast employment forecasts and an • SW Boundary Rd (74 Street to East modelling and simulation to estimate understanding of current travel of Grant MacEwan Blvd). future long-term noise levels along the trends obtained from an origin- The functional corridor analysis served destination survey corridor. to establish ultimate requirements for • a long-term roadway network was established to provide a “go- the roadway width, the roadway 1.5 THE PREVIOUS forward” approach that matched alignment, the ultimate number of TRANSPORTATION MASTER PLAN long-term infrastructure with lanes, the type of intersection control identified long-term planning The previous TMP document4 is requirements. (i.e traffic signal, All-Way-Stop), and future access provisions. The major corridors roughly 5-years old and served to guide The 2018 TMP also included a the municipality “in the implementation functional corridor analysis throughout of transportation facilities throughout
4 “Leduc Transportation Master Plan” ISL Engineering and Land Services (May 2013), Pg,. 1
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 1-6
the City in an orderly and logical The 2013 Leduc TMP Report… complete the network that would th enhance connectivity and • emphasized the need for the 65 fashion.” encourage sustainable and healthy Avenue Interchange and noted its mode choices; The intent of the 2013 TMP was to implementation as a short-term address the significant growth that had initiative; • highlighted short, medium and 5 long-term roadway impovements • suggested traffic calming on Alton occurred and took note that the average in the form of upgrades, Drive triggered by 50th Avenue annual growth rate was 8.6% between intersection improvements, and improvements; 2006-to-2011 with a 2011 population new transportation facilities; • identified opportunities for transit • encouraged the City to establish of 24,139. Comparing this population improvement strategies through: capital plans that improve transit, to the 2017 municipal census of 31,130 - service enhancements to the cycling and walking with emphasis th th persons would result in an average 50 Avenue and 50 Street on: corridors; th annual growth rate between 2011-to- - 50 Street (from Rollyview Road to - infrastructure enhancements th 2017 of 4.8%. This indicates that 65 Avenue); such as park-n-ride lots to th - 50 Avenue (from 47th Street to despite the downturn in the energy further the “C-Line” in the Highway 2 including the downtown); vicinity of the Leduc sector, which was thought to first affect and Recreational Centre linking to municipal growth in 2014, the City of Edmonton’s transit facilities; - linking West Leduc to the planned EIA developments. Leduc continues to demonstrate - service enhancements to at least growth. A comparison of 2018 one of the following areas: EIA, • suggested the City consider future modifications to the heavy vehicle residential building permits issued with Nisku/Leduc Industrial Area, South Leduc and/or West route network that recognize the th the same period of 2017 indicated a Leduc; and advent of the future 65 Avenue and Highway 2A interchanges and 2.5% year-over-year growth - the advent of Smart Bus Spine Road. underscoring the need for continuing to technology. plan for the City’s future growth and • suggested enhancements to the infrastructure. multiway system to address future community requirements and
5 Ibid, Section 5.3
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The City of Leduc has taken a proactive approach to developing their transportation network. By 2018, the majority of the 2013 TMP infrastructure recommendations had either been, or were well on their way to being, completed. This served to underscore the need for an update of the TMP document which would recognize the current infrastructure performance characteristics and identify where transportation infrastructure and policy improvements are forecast to be required.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 1-8
2 EXISTING CONDITIONS Airport Road
2.1 THE MAJOR ROAD
NETWORK
Street
The City of Leduc currently maintains rd Highway2 a roadway network comprised of 120 43 lane-km of arterial roadways, 55 lane- RangeRoad 250 km of collector roadways, 31 traffic signals and an extensive network of 65th Avenue
local roadways.
Street
The City’s arterial roadway network is th
45 intended to accommodate higher traffic
th volumes, have limited access and Street
50 Avenue th connect to major Provincial highway 50 corridors while also providing the Black Gold Drive Rollyview Rd City’s neighborhoods with enhanced connectivity and accessibility. MacEwan Grant Boulevard The City’s collector roadway network is characterized by lower speed corridors that connect the City’s local roadways within neighborhoods to the higher capacity arterial roadways and other collector roadways. Exhibit 1-1: Existing Transportation Network and Roadway Classification
2 -1 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
The City is bisected by approximately 6.0 km of the Provincial (AT) Highway 2 corridor, which traverses the City in the north-south direction. There are currently four access points to the Highway 2 corridor1.
In addition, a short (2.7 km) segment of Highway 2A is also located within the City boundary in the south-east section of the City with two access points2. The City and Province have participated in functional planning studies that depict the relocation of the Highway 2/Highway 2A interchange further to the south outside of the current municipal boundary3.
2.2 EXISTING TRAFFIC TRENDS Color legend represents A baseline of existing peak hour traffic peak direction traffic volumes. trends inclusive of origin-destination Directional link volumes are and heavy vehicle characteristics was indicated by yellow text labels. determined.
Exhibit 2-2: Morning Peak Hour Traffic Volumes
1 The four access points are the Hwy 2A interchange, 50th Avenue interchange, the 50th Street On-and-Off-ramps and the Airport Road interchange 2 The two access points are the 50th Street-Southfork Drive intersection and the Southfork Road/South East Boundary Road intersections with Highway 2A. 3 See Section 3.3 for further discussion.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-2
Traffic Volumes The TMP saw traffic counts information assembled at 68 intersections throughout the City of Leduc. Traffic counts were undertaken in June (prior to school ending) and September (after school commencement) to provide a current and thorough understanding of traffic characteristics. Exhibit 2-2 and Exhibit 2-3 illustrate the morning and afternoon peak hours of travel demand, respectively. Current traffic volume trends indicate: • a heavy east-west traffic movement along the 50th Avenue and Airport Road corridors in the vicinity of Highway 2; • significant north-south traffic movements along the 50th Street corridor between 50th and 65th Avenues; • a significant draw to the Color legend represents northbound Highway 2 corridor peak direction traffic volumes. during the morning peak hour of travel demand; and Directional link volumes are indicated by yellow text labels. • an equally heavy amount of return traffic southbound on Highway 2 Exhibit 2-3: Afternoon Peak Hour Traffic Volumes during the afternoon peak hour.
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Origin-Destination Trends Table 2-1: Intra-Municipal Origin-Destination Trends An origin-destination survey was OUTBOUND Trips undertaken as part of the TMP in an Destination effort to identify current vehicular travel trends. The origin-destination North -East North-West South-West South-East
North-East 9% 18% 73% (OD) survey was done by collecting North-West 10% 53% 37% travel information of Rogers Wireless Origin South-West 5% 25% 70% 4 phone subscribers travelling between South-East 20% 12% 68% defined cellular zones. The survey was undertaken over a three-month period INBOUND Trips rd th (between September 3 to December 4 , Destination 5 2016) by anonymously geo-referencing North-East North-West South-West South-East active devices on the Rogers Wireless North-East 11% 9% 32% network. The geo-referencing matches North-West 14% 21% 13% between zones indicate travel has Origin South-West 16% 56% 54% occurred and the travel patterns were South-East 70% 33% 70% recorded in the form of intra-regional and inter-regional travel. Survey determined that roughly 40% of internal to the City by segmenting the Leduc residents live and work within municipality into four quadrants: north- Intra-Regional Travel the City/EIA/Nisku area. east, north-west, south-east and south- The City of Leduc offers its residents Table 2-1 highlights the proportional west. an opportunity to live and work within outbound and inbound travel trends its own municipal boundary. The OD
4 Approximately 23% of wireless service subscribers in Alberta use Rogers Wireless. “Communications Monitoring Report 2016”, C.R.T.C., 5.0 Telecommunications Sector Overview: iii) Competitive Landscape, Table 5.5.8 Wireless Subscriber Market Share, by Province and Territory (2015) (%). 5 Note: The origin-destination survey was carried out prior to the opening of the Outlet Mall, Costco and related EIA developments.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-4
Travel trends within the City indicate heavy movements crossing the Outbound Inbound Highway 2 corridor between: • the south-east and south-west sectors, linking the residential and Leduc downtown sectors; and 29% Edmonton 28% 40% • the south-east and north-east 41% sectors, linking the downtown and industrial sectors.
15% Inter-Regional Travel 18% South 2% 2% Travel between the City of Leduc and 6% 4% 7% 8% (Red Deer, Calgary etc.) Beaumont its neighboring municipalities was also EIA Nisku determined. Exhibit 2-4Exhibit 2-4: Edmonton Beaumont Nisku EIA South (Red Deer, Calgary, etc.) Leduc Inter-Municipal Origin-Destination Exhibit 2-4: Inter-Municipal Origin-Destination Trends Trends depicts the outbound and inbound travel trends destined to, or • approximately 15-to-20% of traffic is destined to the south. coming from, regions outside of the City of Leduc. The overall travel trends indicate that: • approximately 30% of traffic remains within the City of Leduc; • approximately 40% of traffic remains within the Leduc/Nisku/EIA area; • there is a large draw for traffic travelling to and from Edmonton (about 40%);
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Heavy Vehicle Routes The City of Leduc By-Law No. 878- 2014 defines heavy vehicles as those with a: • maximum gross weight of 8,000 kg or more; or • a length exceeding 12.5 metres. Exhibit 2-5 illustrates the current heavy vehicle routing within the City. Heavy vehicles are restricted to these designated routes, unless the vehicle is being operated on the most direct and practical route between a location and the nearest truck route for reasons such as, but not limited to, providing services, goods delivery or collections. In addition, all provincial highways are designated as heavy vehicle routes. The Highway 2 corridor is part of the National Highway System, connecting the City of Leduc to Edmonton and to Calgary to the south. The current City heavy vehicle route reflects the importance of the National Highway System on economic diversity. Exhibit 2-5: Existing Heavy Vehicle Traffic Routes (City of Leduc, February 2018)
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-6
Within the City of Leduc, the routes generally follow approximately 23 km of arterial roadways (of which about 2.5 km along 50th Street and 50th Avenue are one- way only). The intention of the designation of heavy vehicle routes is to limit travel to major arterial roadways and highways and thereby reduce maintenance requirements to local and collector roadways, damage to adjacent landscaping (tree) damage and related noise and vibration impacts.
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2.3 EXISTING TRANSIT SERVICE operates in the southeast sector of 7:06pm Sundays and stats (except Leduc. The following section provides a Christmas). • Route 5 is a local bus route (AM summary of the current Leduc transit and PM weekday) that operates in Service is provided by three 40-foot th th service network and ridership Nisku between 5 and 8 Streets buses and five 28-foot buses. The and Airport Road and 25th Avenue. characteristics. With service to 19th Avenue/ routes within the Leduc transit network Transit Service Network Sparrow Drive, and to 19th serve different sectors of Leduc, Nisku, Avenue/Range Road 251. the EIA, Royal Oaks and the Century Leduc Transit is an inter-municipal • Route 10 is a local bus route that Park Station in Edmonton. The route partnership between the City of Leduc operates from 50th Street/47th network uses bus zones at 50th Street and Leduc County. Avenue to the Leduc County Centre via the hotel corridor on and 47th Avenue in Leduc as a common Leduc Transit provides six routes: Sparrow Drive and Sparrow connection or transfer point. • Route 1 is a commuter bus route Crescent, to the Premium Outlet (AM and PM weekday) between Collection at EIA and the EIA There are three park and ride lots Leduc, Century Park (south terminal. This route also connects available free of charge for Leduc with Edmonton Transit’s Route Edmonton), Nisku and Royal Transit customers. The lots are located Oaks. 747 to provide additional service between Leduc and Edmonton in at the Alexandra Arena, the Leduc • Route 2 is a local feeder bus route time periods that Route 1 is not (AM and PM weekday) that Recreational Centre and the Leduc operating. operates in the west sector of County Centre. Leduc. The routing pattern is characterized by • Route 3 is a local bus route (AM large one-way open loops. All routes and PM weekday) that operates from 50th Street/47th Avenue in provide 30-minute frequency during the Leduc to the Leduc County Centre AM and PM peak periods weekdays and EIA via the Leduc Business only, with the exception of Route 10, Park and hotel corridor on Sparrow which operates on a 60-minute Drive and Sparrow Crescent. frequency, 8:50am to 10:06pm Monday • Route 4 is a local feeder bus route (AM and PM weekday) that to Saturday and from 9:50am to
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-8
Daily Passenger Volumes
Leduc Transit has, over the 2011-to- 2017 period, seen a tripling in transit patronage from 33,106 riders in 2011 to 90,500 riders in 2017. The 2018 projection is forecast to reach 100,000 riders. The growth in ridership since 2011 emphasizes the extent of which the City has made the transit system a priority within its transportation network. Despite each of the Leduc Transit routes exhibiting approximately the same schedule and annual operating hours, Exhibit 2-7 illustrates that roughly 2/3rds of the patronage makes use of Route 1 that connects the City to Edmonton’s transit system. Leduc Transit 2017 operations statistics include: • 0.39 hours of operation-per-capita; • 2.62 ridership-per-capita; Exhibit 2-6: Leduc Transit Routes 1-5 Map, Route 10 Map Inset (Leduc Transit, 2018) • 6.73 passengers-per-operating hour; and
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• 22% revenue-to-cost percentage. senior’s residential complexes and In comparison to similar transit systems several shopping centers with the City in Alberta6, Leduc Transit has of Leduc. comparable ridership-per-capita • The door-to-door service is available weekdays (8:00 to 21:30) statistics. and Saturday and Sunday (9:00 to Specialized Transit Service 17:30). • The shuttle service is available The City of Leduc operates LATS that weekdays (9:00 to 15:00). provides service for seniors (65+) and LATS ridership has increased by 46% adults (18+) with cognitive and/or between 2011-to-2016 where ridership physical disabilities. increased from 20,573 to 30,182. The Service is provided by six cutaway 2018 projection is forecast to reach buses via a shared ride, door-to-door 30,900 riders. and driver-assisted accessible In comparison with other small transportation service and a fixed route Canadian specialized transit services scheduled shuttle service connecting LATS has good ridership per operating Route 5 Route 10 RIDERSHIP hours and operates close to the average 3% 6% DISTRIBUTION Route 4 in terms of service provided per 7% registrant and revenue to operating cost Route 3 7% ratio. Leduc also has one of the highest Route 2 Route 1 levels of registrants per capita. 12% 65%
Exhibit 2-7: Ridership Distribution
6 Spruce Grove and Fort Saskatchewan operate service similar to Leduc, their 2016 ridership-per-capita was 2.68 and 2.7, respectively.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-10
2.4 ACTIVE TRANSPORTATION regular basis and help reduce the The TMP recognizes the importance of Many residents work in or around the overall motor-vehicle footprint and continued maintenance of the multiway Leduc area, and the municipality’s size level of congestion on municipal system and the need to provide for the and flat topography would serve to roadways. necessary planning that would assure encourage active transport modes (such The Multiway System Network expansion of the network so as to best as walking and cycling) for many trips in integrate with the future growth of the The multiway system in Leduc is an the area. The provision for pedestrian municipality. The multiway network is extensive network of multi-use trails and cyclist facilities encourage people considered a valuable facility which is that provides a transportation and to use active transport modes on a more well-used by local residents. recreational function for its residents. The multiway trail network (is approximately 68km in length) and is primarily comprised of paved pathways, which provide accessibility and accommodation of many active transportation modes. Approximately 1km of nature trails also exist within the City. These gravel trails are located around the Leduc Reservoir and around the stormwater pond in Southfork. The paths are provided within community or regional parks and other open spaces, as well as along arterial and local collector roads; they are cleared of snow in winter months. Exhibit 2-8: City of Leduc Multiway Map (City of Leduc, July 2018)
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The City’s multiway standard provides area having no sidewalks at all on network in Leduc, the bus stops are for a 3m wide pathway, which is either side of the roadway. accessible via the multiway or existing intended to accommodate the safety of Numerous mid-block pathways are also sidewalks. This facilitates easy access all users, by allowing passing provided for pedestrians and cyclists between transit and active maneuvers to accommodate speed within the residential neighborhoods to transportation modes. However, there differentials. shorten walking distances to are sections of the transit network that The multiway path network also forms neighborhood parks or streets. These the multiway does not cover. These part of Canada’s Trans-Canada Trail, mid-block pathways are also cleared of conditions are found in the industrial otherwise known as The Great Trail, snow during winter months. areas of Leduc, specifically the Leduc business park. which is the longest network of Most of the neighbourhood sidewalks recreational trails in the country. The are not included in the snow removal The City of Leduc’s residential and Great Trail connects to two main east- service provided by the City. However, commercial areas currently have an th west multiway routes, 50 Avenue and Item 10 from the City’s Community extensive active transportation Black Gold Drive. It is also proposed to network that allows for pedestrians to Standards Bylaw (Bylaw No. 711- 2008) connect to Telford Lake, which is includes the following requirement: access the multiway, sidewalks and Leduc’s main recreational facility. transit services. However, industrial “A Person shall reasonably remove Sidewalks areas in the City remain underserved snow and ice from any Sidewalk for pedestrians. Sidewalks are located throughout adjacent to land they Own or Occupy residential neighbourhoods and within 48 hours after the snow or ice alongside central streets within the City has been deposited.” of Leduc, which are in addition to the Connecting Transportation Modes Primary and Secondary Multiway Paths. However, there are limited In general, the multiway paths and sidewalk provisions in the industrial sidewalks enable bus users to access part of Leduc with several roads in the transit services. For most of the transit
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 2-12
2.5 EXISTING RAIL CORRIDORS The City is bisected by two CP Rail Airport Road
lines that provide for the movement of
freight and goods across the Province.
Street
• CP’s Leduc subdivision track rd 43 travels in the north-south direction on the east side of Highway 2. The Highway2 line is a single track with spur lines and accommodates: - 10 trains-per-day between RangeRoad 250 65th Avenue Edmonton and Black Gold
Drive; and
Street
- th 8 trains-per-day south of 45 Blackgold Drive7. 50th Avenue
• CP’s Breton subdivision travels in
Street
the east-west direction and th connects Sunnybrook to Leduc. 50 CP’s Breton Track Black Gold Drive The rail line is located immediately to the south of Black Gold Drive
and transitions on to the Leduc Rollyview Rd Grant MacEwan Grant Boulevard Subdivision north of Black Gold Drive8. The line accomodates two trains-per-week.
Exhibit 2-9: Existing Canadian Pacific Railway Tracks (Transport Canada)
7 Transport Canada Dept of Natural Resources 2018 Data set. 8 It is understood that CP had in the past approached the City of Leduc to acquire the east-west rail corridor.
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2.6 ENVIRONMENTAL NOISE Sound levels from roadways are • noise levels at all monitoring MONITORING locations are below the permissible commonly described in terms of sound level of 65 dBA Leq24, with An environmental noise survey was equivalent sound levels over a 24-hour the exception of two locations (along 54th Street and Willow Park undertaken within the City of Leduc to period (Leq24). Estates). measure the current noise levels at The “City of Leduc Surface various residential locations most The two noise monitoring locations Transportation Noise Guideline” affected by major roadways. This which were higher than the City’s defines the permissible outdoor section provides a summary of the guideline are adjacent to Highway 2, criterion sound level as 65 dBA Leq24 findings of the noise survey which is under the Provincial for residential dwellings adjacent to an undertaken. jurisdiction. In these cases, AT would existing major transportation facility. be responsible for noise attenuation as As part of the 2018 TMP, ten (10) This threshold is similar to other local described by the Provincial Policy noise monitoring sites were selected municipalities. Guidelines. throughout the City boundary. The 24- Results of the noise monitoring show: hour noise measurements were Overall, no noise mitigation is required • typical trace of traffic noise levels conducted collecting broadband A- that include: engine noise from for the noise monitoring locations in weighted as well as 1/3 octave band vehicles, tire noise and typical the vicinity of arterials within the City 9 sound levels and were conducted under acceleration and deceleration ; of Leduc. • an increase in noise level during “typical” weekday traffic conditions the morning peak hour period that Noise levels next to local roadways in during the summer months (All is sustained until after the the City of Leduc are below the afternoon peak hour period; measurements were undertaken between permissible sound level of 65 dBA th th • noises were primarily dominated August 10 , 2016 to August 26 , 2016). L 24. No noise mitigation on behalf by the noise contributions of eq nearby roadways; and of the City is required.
9 “Bylaw 711-2008 Community Standards Bylaw”, which deals with noise nuisance and enforcement, prohibits engine retarder breaks and/or any sounds related to motor vehicles that “disturbs the peace of other individuals”, #16(1) & #20.
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City of Leduc Forecast Population 3 FUTURE DEMAND FOR 60,000 TRAVEL High Long Term Forecast - 57,400 55,000 Long Term Forecast - 54,200 The increase in population and 50,000 employment within the City of Leduc
45,000 mandates dynamic transportation Medium Term Forecast - 44,200 planning to meet the needs of the - 40,000 High Forecast Population community. Short Term Forecast - 35,900 10,000 +13,200 Expected 35,000 Forecast 3.1 POPULATION AND Forecast Population Population
Historic Growth Growth 30,000 Growth +
EMPLOYMENT FORECASTS Population
S1 S2
2017, 31,130 Growth +8,350 The City of Leduc has more than 25,000 doubled in population over the last 15- +4,750 Growth 20,000 years, to 32,448 persons (City of Leduc 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050 Population Horizon Year 2018 Census). The next 30-years is Exhibit 3-1: City of Leduc Forecast Population anticipated to see continued economic • Short-Term Horizon: a 15.2% and demographic expansion. With its roots based in the energy increase in today’s population and The City of Leduc continues to actively sector, the City of Leduc has a a 24.8% increase in employment within the City; plan and strategize to meet the evolving growing industry and employment base situated adjacent to the • Medium-Term Horizon: a 23.1% transportation vision of the community. increase in population and a 35.9% Edmonton International Airport and As a baseline for identifying future increase in City employment; and the Nisku Industrial Park. infrastructure needs within the City, • Long-Term Horizon: two growth population and employment forecasts To investigate future transportation scenarios that envisioned a 22.6-to- 29.9% increase in population and a were determined geographically as part needs, three planning time periods were 23.6-to-53.2% increase in City of the model development exercise. selected, which would see: employment.
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Exhibit 3-1 summarizes the growth for Table 3-1: City of Leduc Forecast Dwellings, Employment and Population each horizon year, and Table 3-1 details the growth in number of Short-Term Medium-Term Long-Term dwellings, retail and non-retail 13,400 16,700 20,500-21,800 Residential Dwellings employment. (+2,100) (+3,300) (+3,850-5,100) 6,600 8,000 9,300-9,900 Retail Employment To establish employment and (+1,000) (+1,400) (+1,300-1,900) 14,000 20,000 25,300-33,000 Non-Retail Employment population estimates for the future, the (+3,100) (+6,000) (+5,300-13,000) City of Leduc’s municipal boundary 35,900 44,200 54,200-57,400 Population was divided into a zone system1 that (+4,750) (+8,350) (+10,000-13,200) reflected key areas of future growth. persons-per-household rate was applied uses, existing development level, The 2016 Census results and future to determine forecast population planned land uses, available land for population estimates were integrated values. The average person-per- development and a review of planning into the zone system to develop a household rate was based on municipal documents. This assessment was then demographic map for the City of neighbourhood planning documents. used to assign employment growth Leduc. The employment and potential to each traffic zone. population growth for each horizon In regards to forecast employment year was then refined based on growth, the City provided an The estimates of building area were planning documents, such as ASPs, and employment zone phasing strategy. then converted into employment communication with the development This provided an estimate of when estimates distinguishing retail from community to identify future areas of development within each employment non-retail land uses. The ITE Trip growth. zone would be forecast to occur. Each Generation Manual was referenced to of the traffic zones were assessed in derive estimates of employment Where growth areas identified future terms of the zone’s existing (2016) land density. number of dwelling units, an average
1 The zone system was developed such that the detailed boundaries align with the larger Regional Transportation Model zone system.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 3-2
3.2 GROWTH AREAS Exhibit 3-2: City of Leduc Growth City of Leduc IDP (2014) Areas illustrates all planned developments within the City of Leduc. Deer Valley The south and west areas are ASP (2008) Saurahb Park OP (2006) predominately residential developments 65th Avenue and the north and east areas are West AVS (2015) Cathton Farm ASP (2013) designated business/industrial West Area Sawridge Business developments. ASP (2016) Park ASP (2013) Leduc Energy Park Concept Plan (2016) Exhibit 3-3 depicts forecast population Woodbend Harvest Industrial and employment growth in the short-, OP (2016) Park ASP (2010) medium and long-term time horizons in Crystal Creek th terms of number of new persons and OP50 (Ave2016) West Lakeside Industrial number of new jobs within each zone. Westhaven Park ASP (2014) ASP (2002) The following sections serve to Banks of describe the land use potential Crystal Creek Rolleyview & Blackgold NE SE 2549-25-W4 ASP (2001)
envisioned in the following areas: (2016) QE QE Corridor II Suntree Emery and Eaton • City of Leduc: West; ASP (2013) Concept Plan (2016) • City of Leduc: South-East; Brightwell Windrose Blackstone • City of Leduc: East; and ASP (2014) ASP (1999) ASP (2014) Robinson • City of Leduc: North. Southfork ASP (2013) A phasing strategy was developed for ASP (2014) Meadowview/Tribute SE Leduc ASP (2014) each growth area based upon communication with the City of Leduc Exhibit 3-2: City of Leduc Growth Areas and individual developers.
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th City of Leduc West aviation, life sciences, the vicinity of the future 65 th transportation and logistics. The Avenue west corridor. Some • 65 Avenue West (~ 500 acres) development is intended to commercial and institutional land located south of 65th Avenue and integrate with EIA initiatives and uses would be located closer to west of Highway 2. The to work in concert with the 65th 50th Avenue; and development consists of Avenue west corridor; commercial, public/semi public • Blackstone and Brightwell (~300 and residential land uses that are • West Area, Woodbend and Crystal acres) consist of residential th compatible with Airport noise Creek (~ 800 acres / five quarter development south of 50 Avenue, contour data. The development sections) predominantly low-density east and west of Grant McEwan 2 would focus towards aerospace and residential with higher densities in Boulevard.
0-10 Year Growth 10-20 Year Growth 20-30 Year Growth Exhibit 3-3: Forecast Population and Employment Growth
2 Brightwell ASP (Stantec, 2016); Blackstone ASP (Stantec, 2014); Alberta Aerotropolis Viability Study (MXD Development Strategists and Stantec, 2015), Land Uses By-law 809-2013 (Leduc)
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City of Leduc South-East City of Leduc East City of Leduc North
The southeast developments consist of The developments that border the The City of Leduc north developments a mix of low-to-medium density eastern municipal boundary are consist of: residential developments. primarily composed of employment • Saurahb Park, Cathton-Farm and Approximately half of the land within parks, such as the: Leduc Energy Park (~ 900 acres) located north of 65th Avenue, west the municipal boundary is built-out. • Sawridge Business Park, Harvest of Range Road 250 and south of Industrial Park and Lakeside The developments include: Airport Road. The development is Industrial (~ 550 acres) located north predominately employment and • Southfork (~ 500 acres) located west of Telford Lake. The development industrial developments with some of Highway 2A and east of the would consist of mostly business commercial land uses. Some Highway 2; employment and industrial development has already taken development with green space • Meadowview/Tribute (~ 300 acres) place within Saurahb Park, Cathton located east of Highway 2A, south protected; Park, along and west of 39th of Rollyview Road and west of • Telford Lake Southern District (~ Street.5 C.W. Gaetz Road; and 500 acres) located east between
• Robinson (~ 150 acres) located south Telford Lake and City of Leduc boundary. The area would be the of Rollyview road and east of C.W. Gaetz Road. 3 hub for transportation and logistics, agri-business and other Aerotropolis land uses; and • Eaton and Emery (~ 160 acres)
located south of Rollyview Road
and east of C.W. Gaetz Road. The development would consist of residential, commercial and business developments. 4
3 Southfork ASP (Stantec, 2014); South East Leduc ASP (Al-Terra, 2014); Robinson Overall Unit/Lot Count (IBI, 2016) 4 Sawridge Business Park ASP (FOCUS 2013), Harvest Industrial Park ASP (Welder Eng., 2010), Lakeside Industrial ASP (Watkins, 2014); Eaton and Emery ASP, Figure 4 (IBI, 2016) 5 Saurahb Park OP (Durrance Projects Ltd, et al., 2006); Cathton-Farm Air Leduc Industrial Park OP (Stantec 2013); Leduc Energy Park OP (Stantec 2016)
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3.3 THE INTER-MUNICIPAL new or upgraded interchanges must be The City and Leduc-Leduc County TRANSPORTATION coordinated with the Province. Intermunicipal Development Plan7 NETWORK The EMRB has recently updated its identifies the boundary lands The City of Leduc is unique in many surrounding the City, which fall within respects to other municipalities in that Regional Transportation Priorities 6 Leduc County jurisdiction but to which its transportation and transit networks Evaluation Criteria and determined that the City’s 65th Avenue Interchange several transportation network policies are closely inter-related and inter- apply. These include such corridors as dependent upon infrastructure and and arterial ranked highest of all projects being considered for Spine Road, SW Boundary Road and decisions that fall well outside of its 74th Street. The policies are intended to: boundaries. construction in the region. The north • assure coordination of section of the Nisku Spine Road within Land use, infrastructure and planning transportation planning initiatives, Leduc County (north of the City) ranked truck route coordination, water decisions made within other 6th as projects ready for construction. crossings, public transit, and trail jurisdictions such as Leduc County, the development; The City of Edmonton, Leduc County Province (AT), the City of Edmonton, • highlight responsibilities for the EIA, the Town of Beaumont and and the Town of Beaumont have all roadway construction and progressed with annexation plans that maintenance; and the EMRB can and most likely will involve the lands north of the EIA/ • determine requirements for have a significant influence upon the developments and subdivisions municipality. Nisku Industrial area and around the within the proximity to major Town of Beaumont. boundary roadways. The Highway 2 corridor, which functions as the major north-south The TMP accounted for the effects of The TMP has identified several inter- commuting corridor for residents, falls future urbanization of these annexation municipal transportation initiatives, within AT’s mandate and as such all lands and the development of some falling outside of the City’s planning and modifications concerning supporting transportation infrastructure. roadway jurisdiction, which represent
6 “Regional Transportation Priorities Evaluation Criteria Update” May 10, 2018, Item 6.1 7 “City of Leduc/Leduc County Intermunicipal Development Plan 2010-2044” Approved Jan. 12, 2015, Pg 40
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 3-6
critical corridors required to assure In addition to these somewhat defined overall network integrity and projects, the TMP has identified several accessibility: regional-level projects that remained to • Highway 2 realignment, widening be addressed through future functional and core lanes initiative; planning exercises, which are certain to • Improved Highway 2 / Airport have an impact upon the municipality. Road interchange; th • New Highway 2 / 65 Avenue The Terwillegar South Extension interchange (Phases 1 and 2); th The City of Edmonton, in concert with • Upgrade of the Highway 2 / 50 Avenue interchange; AT undertook the 170th Street Planning 8 • Relocated Highway 2 / Highway study , which was intended to confirm 2A interchange; the short and long-term plans for a th • 65 Avenue West (Highway 2 to corridor that would extend from th 74 Street), which borders the EIA st lands; Anthony Henday as far as 41 Avenue • Spine Road (Airport Road to SE with the intent of the facility being an Boundary Road); urban freeway. Exhibit 3-4: Diversion of Highway 2 Traffic to • SW Boundary Road (Highway 2 to Exhibit 3-4 illustrates a conceptual Terwillegar Corridor 74th Street); and th corridor for the Terwillegar South identified through traffic simulation • 74 Street (SW Boundary Road to 65th Avenue W). Extension that could see a continuous exercises on behalf of the Province (AT) freeway corridor extend from 41st to be required to assure satisfactory Avenue in Edmonton to as far south as traffic operations along the Highway 2 the Highway 2/Township Road 490 corridor. (Glenn Park Road/Kavanagh Road) interchange. Such a facility was
8 “170 Street South Planning Study – Report #3”, Executive Summary, ISL Engineering & Al-Terra Engineering, March 2011
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Exhibit 3-4 illustrates the extent of diversion of traffic that is anticipated to occur by the thirty-year time horizon. A review of the simulation results indicated that an average 10-to-20 percent of forecast traffic could be diverted away from the Highway 2 corridor assuming the Terwillegar South Extension as a freeway would be in place. Nisku Spine Road Exhibit 3-5 illustrates the 23.2 kilometer, four phase Nisku Spine Road, a major arterial roadway that is intended to connect 41st Avenue SW in the north to the future realigned Highway 2A. The Nisku Spine Road Phases 1-to-3 have had their alignment and configuration planned through functional plannign studies. However, a gap in planning exists for how the future Spine Road connection will be Exhibit 3-5: Nisku Spine Road – 4 Phase Roadway made with the realigned Hwy 2A (Phase [Source: Leduc County] 4).
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A NS Arterial West of Leduc Priority Inter-Municipal Planning south to the Highway 2 corridor (8km); th Studies The TMP currently envisions 74 • Inter-Municipal Regional Plan to Street as a continuous north-south All of the above underscores the address continuous north-south arterial roadway that would serve the necessity of an inter-municipal regional arterials to the west of Leduc; • A Leduc-Edmonton future requirements of the municipality. planning initiatives that would identify Comprehensive Transit Strategy to However: continuous north-south infrastructure to determine long-term transit • approximately 1.6 km north of the meet forecast regional demands. corridor (currently envisionned 65th Avenue/74th Street along 74th Street and involving the intersection, the EIA lands extend While the Highway 2 corridor 65th Avenue ASP) and 800m to the west for a distance of represents the current backbone to infrastructure requirements to connect the City of Edmonton, the 3.2km. North of this point the EIA regional transportation, major planning has an Airport Reserve Protection City of Leduc, the EIA and (of approximately 480 hectares) to initiatives are required to support north- surrounding muncipalities; accommodate its long-term south connectivity. • Highway 2A Interchange Update requirements for passengers, cargo plan to assess potential of the and aircraft movements; The following list of planning projects existing Highway 2A bridge as a • the City of Edmonton has put in a are recommended to be considered, in “fly-over” and to assure planning request for annexation of the lands order of priority, for the City of Leduc: efforts protect for an 8-lane to the north of the EIA (Highway th Highway 2 corridor; • A 74 Street functional plan from 19). The City would designate the 65th Avenue West to SW Boundary • Highway 2 Core Lane alignment th area for urbanization. Conceptual Road (the functional plan should and staging from Ellerslie to 65 plans for arterial roadway protect for a transit corridor); Avenue; and connections to Highway 19 exist, th • Spine Road South Extension to • 50 Avenue interchange functional however these connection points plan update to address the do not envision any extension Highway 2A / Highway 2 Planning Study to investigate potential Highway 2 corridor between south of Highway 19; and th alignments south of Highway 623 Highway 2A and 65 Avenue. • The EIA has not planned for any (Rollyview Road);
future roadways or intersections th from the west side of their lands. • The Terwillegar (170 Street) South Extension from 41st Ave to 50th Ave (14.5km) and further
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3.4 THE MODEL retail and non-retail employment. The The travel demand model would output Model Development model utilized the 2016 base-year future traffic volumes and produce The planned population and job growth traffic volumes for calibration. volume-to-capacity (v/c) ratio exhibits. within and surrounding the City of The model roadway network extended The v/c ratio is a measurement of the Leduc would correspond to a greater from Anthony Henday Drive south to level of congestion on a roadway demand for travel within the region. A Township Road 490 (Kavanagh Road). segment. A “normal” measurement comprehensive link-based PTV The zone system of the model was (depicted in blue in the following exhibits) VisumTM Transportation Demand developed such that the detailed represents a v/c ratio that is below 0.80, Model was developed for the City of boundaries align with the larger where vehicles flow freely along the Leduc as part of the 2018 TMP update. Regional Transportation Model (RTM) roadway network; a “below average” The purpose of the comprehensive zone system. The roadway network of measurement (depicted in orange) model was to develop a tool that could the model includes all arterial, collector represents a v/c ratio that is between respond to the dynamic needs of the and key local roadways. 0.80 and 0.90, and a “congested” City by evaluating the impact of future The traffic demand model utilized a measurement (depicted in red) represents network improvements, of different traditional four-stage approach that a v/c ratio that is 0.90 or greater. population scenarios, and alternate included: The higher the volume-to-capacity employment densities. 1. The generation of vehicle trips that ratio, the greater the risk that traffic would use the local and the regional congestion and slow-downs would The work was undertaken with the City transportation network; occur during the morning and of Leduc, Leduc County and the City of 2. The distribution of those trips Edmonton to prepare land use estimates between their origins and afternoon commutes. The traffic flow destinations; for the short, medium, and long term breakdowns would result in slower 3. The assignment of those trips by operating speeds, longer queues and time horizons (described above in mode of travel (passenger vehicle, longer travel times for passenger Section 3.2). Each forecast horizon transit, pedestrian, etc); and envisioned forecast dwelling units (by 4. Assign those trips to specific links vehicle transportation. type), population levels and the level of through the transportation network.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 3-10
Travel Demand Model What If We Do Nothing? A review of the roadway capacity- Results based model found that an additional The Base Year Development growth drives the need for new and improved infrastructure. 12,000 vehicles-per-day would use the The current transportation roadway The sustainability of the short- and Highway 2 corridor, resulting in network was evaluated using 2016 long-term road network depends on significant northbound (100% freeway traffic volumes to identify key road improvements following long- capacity) and southbound (>110% capacity) congestion areas throughout the City of term growth plans. The 2018 TMP has demands. Leduc. undertaken an exercise that saw the 10- A “spill-over” effect was found to Exhibit 3-7 indicates the base model year regional growth in population and occur on several key municipal outputs for the existing City of Leduc employment evaluated on today’s corridors that approach the Highway 2 roadway network for the morning and roadway network. exceeding, their desirable volume-to- afternoon peak hours. capacity ratios: • Black Gold Drive (AM-EB, PM-WB); The base model results indicate th • 65 Avenue West (AM-EB, PM-WB); congestion is currently occurring in the th • 50 Avenue (AM-EB, PM-WB); and following locations during the morning th • 50 Street Southbound (AM). peak hour: • at the on-ramps at Highway 2A This exercise highlights the necessity and 50th Avenue; that regional roadway improvements • along Highway 2 northbound in the are a requirement to be undertaken in th vicinity of 50 Street; and concert with municipal improvements. th th • 50 Street north of 50 Avenue. These trends are reversed during the afternoon peak hour at the same locations. Exhibit 3-6: 10-Year Growth on Existing Network – Morning Peak Hour
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Exhibit 3-7: Base Year Model Results for Morning (left) and Afternoon (right) Peak Hours
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 3-12
th Short-Term (0-10 Years) along the Highway 2 corridor and the • a new 2-lane southbound 50 With Network Improvements Street structure and the conversion approaches which include: of the existing single-lane 50th The additional City of Leduc • along the Highway 2 in the vicinity Street bridge to NB operation; th infrastructure required to satisfy short- of Highway 2A, 50 Avenue and • a new arterial roadway that would north/south of Airport Road; extend from the EIA lands to term (10-year) forecast demands th • 50 Street bridge during both peak provide public access connecting included: th hours of travel demand; the new 65 Avenue West corridor th th • 65 Avenue / 50 Street Twinned to the EIA; and th • 50 Avenue NB on-ramp during Bridge (Phase I); • a reconfigured Highway 2 th both peak hours of travel demand; • New 2-lane 65 Avenue West southbound 50th Street off-ramp to th th corridor; • the south leg of 50 Street / 65 a new double lane off-ramp th • Extend 2-lane 65 Avenue East to Avenue intersection during the terminating at a traffic signal Spine Road; morning peak hours; and controlled “T” intersection. • Extend 2-lane Spine Road to South • sections of Airport Road during The inset in Exhibit 3-8 illustrates the of 65th Avenue East; both peak hours of travel demand. constraints associated with not having • 2-lane Grant MacEwan Drive th th extension to north; What Happens if 65 Avenue (Phase I) the 65 Avenue (Phase I) interchange in is not In Place? • New SE Boundary Road; place with congestion occurring on: th • Coady Boulevard extension to new The 65th Avenue Functional Planning • 50 Avenue during the peak periods; SE Road; Study (2016) was undertaken to th • Widen Grant MacEwan south of • 50 Street; and th determine the “interim” and “ultimate” 50 Avenue to Black Gold; and • Airport Road (A single access/egress rd requirements for the Highway 2 cannot accommmodate the combined • Widened 43 Street to 4 lanes (from th traffic impact of the EIA terminal and the nd corridor and a future 65 Avenue 82 Avenue to south of Allard). build-out of the EIA lands.) interchange within the City of Leduc. Exhibit 3-8 depicts the short-term Overall, 65th Avenue Phase I promotes The 65th Avenue (Phase I) infrastructure model results. Despite the advent of the inter-connectivity across the Highway 2 th recommended an interim solution to 65 Avenue interchange (Phase I) the corridor, and relieving demands from occur within the short-term time exhibit indicates capacity constraints existing Highway 2 interchanges. horizon of the study involving:
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Exhibit 3-8: Short-Term Model Results for Morning (left) and Afternoon (right) Peak Hours. Inset exhibit depicts Morning Peak Hour without 65th Avenue Phase 1 in place.
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Medium-Term (10-20 Years) however, improvement to this link is anticipated in the afternoon peak The medium-term model includes new hour when compared to the short- infrastructure beyond those envisioned term time horizon; and in the short-term horizon which include • Sections of Airport Road continue th to show congestion during both • 65 Interchange (Phase II); peak hours of travel demand. th • 65 Avenue Corridor extended west to 74th Street to form continuous east-west connection; • Extend Spine Road to Rollyview Road; th • Widen 65 Avenue East to 6 lanes to the CP Rail tracks, 4 lanes to Spine Road th • Widen 65 Avenue West to 4 lanes (from Highway 2 to Grant MacEwan); • Grant MacEwan widening (from 65th Avenue to Bridgeport Gate); and th • A 2-lane 74 Street to complete a second north-south connection (between 65th Ave and Grant MacEwan). Exhibit 3-9 illustrates the medium-term model results and indicates: • Improvements along the Highway 2 corridor compared to the short- term results; th • The SB 50 Street bridge is anticipated to continue to exhibit congestion during the morning peak hour of travel demand;
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Exhibit 3-9: Medium Term Model Results for Morning (left) and Afternoon (right) Peak Hours
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Long-Term (20-30 Years)
The ultimate long-term model included improvements listed within Section 6.4 of this document. The long-term model results indicate: th • The 50 Street bridge is anticipated to exhibit congestion in both directions during the morning period and in the southbound direction in the afternoon period; • Minor delays are anticipated along the 65th Ave East corridor associated with the planned industrial lands to the north-west; • Sections of Airport Road continue to exhibit congestion during both peak hours of travel demand; and
th • 50 Avenue in the vicinity of the Highway 2 corridor is anticipated to experience minor congestion.
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Exhibit 3-10: Long-Term Model Results for Morning (left) and Afternoon (right) Peak Hours
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environmental sustainability as 2C: Energy Efficiency OLICY concerns transportation and transit 4 TMP P planning, infrastructure and The City shall encourage improved STATEMENTS services. energy efficiency through: As part of the 2018 TMP update, the 2B: Clean Air and Greenhouse Gas • expanded public transit usage Emissions through promoting increased previous TMP Policy Statements that services, frequency and were prepared in 2013 were reviewed The City shall encourage improved air convenience to transit patrons; and refined. The following sections quality and reduction of green house • consideration of energy outline the proposed TMP Policy gas emissions through the promotion conservation and the use of alternative technologies for Framework, as they relate to, and of: municipal transportation and transit support, the City of Leduc’s 2012 • active modes of travel such as infrastructure and fleet; walking and cycling; Municipal Development Plan policies. • responsive traffic signal • improvements through expansion technologies to encourage the 4.1 ENVIRONMENT and enhanced interconnectivity of efficient progression of traffic and the multiway trail system and reduce congestion; 2A Environmental Sustainability municipal sidewalks; • enhanced energy efficient street The City shall encourage • expanded transit use and services lighting; and offered to community residents; environmental sustainability through • energy efficiency practices in • enhanced cycling and pedestrian the promotion of: transportation and transit infrastructure; infrastructure planning, design and • environmentally sustainable modes • travel alternatives to motorized construction. of transportation within a multi- transport and single occupant modal transportation system that vehicle travel; and would include provision for high quality active transportation • transportation and transit plans that facilities, and transit services; and promote and support compact urban forms and mixed land uses. • opportunities, in partnership with community organization, for meaningful public participation regarding the City’s guiding principles and indicators for
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4.2 ECONOMY AND TOURISM 3B: Local Economic Development 4.3 BUILDING OUR CITY 3A: Regional Economic Development and The City shall foster local economic 4A: Growth Management Tourism development initiatives through: The City shall foster growth The City shall foster regional economic • encouraging initiatives that management by ensuring that: promote the establishment of development and tourism through the • enhanced infrastructure and alternative modes of transportation development and provision of: transportation services intended to to access commercial and support alternative modes of • convenient municipal roadway industrial areas, inclusive of the transportation are applied to corridors that provide effective and downtown core; efficient access to the Highway 2 existing urban area developments • assuring that new developments corridor, the CP Rail corridor, the that favour increased density or having access to municipal EIA terminal, supporting cargo and compact urban form; roadways are well-planned in freight facilities and significant • transportation infrastructure terms of adequate on-site parking, employment generators such as the (inclusive of municipal servicing) loading/unloading facilities and on- Aerotropolis concept and Telford be planned in a contiguous manner site circulation routes; and Lake area; by way of extending existing • assuring that an adequate supply of • the municipal multi-modal services; on-street parking is provided for transportation network that would • forecast travel demand associated those areas where off-street integrate with a wider regional with new growth be parking cannot be provided, such transportation system to support accommodated by a choice of as the downtown core. the realization of additional mobility options inclusive of commercial employment and infrastructure and services related industrial areas; and to transit, cycling and pedestrian • safe and convenient multi-modal modes of travel; access to municipal transportation • a complete streets approach to the infrastructure to and from places, re-development of existing facilities and events of significant municipal corridors and planned interest to the City or region. new urban corridors be considered where appropriate; and • the transportation infrastructure (inclusive of municipal servicing) required for new sub-divisions be
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sustainable in terms of the natural generous pedestrian • assure that land use planning and environment, the required connections; development initiatives that municipal economic commitment, - incorporates Transit Oriented incorporate transportation and the ability to meet the desired Development (TOD) principles infrastructure investments are fully growth objectives of the with ease of access to public supported and documented by municipality. transit facilities; accompanying transportation plans and studies; and 4B: General Land Use Planning - favours transit and non- motorized travel modes; • encourage the refinement of its The City, in concert with its general ASP and Transportation Impact - incorporates a complete streets land use planning policies shall: approach; and Assessment (TIA) guidelines to assure that the two documents are • encourage transportation planning - assures the scale of the urban integrated with, and supportive of policies, principles and guidelines footprint is designed to human the objectives, of each other. that facilitate more compact and levels and compatible with dense urban areas, which provide promotion of transit and non- 4C: Downtown Leduc enhanced mode choices such as motorized travel modes. walking, cycling and transit; The City shall within the downtown • assure that the planning for new • promote the objectives of the commercial, industrial and area: Downtown Master Plan by business park developments • implement the improvements encouraging future phases of incorporate convenient access to relating to pedestrian facilities, streetscaping improvements on major transportation corridors that transit routes and other adjacent blocks within the include the Highway 2, the future infrastructure as outlined within 1 downtown core; Spine Road and 65th Avenue West the Downtown Master Plan ; • assure that the planning for mixed extensions and major municipal • assure access from/to adjacent residential and commercial arterial roadways; neighbourhoods by way of the developments such as new town • assure that the multiway trail multiway system, sidewalks, open centres are supplemented with a system is integrated and space corridors and natural comprehensive transportation interconnected with the new amenities; strategy that: development initiatives; • incorporate a complete streets - is pedestrian oriented with approach in defining the ultimate
1 The City’s Downtown Master Plan is intended as a long-term plan to be implemented in phases as funds become available and as growth progresses. The City cannot move forward with the plan without economic growth to pay for the proposed upgrades.
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cross-sections for improved revitalization; routings. (Such network streetscaping as a constituent - has considered the implications improvements are to balance component of servicing upgrades; associated with slight increased transit service levels with • assure that frequent and high- reductions to the supply of the risk of “stretching the transit quality transit service is provided long-term downtown parking service too thin” by servicing to the downtown area, with upon other modes of travel; and lower-density neighbourhoods.); convenient transit stop locations, - has considered within the • encourage the development of routings and transfer facilities; design of downtown public and convenient, integrated and safe • assure that pedestrian facilities private parking facilities access by way of the multiway within the downtown core are improvements to cycling system that links existing upgraded; parking facilities that are neighbourhoods. The multiway system, and other pedestrian and • enhance the safety and efficiency located to assure safe and of access to, and within, the convenient access to the local bicycle facilities, are intended to downtown area; pedestrian system, transit increase accessibility and mode operations and accessibility. choice to existing neighbourhoods; • enhance the supply of safe and • assure that traffic management or secure bicycle parking in highly 4D: Existing Neighbourhoods visible and convenient locations; other road-based strategies proposed to address traffic and The City, in concert with its existing concerns within existing neighbourhoods policies, shall: • confirm that the downtown parking neighbourhoods should also strategy: • encourage a more compact form of consider and accommodate all - assures that the supply of short- mixed development in existing travel modes inclusive of transit, term on-street vehicle parking neighbourhoods. This is intended walking and cycling as well as take precedence over the supply to lead to more efficient utilization maintenance requirements; and of long-term on-street parking of existing transportation • when warranted, and subject to a infrastructure and shorter average in high demand areas; study of alternative options, trip lengths which can be met by - is to the benefit and mitigate the effects of significant sustainable (pedestrian and convenience of downtown volumes of cut-through traffic cycling) transportation modes; businesses; upon existing neighbourhoods. • encourage the provision of transit - does not impact any plans for future streetscape initiatives or service enhancements into roadway improvements developed neighbourhoods, with convenient bus stop locations and associated with downtown
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 4-4
4E: New Residential Development that require traffic and - internal site pedestrian transportation assessments are circulation and accessibility The City, in concert with its new completed in accordance with the such as pedestrian-oriented residential development policies, shall: City’s TIA guidelines, that identify frontages and universal access; • during all stages of the planning road and parking requirements; and and process ensure that an approach is • assure, through the detailed site - linkages connecting to the undertaken when planning street planning process, that the City’s trail, pathway, sidewalks layouts within new residential implementation of noise mitigation and multiway systems. areas to assure that all modes of measures does not inhibit alternate • ensure that, safe and secure bicycle transportation are incorporated pedestrian and cycling accessibility parking is provided in convenient within the planning and design of to and from the planned and highly visible locations; the community; neighbourhoods. (Avoid the • encourage the provision of on-site development of walled • encourage the provision of multi- facilities intended to encourage modal transportation networks neighbourhoods that result in cycling; from the outset of the planning significant pedestrian and cycling diversions between communities.) • ensure that both short-term parking process to encourage future for customers and visitors is residents and visitors within the 4F: Commercial Development provided, in addition to long-term new neighbourhoods to make use parking to accommodate The City, in concert with its of transit and active transportation employees; modes on a regular basis; commercial development policies, • ensure provisions related to • encourage the planning of shall: deliveries, garbage collection, connecting pathways that link the • ensure that the transportation loading, unloading and emergency multiway corridors to, and within, planning for new, redeveloped and accesses are provided; and planned residential communities; upgraded commercial and retail • ensure that the development • consider the advent of protecting areas considers: planning process provides for rights-of-way to establish transit- - the implementation of a multi- appropriate transit facilities and only corridors intended to assure modal transportation network services to be fully integrated that transit service is superior to approach intended to encourage within the development, which that of traditional roadways in safe and convenient access may include protecting sufficient terms of accessibility and between adjoining residential right-of-way for future public convenience; neighbourhoods and the transit services. • assure that all new developments commercial areas;
4 -5 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
4.4 SOCIAL WELLNESS & urban footprint. These measures pedestrians, cyclists and road SAFETY are intended to achieve significant users. health benefits, reducing 5C: Healthy, Inclusive and Safe greenhouse gas emissions and Communities improve air quality; and
The City, in concert with its healthy, • encourage the development of inclusive and safe community policies, detailed strategies that would further enhance the safety of shall: • provide accessible fixed transit services; • encourage the enhancement of LATS based on current and predicted future demand; • assure that all transportation infrastructure addressed within the TMP framework is planned, developed and constructed with safety and accessibility provisions in mind; • encourage the development of regulations that foster community inclusivity by encouraging the development of a network of integrated of pathways, corridors and facilities intended to link communities; • assure that provisions within the transportation planning process be made to encourage and enhance opportunities that develop active and integrated transportation modes within a more compact
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 4-6
4.5 RECREATION & CULTURE ensure the required right-of-way is 4.6 GOVERNANCE protected and allow for the 6A: Active and Healthy Community 7D: Regional Context Statement accomodation of all multiway The City, in concert with its active and users. The City, has developed its TMP in healthy community policies, shall: 6C: High Quality, Safe and Accessible concert with, and within the context of, • incorporate active transportation Public Open Spaces an overall regional context. The City’s modes such as walking and cycling TMP initiative: into a multi-modal transportation The City, in concert with its high • has been based upon ten, twenty system, as these can have quality, safe and accessible public open significant health benefits, and can and thirty-year population and spaces policies, shall: help reduce greenhouse gases and employment forecasts, which were improve air quality; • ensure that all modes of transport, in concert with forecasts produced including roadways, the multiway by the EMRB and developed as • provide active transportation network, pedestrian and cycling part of the overall RTM undertaken facilities such as the multiway and facilities (including links to transit by AT; and other complimentary pedestrian routes), are treated as an integral and cycling facilities as part of the part of Leduc’s transportation multi-modal transportation system; system, with high priority given to • explore opportunities to visibility, accessibility, safety, incorporate corridors that may maintenance, snow clearing, ice become available for multiway or control and lighting; and transit use, such as abandoned rail • encourage the development of corridors; and detailed strategies that would • ensure the expansion of the further enhance the safety of multiway network early within the pedestrians, cyclists and road planning and development of new users. residential, commercial and retail
development initiatives to include linkages to future parks, schools, recreational, high activity areas and large development initiatives. Protecting for the 3m wide pathway at the planning stage will
4 -7 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
• saw the development of its own This information is intended to include travel demand forecast model and all travel modes and permit the City to origin-destination survey to further the TMP process. As well, the ascertain the success of measures that process provided the opportunity to are intended to promote sustainable undertake sensitivity testing of transportation facilities. The various land use alternatives. The conclusions regarding information gathering activities would infrastructure requirements remain include: consistent with the overall regional • conducting regular traffic counts infrastructure context and fully inclusive of motor vehicles, heavy integrate with County, Provincial vehicles, pedestrians and cyclists at government and EIA planning intersections and along strategic initiatives. corridors; 4.7 VISION TO REALITY • conducting pedestrian and cycling counts along the multiway trail 8B: MDP Monitoring network; The City’s TMP Policy provides the • surveying transit ridership on a regular basis; and framework for conducting monitoring • obtaining travel trend information activities and obtaining feedback that inclusive of origin-destination would further support the achievements demand information. of the MDP’s goals and objectives. The above information collection effort The TMP encourages the City to would prove useful in assisting the City continue collecting information (such as in assessing the potential impacts upon travel demand information) on a regular municipal transportation infrastructure. basis that would prove useful in providing further insight into local travel characteristics and trends.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 4-8
transportation networks from the indicated that a dedicated bus lane can outset of the planning process; 5 IDENTIFICATION AND potentially carry up to ten times that VALUATION OF • Transit Only Corridors: Protecting E right-of-way to establish transit- amount. TRANSPORTATION only corridors intended to assure Current transit activity within the City IMPROVEMENTS that transit service is superior to that of traditional roadways in of Leduc can be described by the 5.1 TRANSIT terms of accessibility and following operational and ridership convenience; Transit Policies characteristics: • Maintenance: Transit routes are to • headways between transit vehicles As noted within Section 4, numerous be adequately maintained in terms of 15 minutes-or-more, of visibility, accessibility, safety, municipal policy statements within the maintenance, snow clearing, ice • 4 or fewer buses-per-hour; and TMP and MDP explicitly support control and lighting; • typically fewer than 100 passengers-per-hour. transit and LATS initiatives. These • Monitoring Effectiveness: Establish initiatives address areas such as: current and predicted transit Although this volume of activity can be demand profiles and service • Right-of-Way and Corridor reliability efficiency objectives to considered to be low in relation to Protection: Explore opportunities determine the success of transit major urban centers in the Province, to incorporate corridors that may infrastructure investments; and become available for transit use, there are numerous elements and such as abandoned rail corridors; • Accessible Transit: Encourage the strategies that can be integrated within enhancement of the LATS service • Integration: Plan for transit based on current and predicted the municipality that can be useful in facilities and services to be fully future demand. achieving the above objectives, which integrated within future include: developments/communities; In terms of capacity, transit offers the • street design aimed at enhancing • Promoting Transit Ridership: highest capacity for moving people Encourage residents within new safety and ease of access; within a constrained space. A typical neighbourhoods to make use of • operational measures aimed at transit on a regular basis; single travel lane on an urban street assuring schedule adherence and • Multi-Mode Networks: Encourage might typically move 600-to-1,600 general reliability; transit ridership through the people-per-hour, where literature has • transit signal priority measures to provision of multi-modal reduce transit delay;
5 -1 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
• enhanced transit stops to improve - current transit routing; Community Transit Planning patron comfort and confidence; - future transit only corridors; and The TMP calls for transit planning to • passenger information such “Bus - future transit stations. Tracker” for mobile users and • Planning for the advent of transit be emphasized within the planning of information at stops to ensure ease supportive infrastructure within the new communities and employment of usability of the service; planning process, such as: areas. Toward this end, supporting • integration with Edmonton Transit - dedicated transit lanes; and initiatives concerning fares (such planning documents such as ASPs and - queue jump lanes at busy as the “Smart Fare” intitiative), and TIAs are to: coordinated transit schedules at intersections to route transit vehicles through congested • highlight estimated future transit common transfer points (to demand; minimize patron transfer time); intersections ahead of motor- vehicle traffic. • highlight assumptions regarding: • integration with EIA current and future transit initiatives, which - the required future transit include: frequency necessary to sustain the development; and - changes to existing routes in terms of additional route length to be added to the system to provide service to the community or new routes if necessary. • identify future transit infrastructure requirements, such as the suggested location of future stops and stations along key corridors; and • make recommendations to permit the municipality to better estimate the final costs related to providing and extending the required transit services.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-2
Transit Initiatives the growth of the Edmonton area in the vicinity of EIA lands and as regional The TMP explored the possible development of a transit corridor transit lines are extended and systems to/from Leduc’s west side that would expanded. The EIA has made provisions within its master plan to extend to transit infrastructure, (inclusive protect a north-south transit alignment of future stations and transit corridors) planned within the EIA lands. The that runs parallel to Airport Perimeter benefit of this infrastructure was to Road with future transit stations on develop a stronger synergy between either side of Airport Road. The transit and land use by encouraging corridor is anticipated to follow the TODs for the proposed expanded progression of scheduled bus service, western communities. Bus Rapid Transit (BRT), and then Exhibit 5-1: Proposed West Transit Corridor Light Rail Transit (LRT). • development of east-west transit TOD communities are designed to be infrastructure that would service Transit planning for Leduc’s western compact, pedestrian-oriented, mixed- the 65th Avenue West lands; communities should ideally fully use communities characterized by • extension of the proposed east- walkable neighborhoods and quality integrate with these initiatives. west transit roadway to service the northern portion of the west area urban places, all of which are centered A West Transit Corridor lands; and around a high-quality transit system. th The following transit initiatives were • development of the 74 Street corridor to provide separate transit These communities hold the promise of recommended to respond to Leduc’s infrastructure. reducing private motor-vehicle growing western community: dependence and achieving lifestyle, • development of a transit corridor This rationale for this western environmental and economic benefits. that would connect with the EIA’s community transit alignment was based protected transit corridor in the upon: The EIA planning documents recognize vicinity of Airport Perimeter Road that transit options are likely to increase north of 65th Avenue; • the lands being currently under- developed; over the next several years in light of
5 -3 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
• an opportunity to amend the Transit Planning for the Region existing MDP and ASPs to conform with and support the It is recommended that the future 65th establishment of a transit corridor Avenue Area Structure Plan (ASP) initiative (that would connect the planned transit station at the EIA, the 65th involve detailed planning of the future Avenue West corridor and the 74th Street west transit corridor, with a focus on corridor); route alignment, transit stop locations, • planned urban uses on the west side of the corridor (Leduc County and connections to other transit land) where the urban/rural facilities. interface still remains to be th determined; In concert with the 65 Avenue ASP • current ASPs that propose primary transit planning, it is recommended that residential developments; and the City of Leduc create long term • the opportunity to promote plans for the 74th Street corridor that significant inter-municipal would incorporate a transit connection planning and development coordination. in West Leduc. The 65th Avenue ASP is suggested to tie the 74th Street Grant MacEwan Transit planning and the EIA transit initiatives The functional plans for the Grant into a full corridor to serve the needs of MacEwan Boulevard corridor provide the City of Leduc. for the widening of the corridor to a 4- lane cross-section. The functional plans and cross sections provide for the new outside lanes to function as dedicated bus lanes should the municipality desire the future lane widenings to be designated as such.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-4
5.2 ACTIVE TRANSPORTATION • Building multiway facilities from improved lighting) should also be the outset when developing new considered. Multiway Network residential and commercial areas, • Where multiway routes cross side as retrofitting these facilities at a The multiway network forms an streets at intersections, the City later date may be more difficult to should look to include crosswalk integral part of the City’s active implement. markings or similar to highlight to transportation network. The existing • The inclusion of multiway in any drivers that a multiway link is multiway map is currently available on new or upgraded east-west present. This should be prioritized crossings of the Highway 2. at busier intersections where the City’s website and is updated on a Measures to make the existing possible, and/or where higher regular basis. The following concepts multiway routes underneath the vehicle speeds may be prevalent. should be considered by the City of Highway 2 at Black Gold Drive • The sections of multiway (secondary Leduc with regard to the multiway and 50 Avenue more inviting (e.g. paths) along back lanes in the Corinthia Park and Linsford Park network: neighbourhoods should be reviewed further to ascertain to what extent the City may wish to upgrade to a higher standard. This could include surfacing improvements and/or lighting. These routes could be made more attractive due to their directness, although the City would need to consider the extent of further investment that would be justified. • Providing multiway connections with neighboring municipality initiatives, such as the EIA’s new retail developments. • Providing a north-south link into Leduc’s industrial business park, north of 65th Avenue.
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The Great Trail The City of Leduc has recently adopted and approved a re-routing of The Great Trail in Leduc. Exhibit 5-2 depicts the planned ultimate trail path (note that only small sections of this pathway are currently in place). Sidewalks Exhibit 5-2: Ultimate Great Canadian Trail Map (2018) Sidewalks provide a secure conduit for pedestrians to walk to their destinations directly, approach transit facilities or make use of the extensive multiway network.
Consideration should be given to building new sidewalk facilities from the outset when developing new residential, commercial and industrial areas to facilitate and encourage active transportation for residents.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-6
5.3 TRAFFIC CALMING What is Traffic Calming? The goals for City of Leduc traffic The City of Leduc’s Traffic Advisory The 21st Century has seen a shift in calming measures are to promote: Committee currently has a guideline for road design to accommodate more than • Safety: Traffic calming improves safety for all users – pedestrians, the implementation of traffic calming just passenger vehicles. Roadways are cyclists, motorists and transit riders to address roadway safety concerns on now seen as multi-modal pieces of – by reducing vehicle operating local roadways. infrastructure that move people of speeds, discouraging the amount of different ages and different abilities. cut-through vehicle traffic, and Ensure that all road users - Motorists, minimizing road user conflict The Institute of Traffic Engineers (ITE) points. Transit Riders, Pedestrians, and defines traffic calming as the • Liveability: High amounts of Cyclists - of all ages and abilities - traffic increase noise, pollution, combination of mainly physical have equal and safe use of and erode at the foundations of a measures that reduce the negative transportation facilities. community. Well designed effects of motor vehicle use, alter streetscaping can reduce traffic speeds, encourage pedestrian and The TMP provides a supporting driver behavior and improve conditions cyclist activity, and develop unique 1 strategy to implementing traffic for non-motorized street users. identities for Leduc calming measures on local roadways. neighbourhoods. • Multi-Modal Transportation: The traffic calming policies and Traffic calming measures enhance guidelines would guide the application the street environment to increase of traffic calming measures to mitigate the amount of access for all modes of transportation. Encourage the harmful aspects of traffic, while pedestrian and cyclist activity leads maintaining the roadways ability to to a framework for improved effectively move residents in and out of transit activity throughout the region. Leduc neighborhoods. Exhibit 5-3: Speed Cushion Traffic Calming Measure
1 Lockwood, Ian. ITE Traffic Calming Definition. ITE Journal, July 1997, pg. 22.
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Recommended Traffic Calming Guidelines
Traffic calming measures can be applied to a wide variety of roadway types, inclusive of arterials, collectors and local roadway access. Typically traffic calming measures are Exhibit 5-6: Sample Permanent implemented on residential collector Exhibit 5-4: Signage for City of Leduc Speed Table Neighborhood Traffic Calming Location roadways under two classifications.
Traffic Calming Measures • Road Closures: Restricting access Minor Collectors: These roadways at an intersection intended to serve to connect local roads to minor ITE and the Federal Highway remove or reduce cut-through arterial accesses or major collectors. Administration (FHWA) summarize four traffic, however may impact local Traffic calming measures could be types of traffic calming measures: travel. considered when either: • Vertical Deflections: Creates a change in height of the roadway • A traffic volume of 1,000 vehicles- (i.e. speed tables, raised crosswalk, per-day is exceeded; speed cushion); • “cut-through” traffic exceeds 10 • Horizontal Shifts: Alters the percent; or th straight path of a motorist (traffic • the 85 percentile operating speed circle, roundabout, realigned is 10 km/hr above the posted speed intersection, chicane); limit. • Roadway Narrowings: Reduces the Major Collectors: These roadways link width of roadway to slow motorists and allow pedestrians a shorter communities to main arterials and distance to cross the roadway. commercial attractions and can be (choker, median island, bulb-out); and Exhibit 5-5: Curb and Gutter Chicane Traffic Calming Sample considered for traffic calming measures when either:
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-8
• A traffic volume of 3,000 vehicles- calming measures. The traffic calming Traffic Calming on Alton Drive per-day is exceeded; measure process should: • cut through traffic exceeds 10%; or Alton Drive is a north-south collector • fully consider resident input and th roadway within southwest Leduc that • the 85 percentile operating speed suggestions as to the cause of the is 10 km/hr above the posted speed traffic problems, and possible travels through the Windrose and limit. solutions; Leduc Estate neighborhoods. Alton Despite the above rule-of-thumb • put preference to addressing the Drive provides a more direct route to problem by shifting vehicles to the thresholds, special circumstances may Highway 2 than the longer Grant arterial network through occur where traffic calming is justified engineering improvements; MacEwan Blvd to 50th Avenue route in the absence of such thresholds being • be considered after efforts have for many local residents which results satisfied. Each location is to be been expended on traffic education in significant cut-through traffic and enforcement; assessed on a case-by-case basis and component. Alton Drive although • be put forward to a localized study other factors considered such as review to defined traffic issues, originally intended as a “backbone” driveways fronting the roadway, such as a demonstrated safety, collector roadway for the local roadway geometric concerns, the speed, or cut-through traffic community, was never envisioned as a concern. The review should be presence of a significant volume of higher speed corridor accommodating undertaken by an independent heavy vehicle traffic, sight lines, the consultant that is an expert in the cut-through traffic through a school presence of school zones designations subject matter and can identify zone. etc. In these cases, safety concerns may traffic calming solutions; and A traffic review Alton Dr found that: arise that warrant additional study on • involve temporary implementation and be continuously monitored for • more than 5,000 vehicles per day the appropriateness of traffic calming a period of time, with a follow up use the Black Gold Drive/Alton measures to achieve the desired safety, study conducted to assess the Drive intersection; livability and multi-modal goals. effectiveness of temporary • 2,000 vehicles per day travel along measures. Alton drive south of 50th Ave; and The TMP recommends best practices • More than 1,100 vehicles per day be followed for the consideration, use the Alton Dr/Windrose Dr design, and implementation of traffic intersection.
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Alton Drive was identified as an ideal 30 KPH Posted Speed & Playground Zone sign pilot project for temporary traffic facing SB traffic calming measures (inclusive of speed tables). All-Way Stop The high cut-through traffic component Control along Alton Dr is not desirable due to the location of the school zone and because the frontage of driveways along nearly the entire roadways length create hazards for vulnerable road School Crossing users. The implemented traffic calming measures are intended to slow traffic and encourage the use of Grant All-Way Stop Controlled Intersection MacEwan Blvd arterial as the preferred route to and from Highway 2 by encouraging lower motor-vehicle speeds and through traffic to divert 30 KPH Posted Speed & Playground Zone sign away from the Alton Drive corridor. facing NB traffic
School Crossing Stop Controlled on
North Leg
Exhibit 5-7: Alton Drive between Windrose and Black Gold Drive – Through School Zone
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-10
5.4 CP RAIL CROSSINGS 2017 data, 15 trains-per-day, multiplied The north-south CP Rail corridor by the vehicular traffic results in: known as the Leduc Subdivision • Airport Road’s cross product is currently 215,400; traverses several City roadways by way th • 65 Avenue’s cross product is of at-grade intersections; these include: currently 209,550; and • SE Boundary Road (currently under • Rollyview Road’s cross product is detailed design); currently 184,950. • Rollyview Road (2016 2-way AADT = 12,330 vehicles-per-day (vpd)); The long-term costs associated with • Black Gold Drive (2016 2-way AADT grade separation of these urban = 10,000 vpd); roadway crossings merits consideration th • 50 Avenue (2016 2-way AADT = at a time when capacity, congestion and 8,400 vpd); th safety concerns arise. Annual • 65 Avenue (2016 2-way AADT = 13,970 vpd); and monitoring of these crossing points • Airport Road (2016 2-way AADT = merits consideration where two-way 14,360 vpd). traffic volumes would exceed 15,000-
Current (2018) train volumes indicate 10 to-20,000 AADT. trains-per-day using the corridor, while Alternatively, and due to the significant 2017 data when referenced indicated 15 costs of grade separation, the City of trains-per-day. Leduc is encouraged to consider Each of the at-grade crossings remain participating in regional discussions future candidates for consideration that may include future re-routing of (further study would be required) of rail CP Rail away from the City. grade-separation, at a time when the cross-product of rail-motor-vehicle traffic exceeds 200,000. Assuming the
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5.5 FUTURE ROADWAY NETWORK The future roadway network was defined as part of growth area planning, as well as the travel demand forecasts and model results outlined in Section 3. The long-term roadway network would QE Corridor II
see the addition of: Road Spine
• 75 lane-km of new arterial 65th Avenue West 65th Avenue East roadways;
• 70 lane-km of new collector Street
roadways; and th 74 • 15 new traffic signals. 50th Avenue
The TMP provides for a future street th roadway network that will meet the 50 Black Gold Drive needs of the residents and businesses 34th Street of the City of Leduc by ensuring Rollyview Road efficient multi-modal transportation. Blvd MacEwan Grant
Exhibit 5-8 depicts the long-term Southwest Boundary Road transportation network and roadway classifications. Southeast Boundary Road Sections 5.7.1 to 6.4 within this report outline the phasing, project descriptions and conceptual-level costing of the proposed new roadway system. Exhibit 5-8: Proposed Long Term City of Leduc Roadway Network
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-12
5.6 HEAVY VEHICLE ROUTING The heavy vehicle routes were • Roadway Grades: Routes that have long sections with steep grades Heavy vehicle routes were developed developed with consideration of: should be avoided. as part of the TMP to ensure integration • Roadway Classification: Only arterial roadways should be The TMP encourages on-going with the future long-term roadway considered. Provincial routes are communication with the public and network being proposed. Heavy considered truck routes by default private sectors as regards heavy vehicle vehicle routes must connect the City of and direct connections to provincial infrastructure should be routing that would continue to ensure Leduc to the rest of the Province of encouraged, such that goods the needs of urban freight are satisfied Alberta and support economic movement will be a priority; in concert with the necessary protection prosperity of the region while • Continuity and Connectivity: required to address sensitive land uses providing safe and operationally Continuous routes with the most direct travel paths are preferred. and Leduc’s residential communities. efficient connections that promote The routes should provide connectivity to the City’s local optimum links to and between the As part of the TMP update, a proposed community centers. City’s activity centres, specifically revised truck route map is depicted as to industrial lands; Exhibit 5-9. Guiding Principles • Institutional Facilities: Routes
1. Support economic prosperity with adjacent to schools and hospitals should be avoided; efficient regional connectivity. • Protected Areas: Long segments 2. Remove primary truck routes from through sensitive land use areas, such as parks or conservation downtown City of Leduc. areas, should be avoided;
3. Provide continuous, congestion • Residential Land Uses: Long free movement of goods. segments through densely populated residential areas should 4. Efficiently integrate heavy vehicle be avoided; routes into the future roadway • Congestion: Routes that have network to meet the needs of all highly congested traffic volumes should be avoided; and users.
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Airport Road A Long Term Vision…
Add: 65th Avenue Remove: 50th Street Interchange and Southbound as the Highway 2 Ramps Phase 2 65th Avenue interchange would provide a direct
Spine Road Spine connection to Highway 2 from 65th Avenue
Highway2 East
Remove 50th Street South Replace with 65th Ave West Interchange Southbound Ramps 65th Avenue West Add: Spine Road Remove: Black Gold South Extension Drive / 46th Street connection through Remove 50th Avenue the downtown core Replace with 65th Ave by diverting trucks th to the new Spine West and 74 Street Road corridor
50th Avenue
Remove Black Gold / 46th St. Replace with Spine Road Add: 65th Avenue Remove: 50th Avenue
West and 74th Street connection as the new 65th Ave West corridor provides direct access th
Street to the future 65 Ave
th Interchange and
realigend Highway 39 74 Rollyview Rd
SW Boundary Road
Exhibit 5-9: Long Term Heavy Vehicle Route Network
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-14
5.7 THE FUNCTIONAL PLANS The proposed functional
The functional corridor plans served to plans assured: Street establish ultimate requirements for the • A transportation network rd that can safely and 43 City of Leduc roadway system. The efficiently move both functional plans provide roadway people and goods, width, alignment, number of lanes, the enhance connectivity within the City and 65th Avenue West 65th Avenue East type of intersection control and future to/from surrounding areas access provisions. The major corridors and promote variety of have been planned to provide for travel choices. multiway corridors, where applicable. • The impact to the natural Blvd environment is minimized
The goals of undertaking the functional where possible. MacEwan Black Gold Dr.
design at the TMP phase are to: • Compatibility with policy, Grant • Define ultimate requirements for such as Provincial plans, each corridor well in advance of County plans and the need for the roadway; municipal growth plans. S.W. Boundary Rd • Avoid expensive future retrofits; • Socio-economic factors are taken into S.E. Boundary Rd • Provide a plan for sequential staging of the corridors; and consideration. This includes minimizing Exhibit 5-10: Functional Design of Corridors Key Map • Provide an opportunity for property impacts, residents and stakeholders to supporting the existing and Preliminary cost estimates (based upon familiarize and comment on the potential business community, designs at the early planning phase. maximizing development potential 2017 construction costs) were prepared for each of the functional plans. Design future roadways and roadway and providing opportunities for planned future growth. improvements that afford optimum The complete set of functional plans • Financial implications are traffic flow while maintaining a high minimized, which include capital are located within the Annex document. and maintenance costs and the regard for safety of the road users. effect to the municipal tax base.
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nd rd 42 /43 Street A new traffic signal is proposed at the Rural versus Urban Cross-Section: Corridor Limits: 42nd/43rd Street intersection. The functional plan also includes an 175m north of 70th Avenue to 82nd Triggers: option to accommodate an urban cross- Avenue Industrial development growth in the section within the right-of-way, with a Current Configuration: north east portion of the City would multiway trail on the west side. The urban configuration would come at a The corridor currently has a 2-lane form the trigger for this infrastructure requirement; such as Saurahb Park, cost of an additional $1.67M (over the rural cross-section. Auxiliary lanes are same corridor limits). Should the City provided at the 82nd and 83rd Avenue Cathton Farms, Leduc Energy Park. The industrial growth within Leduc wish to include a multiway in its intersections (Kenworth Accesses). industrial business park, the 42nd/43rd 43rd Street currently connects to 42nd County (Saunders Lake) would also impact the need for this infrastructure. Street corridor would be the preferred Street by way of a stop-controlled T- north-south route, because it would also rd intersection (where 43 Street is the Providing north-south capacity parallel accommodate transit users along Route minor leg). An existing traffic signal is to the Highway 2 corridor is also an 1. in place at Allard Avenue. important consideration. Intersection Spacing and Proximity to Future Improvements: Staging: Airport Road: The corridor plans includes widening to The improvements would be The northern end of the corridor (42nd a 4-lane, rural cross-section with a 6m constructed in a single stage. Widening Street) is characterized by having three painted median. Northbound left turn of the existing corridor would take intersections within 525m to Airport lanes are provided for all accesses place on the east side. This Road (42nd/43rd Street, 82nd Avenue, along the corridor and southbound improvement is planned for the short- and 84th Avenue). auxiliary lanes are provided at term time horizon. (Project 10.03) st A minimum intersection spacing of intersections (Allard Avenue, 81 Cost Estimate: Avenue and 82nd Avenue) and as 400m is desired along an arterial to required at private accesses. $6.4M maintain signal progression and prevent
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-16
“grid-lock” situations with traffic the safety and operation of the SB- have to drive passed 42nd Street and rd nd LT at both intersections; as the th signals. Currently, the 43 /42 Street forecast northbound traffic stream make a right turn onto 39 Street, to “T” intersection is 525m south of increases the available gaps in the access either 84th Avenue or 82nd Airport Road, which is ideal. northbound traffic stream decrease. Avenue from the east (this diversion As SB-LT queues form, they may would cause an additional 500m-to- The 84th Avenue corridor will likely spill back into Airport Road; and rd nd 700m travel distance). Vehicles serve as a local connection to 39th • The 43 /42 Street intersection Street only, however 82nd Avenue will traffic signal is not anticipated to destined north from the Kenworth nd provide significant gaps in the Truck retailer would need to use the ultimately connect 42 Street to Spine northbound traffic flow (since the accesses to the west of their property Road providing a connection between site accomodates a Park n Ride, the two arterials and resulting in where the majority of vehicles are and head to Airport Road via the headed north to Edmonton), as signalized 43rd/42nd Street intersection through-traffic volumes and potentially when the NB movement is held at warrant traffic signals in the future. (a detour of about 500m-to-900m). a red, the EB-LT would occupy the available gaps. Providing traffic signals at 82nd and
84th Avenues are not recommended for It is therefore recommended that when the following reasons: traffic signals are warranted2 or if nd • The 82 Avenue intersection is safety concerns arise, the median located only 200m north of the should be extended across both 82nd 43rd/42nd Street intersection and and 84th Avenues restricting the 84th Avenue only 200m north of 82nd, which are too short distances intersections to right-in/right-out to allow traffic signal control. movements. • The predominant movements are to/from the north (SB-LT in the The movement restriction would be morning, WB-RT in the forecast to affect vehicles inbound from afternoon). The primary concern is the north via Airport Road, who would
2 As per TAC’s “Manual of Uniform Traffic Control Devices”
5 -17 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-11: 43rd Street Proposed Rural Cross-Section
Exhibit 5-12: 43rd Street Functional Plan
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-18
Grant MacEwan Boulevard Future Improvements: A 1.83m tall noise barrier4 is proposed Corridor Limits: from 100m south of Black Gold Dr to The corridor plans include widening to 50th Avenue to address noise mitigation SW Boundary Road to 65th Avenue West a 4-lane, urban cross-section along its 3 for existing residential developments. Current Configuration: entire length. A 6m raised median would be provided from the CP Rail Triggers: The corridor currently has a 2-lane th crossing to 65 Avenue (divided) and a Residential and mixed-use cross-section along its length. The painted median would be provided corridor is paved from Blackstone Blvd development growth in the west and southward to SW Boundary Road southwest portions of the City would to Bridgeport Gate, and has a gravel (undivided). Auxiliary lanes are surface along the remainder of the form the trigger for this infrastructure provided at intersections along the requirement (e.g. West Area, Crystal corridor. The cross-section is rural from entire length of the corridor. The th Creek). Growth within Leduc County SW Blvd to 50 Avenue and urban multiway corridor would be extended th th (Aerotropolis) and the EIA lands would from 50 to 65 Avenue. Auxiliary from its existing limits to SW th also impact the need for this lanes are provided at the 50 Avenue th Boundary Road on the south and to 65 infrastructure. signalized intersection. On-street Avenue West on the north. parking is currently provided north of Implementation of the proposed 65th Ameena Dr to 65th Avenue. A Traffic signals are proposed at SW Avenue interchange, providing a new th multiway link is located from Spruce Boundary Road, 38 Avenue, Spruce crossing of the Highway 2 is also an Blvd to Bridgeport Gate. An existing Blvd, Suntree Promenade, Bridgeport important consideration. traffic signal is in place at Black Gold Gate, 400m north of Bridgeport Gate th Drive. and 65 Avenue West.
3 Providing a raised median represents the design standard for urban divided arterials (the roadway classification is based upon traffic volumes). Alternatives to raised medians can be considered at the time of construction and are to be determined on a case by case basis. This footnote applies to all corridors presented within Section 5.7 of this report (where applicable). Additional information regarding access management is also available within Section 5.7.8. 4 A comprehensive noise study was undertaken along Grant MacEwan Blvd, which included evaluating current noise measurements and modeling noise mitigation requirements for existing residential developments.
5 -19 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Staging: • Widening to a 4-lane cross-section Deer Valley Creek Crossing from 50th Avenue to Bridgeport Three independent projects were Gate; The existing bridge crossing over Deer identified within Phase 1, which would • Widening to a 4-lane cross-section Valley Creek, 200m north of 50th coincide with the short-term time from Spruce Blvd to Black Gold Avenue, accommodates a 2-lane cross- Dr and a new traffic signal at horizon: Spruce Blvd; and section, a sidewalk on the west side and • Paving from Bridgeport Gate to • Paving from SW Boundary Road a multiway on the east side. When th 65 Avenue West (this to Blackstone Blvd (Project th widening of the corridor to 4-lanes in improvement forms part of the 65 #30.07) Avenue Interchange Phase 1 the long-term horizon, widening to the project); Phase 4 is beyond the timeline of this east was planned so that the sidewalk • Widening to a 4-lane cross-section TMP and would involve: can remain in its existing location. A from Black Gold Dr to 50th Avenue • Widening to a 4-lane cross-section survey must be undertaken at the time (Project #10.08); and from SW Boundary Rd to Spruce of detailed design to determine if the • A new traffic signal at Suntree Blvd; and widening could be accommodated Promenate (Project #10.02). • New traffic signals at SW th without extending the bridge. Phase 2 would involve widening to a 4- Boundary Road and 38 Avenue. lane divided arterial from Bridgeport Cost Estimate: Storm Water Requirements th Gate to 65 Avenue West, and new $17.4M Stormwater requirements along the traffic signals at Bridgeport Gate, 400m corridor must be confirmed at the time th Which can be divided by phase as north of Bridgeport Gate and 65 of detailed design. Avenue West (Project #20.09). This follows: West Haven Dr, Ameena Dr and project would take place during the Phase 1: $1.89M Ravine Villas Intersections medium-term horizon. Phase 2: $3.43M Phase 3: $8.20M The West Haven Dr, Ameena Dr and Phase 3, which takes place during the Phase 4: $3.90M Ravine Villas intersections are long-term horizon, would involve: currently full-movement T-
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-20
intersections, with a stop-control on the Blvd/50th Avenue SB-LT taper. In minor leg. addition, the close proximity of th At the time of widening Grant Ameena Dr, Ravine Villas and 50 MacEwan Blvd between 50th Avenue Avenue (all within 130m) would likely and Black Gold Dr (within the short- pose significant safety concerns. At the term time horizon), the West Haven Dr time of detailed design, the median on intersection will be converted to right- the north leg of Grant MacEwan Blvd in/right-out by way of a raised median can be extended to turn both along Grant MacEwan Blvd. This intersections to right-in/right-out restriction was deemed necessary due operations. For both residential to the proximity of the 50th Avenue developments, small detour routes signalized intersection (125m) and the would result from this conversion: • Residents of Ravine Villas would safety concerns associated with having detour via Bridgeport Crossing to consecutive northbound left-turn head SB to 50th Ave; and movements within a short distance to • Residents of Ameena would either one another. A detour to the nearby do a SB-to-NB U-turn at Grant MacEwan/50th Ave or detour via signalized intersections (50th Deer Valley Dr, 50th Ave EB and Avenue/West Haven Blvd and Black head NB on Grant MacEwan. Gold Drive/Grant MacEwan Blvd) will accommodate northbound movements. In the long-term horizon, at the time of widening Grant MacEwan to the north of 50th Avenue the Ravine Villas SB- LT movement will essentially be located within the Grant MacEwan
5 -21 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-13: Grant MacEwan Boulevard Proposed Cross-Sections (Top, 42m ROW from STA 10+000 to STA 10+800; Bottom, 32m ROW from STA 12+500 to STA 14+050)
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-22
Exhibit 5-14: Grant MacEwan Boulevard Functional Plans
5 -23 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Black Gold Drive achieved, as an alternative, a three-lane Corridor Limits: configuration with a reversible traffic light can be accommodated; a detailed Grant MacEwan Boulevard to 50th Street survey of the area would be required to Current Configuration: choose the best configuration. The corridor currently has a 2-lane In the long-term, the realignment of the urban cross-section along its length. Highway 2 will require new bridges Auxiliary lanes are provided at the Exhibit 5-15: Black Gold Drive Interim over Black Gold Dr; an upgrade to a 4- Grant MacEwan Blvd and 50th Street Stage Alternatives lane divided configuration would be signalized intersections. A traffic signal (Top, 4-lane cross-section; Bottom, 3-lane possible at that time. is also in place at Alton Drive. cross-section with reversible center lane) Improvements to the 50th Street A multiway link is located on the north The functional plans include provision intersection are also planned and would side of the corridor from Grant for widening under the existing and include a slight realignment southward MacEwan to Alton Drive and on the future Highway 2 corridor. Under the of the Black Gold Drive corridor to th south side from Alton Drive to 50 existing Highway 2, an undivided 4- accommodate the roadway widening Street. lane cross-section can potentially be and new auxiliary lanes. Right-of-way Future Improvements: The corridor plans include widening to a divided (6m raised median), 4-lane, urban cross-section along its entire length. Widening would take place on the south side of the existing corridor. Auxiliary lanes are provided at intersections along the entire length. Exhibit 5-16: Black Gold Drive/50th Street Intersection Improvements
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-24
would be required from CP Rail to Cost Estimate: accommodate this design. $8.55M
Triggers: Which can be divided by phase as follows: Residential and mixed-use Phase 1: $0.85M development growth in the southwest Phase 2: $7.70M and southeast portions of the City would form the trigger for this infrastructure requirement (e.g. Westhaven, Crystal Creek to the west, and Rollyview and Blackgold to the east). Staging:
Phase 1 would involve the improvements at the 50th Street intersection and would take place during the medium-term horizon (Project #20.08). Phase 2 is beyond the timeline of this TMP and would involve widening of the corridor from Grant MacEwan Blvd to 50th Street.
Exhibit 5-17: Black Gold Drive Proposed Cross-Section
5 -25 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-18: Black Gold Drive Functional Plan
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-26
SE Boundary Road trigger this infrastructure requirement Phase 3, which takes place during the Corridor Limits: (e.g. Meadowview, Tribute, Robinson, long-term horizon, would involve a and Eaton & Emery). new traffic signal at Caledonia Dr Highway 2A to 290m east of Robinson (Project #30.03). Current Configuration: SE Boundary Road could ultimately form part of the City’s truck route and Phase 4 is beyond the timeline of this The is no existing roadway. connect to Spine Road. TMP and would involve: • Widening to a 4-lane cross-section Future Improvements: Staging: from Caledonia Dr to 290m east of The plans include a new divided (6m Stage 1 would coincide with the short- the Robinson Access; and raised median), 4-lane, urban cross- term time horizon and include: • New traffic signals at C.W. Gaetz. section along its entire length. • A new 4-lane divided arterial from Cost Estimate: Traffic signals are proposed at Highway 2A to Caledonia Dr; $17.1M • A new traffic signal at Highway Highway 2A, Caledonia Dr, Coady 2A; and Which can be divided by phase as Blvd and C.W. Gaetz Rd and auxiliary follows: • A new 2-lane arterial from Phase 1: $6.15M lanes are provided at each intersection. Caledonia Dr to Coady Blvd (Project #10.10). Phase 2: $4.97M A 3m wide multiway link would be Phase 3: $0.37M provided along the north side of the Phase 2 would involve a new 2-lane Phase 4: $5.54M 5 roadway. Provision for a noise barrier arterial from Coady Blvd to 290m east is also included within the plans. of the Robinson access and new traffic signals at Coady Blvd (Project #20.10). Triggers: This project would take place during Residential development growth in the the medium-term horizon. southeast section of the City would
5 A noise study was not undertaken for SE Boundary Road.
5 -27 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-20: South East Boundary Road Proposed Cross-Section
Exhibit 5-19: SE Boundary Road Functional Plan
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-28
SW Boundary Road Triggers: Blvd (i.e. the Blackstone access) Corridor Limits: (Project #30.08). Residential development growth in the 74th Street to 400m east of Grant MacEwan southwest section of the City would Phase 2 is beyond the timeline of this Blvd trigger this infrastructure requirement TMP and would involve new traffic th Current Configuration: (e.g. Brightwell, Windrose and signals at the 74 Street and Grant Blackstone). MacEwan intersections. At the time of The is no existing roadway. Connecting infrastructure, such as the detailed design, setback requirements at Future Improvements: Grant MacEwan south extension and the intersection must be confirmed due The plans include a new 2-lane, rural the Highway 2A westerly extension to the location of the power station at cross-section along its entire length. may also contribute as triggers. the northeast quadrant of the th intersection. Traffic signals are proposed at 74 Staging: Street and Grant MacEwan Blvd, with auxiliary lanes provided at the 74th Phase 1 would Street intersection. A bridge or culvert coincide with the over the tributary to Whitemud Creek long-term time would be required. A 3m wide horizon and multiway would be provided along the include south side6. construction of the 2-lane corridor Provision for a possible Highway 2A from 74th Street to west extension was protected within the 400m east of functional plans. Grant MacEwan Exhibit 5-21: South West Boundary Road Proposed Cross-Section
6 The location of the multiway (i.e. north versus south) is to be re-evaluated at the time of detailed design and will be dependent upon the Highway 2A alignment and classification.
5 -29 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Cost Estimate: Which can be divided by phase as $12.85M follows: Phase 1: $12.09M Phase 2: $0.76M
Exhibit 5-22: SW Boundary Road Functional Plan
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-30
th rd 65 Avenue East Connecting infrastructure, such as the east of 43 Street, respectively; and Corridor Limits: 65th Avenue interchange, as well as the • a new traffic signal at Spine Road Spine Road south extension are also 200m west of 45th Street to Spine Road (Project #20.04). important factors. Current Configuration: Phase 3 is beyond the timeline of this Staging: TMP and would involve: 65th Avenue East has a 4-lane rural • th Phase 1 would coincide with the short- widening to 6-lanes and conversion cross-section west of 45 Street and 2- to an urban cross-section from 45th term time horizon and include paving lanes east of 45th Street. The road is Street to Spine Road; and th the 2-lane section from 35 Street to th gravel from 39th Street to Spine Road. • a new traffic signal at 39 Street. th Spine Road (Project #10.05). There is a traffic signal at 45 Street. Cost Estimate: Future Improvements: Phase 2 would take place in the $17.75M medium-term and involve: The ultimate plans include a 6-lane Which can be divided by phase as • widening to 6-lanes from the CP follows: th urban, divided, cross-section with a 6m Rail corridor to 45 Street; Phase 1: $0.90M th raised median along the entire corridor. • widening to 4-lanes from 45 Phase 2: $8.29M Traffic signals are proposed at 39th Street to Spine Road, with urban Phase 3: $8.55M and rural cross-sections, west and Street and Spine Road, with auxiliary lanes provided at all intersections. A 3m wide multiway is included on the north side from 45th to 43rd Street. Triggers: Major industrial development within the City (e.g. Telford Lake) and within Leduc County (Saunders Lake) would th trigger this infrastructure requirement. Exhibit 5-23: 65 Avenue East Proposed Cross-Section
5 -31 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-24: 65th Avenue East Functional Plans
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-32
th 65 Avenue West West Area) as well as EIA • Widening to 4-lanes from Grant MacEwan Blvd to Discovery Way Corridor Limits: development of their lands (between (Project #20.05). th th 65 Avenue and Airport Road) would 74 Street to 200m east of Discovery Way Phase 3 includes a new traffic signal at trigger this infrastructure requirement. Current Configuration: the Grayson access (Project #30.01) Connecting infrastructure, such as the and coincides with the long-term time The corridor is currently a 2-lane gravel 65th Avenue interchange (Phase 1 and th th horizon. roadway from 74 to 54 Street. Ultimate) is also an important Phase 4 is beyond the timeline of this Future Improvements: consideration6. TMP and would involve: th The plans include a new divided (6m Staging: • A new traffic signal at 74 Street; th raised median), 6-lane, rural cross- Phase 1 would coincide with the short- • Widening to 4-lanes from 74 Street to Grant MacEwan Blvd; section along its entire length. Traffic term time horizon and include paving th signals are proposed at 74th Street, • Widening to 6-lanes from 74 the 2-lane corridor from Grant Street to Grant MacEwan Blvd; Grayson Access, Grant MacEwan Blvd MacEwan Blvd to Discovery Way and • Widening to 6-lanes from Grant and Discovery Way, with auxiliary signalization of the Discovery Way MacEwan Blvd to Discovery Way lanes provided all intersections. intersection (these improvements forms Cost Estimate: A 3m wide multiway link would be part of the 65th Avenue Interchange $19.82M Phase 1 project). provided along the south side of the Which can be divided by phase as roadway. Phase 2 is within the medium-term follows: Phase 1: Included as part of 65th Triggers: horizon and includes: Avenue Interchange project • Paving the 2-lane roadway from Phase 2: $7.68M Residential and mixed-use 74th Street to Grant MacEwan development growth in the west section Blvd; and Phase 3: $0.3M Phase 4: $11.84 of the City (e.g. 65th Avenue West,
6 In the case of the first phase of the 65th Avenue West corridor, the interchange represents the main trigger for this project.
5 -33 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
Exhibit 5-25: 65th Avenue West Proposed Cross-Section
Exhibit 5-26: 65th Avenue West Functional Plan
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-34
Access Management while land access is a secondary Table 5-2 presents three levels of The Transportation Association of function” and segments the arterials access limitation defined within TAC’s Canada (TAC) provides access into “minor” and “major” categories. Geometric Design Guide for Canadian management guidelines addressing Common elements to both “minor” and Roads that are presented in order of both urban and rural roadway “major” categories are: increased access restriction (Levels 1 and environments. These guidelines define 2 are applicable to expressways and freeways). • traffic flow should be un- a seven-level category system that interrupted except at traffic signals Access level 5 favors increased ranging from local roadways (where and cross-walks; accessibility at the cost of overall driveway accesses are only limited by safety • transit service accommodation by roadway mobility and lower traffic way of express and local buses requirements and no operational requirements being permitted; operational performance, while Level 3 are applicable) to fully grade-separated • cyclists accommodation may be is intended to assure greater mobility roadways. provided by lane widening or along the corridor. desirably by way of separate TAC’s guidelines (Table 5-1) define: facilities; and Within the functional plans for the “arterials as roads where traffic • pedestrians accommodation may proposed new corridors (i.e. SE Boundary movement is the primary consideration be provided by way of sidewalks. Road, SW Boundary Road and 65th Avenue West), a typical desired minimum Table 5-1: TAC Characteristics of Urban Arterials spacing of 400m was provided between Minor Major signalized intersections along major Traffic Movement is a ... Major Consideration Primary Consideration arterials. Land Service Access Some access control Rigid Access Control Traffic Volume (vpd-typical) 5,000-to-20,000 10,000-to-30,000 Design Speed (kph) 50-to-70 60-to-100 Average Running Speed (kph off-peak) 40-to-60 50-to-90 Vehicle Type All types All, Up to 20% Trucks Minimum Intersection Spacing 200 400 Source: "Geometric Design Guide for Canadian Roads, Table 1.3..4.2., Page 1.3.4.3 (TAC, Sept 1999)
5 -35 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
the roadway corridor should be Table 5-2: Arterial Category Access Levels prohibited. Access should be limited to Access Arterial Arterial Access Limitations adjacent collector designated roadways. Level 3 Major Right-turn access driveways only. Prohibiting Residential Accesses on 4 Major Right and left-turn access in, right-turn access out. Right and left-turn access in/out of activity centre: left-turn lanes Collector Roadways 5 Minor required. Source: "Geometric Design Guide for Canadian Roads, Table 3.2.2.2., Page 3.2.2.3 (TAC, Sept 1999) The City of Leduc should consider disallowing private residential For corridors assumed to be access to demonstrate satisfactory driveways onto collector roadways in characterized by ultimately higher traffic operational characteristics. future new development areas. This operating and design speeds, greater Prohibiting Accesses on Arterial planning initiative is intended to be a intersection spacing was provided. This Roadways best practice that would address safety would lead to intersections being issues (e.g. Alton Dr). On some urban corridors (e.g. Grant spaced farther apart to achieve the same MacEwan) existing intersection spacing Access to collector roadways should be appropriate signal phasing and was deficient to meet long term traffic limited to local roadways and activity progression opportunities. operational requirements. In these centers (e.g. multi-family buildings, schools, When the spacing between signalized cases, prohibition or limitation of commercial or retail developments) and intersections increases over 800 meters, access was considered. In some cases, assure appropriate separation between the benefits to traffic signal progression stop controlled intersections were the access and adjacent intersections. become marginal. However, if needed converted to right-in/right-out access. In the case where residential homes from a land use and planning For arterial corridors (existing and front a collector roadway, consideration perspective, unsignalized intersections proposed), access should be limited to should be given to developing a parallel could “fill-the-gaps” at 400-meter major intersections and the City should laneway backing onto the residential intervals depending on the ability of the assure that all other residential, retail homes that would allow for individual center or industrial direct access onto driveway connections.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 5-36
Conceptual cost estimates were 6 IMPLEMENTATION prepared for each project and are PLAN listed in Tables 6-1 to 6-3. Cost estimates were prepared using 2017 6.1 SCHEDULING AND COSTS construction costs and represent total The 2018 Leduc TMP implementation project costs (inclusive of right-of-way). plan was developed based upon the Further costing refinements, as well as infrastructure requirements identified to allocation of contributions, remains to encourage growth within the City of be confirmed and would be defined on Leduc over the next three decades. a project-by-project basis. The TMP supports an ultimate roadway network which is intended to: The projects presented are intended • include all roadway improvements identified for an ultimate to be a prioritization list of how the transportation network to City of Leduc will respond to growth. accommodate planned growth, inclusive of inter-municipal initiatives and projects shared with other jurisdictions, such as AT and The implementation plan as the EIA; presented is dependent upon growth • provide an implementation within the City’s boundary from timeline with flexibility for when forecast development. The proposed infrastructure improvements are required; and improvements are important to • respect the limits of affordability maintain adequate traffic operations for the municipality as much as for each time horizon. possible.
6-1 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
It is recommended that the City of Leduc monitor their transportation system performance and update their transportation network model as projects are completed, as development occurs, and/or as changes in development plans arise. The 2018 TMP Implementation Plan (Table 6-1 to 6-3) has been assembled in the following sections which serve to outline the improvements needed in the short, medium and long-term time horizons.
It is emphasized that project timelines are dependent upon planned and on- going development initiatives. The nature of the Implementation Plan is to remain flexible and sensitive to the needs of the City. The following three sections define the projects that would fall exclusively within the existing municipal boundaries of the City of Leduc.
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 6-2
6.2 SHORT-TERM Airport Road Short-term improvements (See Exhibit
6-1 and Table 6-1) were defined as all
Street
local improvements required within the
rd 43
next decade, which include (in no Highway2 particular order): th • 50 Avenue widening (from Deer Valley Drive to east of the fire hall
access); RangeRoad 250 th 65th Avenue • New 74 Street (from 800m North of
50th Avenue to 400m South of 50th
Street
Avenue); th 45
• Grant MacEwan Dr. widening
th
(from 50 Avenue to Black Gold Drive)
• A new traffic signal at the Grant 50th Avenue
Street
MacEwan Drive/Suntree th Promenade intersection; 50 Black Gold Drive • Intersection improvements to the SB-RT at 50th Street & Highway
2A; MacEwan Grant Boulevard Rollyview Rd th • Extend 65 Ave East to Spine Road (Range Road 250); • New SE Boundary Road (from Highway 2A to Coady Blvd); • Improvements to the traffic signal at the SE Boundary Road/Highway 2A intersection;
Exhibit 6-1: Short Term Implementation Plan
6-3 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
• Spine Road South Extenstion (from • A new traffic signal at the Airport Allard Avenue to south of 65th Ave East Road and Spine Road intersection. (Lakeside Access)); rd • 43 Street widening (from 82nd Ave to south of Allard); nd rd • A new traffic signal at the 42 /43 Street intersection; • Coady Blvd South Extension (to the new SE Boundary Road); th • A new trafic signal at the 50 Street/Bella Coola intersection; and
Table 6-1: Implementation Plan – Short Term Improvements Project Project Cost Roadway /Intersection From/To Limits Project Description No. Estimate 10.01 50th Street & Bella Coola Intersection New traffic signal $290,000 10.02 Grant MacEwan & Suntree Intersection New traffic signal $290,000 Widen to 4-lane undivided arterial 10.03 45th/43rd Street 175m north of 70th Ave to 82nd Avenue $6,400,000 and new traffic signal at 42nd Street 10.04 50th Avenue Deer Valley Drive to west of Fire Hall access Widen to 4-lane divided arterial $525,000 10.05 65th Avenue East 35th Street to Spine Road Pave 2-lane arterial $900,000 10.06 74th Street 800m north of 50th Avenue to 400 m south New 2-lane arterial $2,860,000 10.07 Coady Blvd Meadowview Blvd to SE Boundary Road New 4-lane undivided arterial $3,000,000 10.08 Grant MacEwan North 50th Ave to Black Gold Drive Widen to 4-lane divided arterial $1,600,000 10.09 Highway 2A & 50th Street Intersection New southbound right-turn lane $150,000 New traffic signal at Highway 2A, New 4-lane divided arterial (to 10.10 SE Boundary Road Highway 2A to Coady Blvd $6,150,000 Caledonia) and New 2-lane arterial (to Coady) Pave 2-lane arterial (to 65th Avenue 10.11 Spine Road Allard Avenue to Lakeside Access East) and New 2-lane arterial (to $5,450,000 Lakeside Access) 10.12 Spine Road & Airport Road Intersection New traffic signal $330,000
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 6-4
6.3 MEDIUM-TERM
Medium-term improvements (See Exhibit 6-2 and Table 6-2) were defined as all improvements required within the 10- to-20 time horizon, which include (in no
particular order): QE Corridor II
th Spine Road • 65 Avenue West widening from the Highway 2 to Grant MacEwan; 65th Avenue West th 65th Avenue East • A new traffic signal at the 65 Avenue West/Grant MacEwan intersection; th • 65 Avenue West extension (from Grant MacEwan to 74th Street); 50th Avenue th • Black Gold Drive and 50 Street
intersection improvements; Black Gold Drive Grant MacEwan Grant th • New 74 Street (from 65th Ave to 800m south); th • A new traffic signal at the 74 Street/50th Avenue intersection; • Grant MacEwan widening (from 65th Avenue West to Bridgeport Gate) • A new traffic signal at the Grant MacEwan/Bridgeport Gate Southeast Boundary Road intersection; • A new traffic signal at the Grant MacEwan and 400m north of Bridgeport Gate intersection; th • 50 Avenue widening (from Highway 2 West ramp terminal to Exhibit 6-2: Medium Term Implementation Plan Discovery Way);
6-5 CITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN
th • 65 Avenue East widening (from • A new traffic signal at the SE • Spine Road widening (from Airport east of CP Rail to Spine Road) Boundary Road/Coady Blvd Road to 82nd Avenue); and th • A new traffic signal at the 65 intersection; • A new traffic signal at the th Avenue/Spine Road intersection; • 50 Street widening (from 64th Rollyview Rd & C.W Gaetz Rd • New SE Boundary Road extension Avenue to 61st Avenue); intersection. (from Coady Blvd to Robinson Entrance) • Spine Road south extension (From south of 65th Ave East (Lakeside Access) to Rollyview Road)
Table 6-2: Implementation Plan – Medium Term Improvements
Project Project Cost Roadway/ Intersection From/To Limits Project Description No. Estimate 20.01 Rollyview Rd & CW Gaetz Rd Intersection New traffic signal $360,000 Highway 2 West RT 20.02 50th Avenue Widen to 4 WB lanes $975,000 to Discovery Way 20.03 50th Street 61st Ave to 64th Ave Widen to 6-lane undivided arterial $752,000 Widen to 6-lane divided arterial (to 45th Street); East of CP Rail to 20.04 65th Avenue East Widen to 4-lane undivided arterial (to Spine Road) $8,284,000 Spine Road and a new traffic signal at Spine Road 74th Street to Pave 2-lane arterial (to Grant MacEwan) and 20.05 65th Avenue West $7,675,000 Discovery Way Widen to 4-lane divided arterial (to Discovery Way) 65th Ave West to 20.06 74th Street New 2-lane arterial $2,658,000 800m south 20.07 74th Street & 50th Avenue Intersection New traffic signal $360,000 20.08 Black Gold Dr & 50th Street Intersection New auxiliary lanes and widen to the south $846,000 Widen to 4-lane divided arterial and new traffic 65th Ave West to 20.09 Grant MacEwan signals at Bridgeport Gate, 400m north of Bridgeport $3,432,000 Bridgeport Gate and 65th Avenue West Coady Blvd to 20.10 SE Boundary Road New 2-lane arterial and traffic signal at Coady Blvd $4,968,000 Robinson Access Airport Road to 82nd Widen to 4-lane divided arterial $1,209,000 Avenue 20.11 Spine Road Lakeside Drive to New 2-lane arterial $12,083,000 Rollyview Road
C ITY OF LEDUC 2018 TRANSPORTATION MASTER PLAN 6-6
6.4 LONG-TERM
Long-term improvements (See Exhibit 6-3 and Table 6-3) were defined as all improvements required within the 20- (in no
to-30 year time horizon, including QE Corridor II particular order): th th
• New 74 Street extension (50 Spine Road Avenue to SW Boundary Road); • New SW Boundary Road (between 65th Avenue West 65th Avenue East 74th Street and Blackstone); th • 50 Avenue widening (from Bridgeport Crossing to 74th Street); • Widen Grant MacEwan Blvd (from 50th Avenue Bridgeport Gate to 50th Avenue); • Widen Grant MacEwan Blvd (from Black Gold Drive to Spruce Blvd); Black Gold Drive • Grant MacEwan Blvd extension (from Blackstone Blvd to SW Boundary MacEwan Grant Rollyview Road Road); • A new traffic signal at the Grant MacEwan Blvd/Spruce Blvd intersection; th • A new traffic signal at the 65 Southeast Boundary Road Avenue West/Grayson Access intersection; • Spine Road widening (from Airport Road to 65th Avenue East); • Rollyview Road corridor widening (from C.W. Gaetz to Spine Road); Exhibit 6-3: Long Term Implementation Plan
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th • 50 Street widening (from Bella Coola to Highway 2A); and • New traffic signal at the SE Boundary Road / Caledonia Drive intersection.
Table 6-3: Implementation Plan – Long Term Improvements Project Roadway or Project Cost From/To Limits Project Description No. Intersection Estimate 65th Ave West & 30.01 Intersection New traffic signal $300,000 Grayson Access 30.02 Rollyview Road C.W. Gaetz to Spine Road Widen to 4-lane divided arterial $6,380,000 SE Boundary Rd & 30.03 Intersection New traffic signal $373,000 Caledonia 74th Street to 550m east Widen to 4-lane divided arterial $2,038,000 30.04 50th Avenue Bridgeport Crossing to Deer Valley Dr Widen to 6-lane divided arterial $5,250,000 30.05 50th Street Bella Coola to Highway 2A Widen to 4-lane undivided arterial $1,049,000 400m south of 50th Ave to SW 30.06 74th Street New 2-lane arterial $7,254,000 Boundary Road Widen to 4-lane divided arterial Bridgeport Gate to 50th Ave $2,676,000 Widen to 4-lane divided arterial and 30.07 Grant MacEwan Blvd Black Gold Drive to Spruce Blvd $3,789,000 traffic signal at Spruce Blvd Blackstone Blvd to SW Boundary Rd $1,742,000 Pave 2-lane arterial 30.08 SW Boundary Road 74th Street to Blackstone Access New 2-lane undivided arterial $12,087,000 Widen to 6-lane divided arterial (to 30.09 Spine Road Airport Road to 65th Avenue East 82nd Avenue) and widen to 4-lane $9,690,000 divided arterial (to 65th Avenue East)
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6.5 INTER-MUNICIPAL Significant changes in forecast land use between the affected municipalities is a PROJECTS have recently occurred: requirement. The TMP encourages Traditionally, inter-municipal roadway • the City of Edmonton annexation building upon past successes and projects such as boundary roadways of lands to the north of the City of current initiatives, in that even greater Leduc, urbanization will require similar to Spine Road and Airport coordination between the City of inter-municipal funding challenges are Road, have called upon joint funding Edmonton, Leduc County, the EIA likely to affect the municipality over relationships to be established. and the City of Leduc; the next two decades, necessitating • the Town of Beaumont annexation enhanced joint planning and design Inter-municipal facilities such as the lands and population projections of development of continuous north-south an additional 21,000-to-42,100 efforts. 2 arterial corridors both east and west of persons over the next 3 decades ; Integration of inter-municipal corridors 3 Highway 2 that connect Edmonton • development of the EIA lands (particularly to the west of the runways with the City’s roadway systems will South to the City of Leduc will, over and the EIA Terminal building); and be essential in providing residents with time, become of increasing importance. • major employment centres access (other than by way of the Highway 2 developing such as 65th Avenue corridor), to and from, south Edmonton. The required upgrades to the Highway West and West Area lands4, and 2 corridor involving Airport Road, 65th employment areas in northeast 5 Avenue, 50th Avenue, Highway 2A will Leduc . all require the close cooperation and It remains clear that joint planning and planning with the Province (AT). coordination through a regional priority setting coupled with cooperation
2 Town of Beaumont, “Municipal Development Plan”,Table 3.2: Population projections, November 28th, 2017 3 The EIA is the largest Airport in Canada (2,800 hectares). The current developed lands at the airport represents approximately 38% of the available land. 4 The 65th Avenue West and West Area lands are anticipated to generate 6,500-to-10,400 jobs. 5 Cathon-Farm Industrial Park, Leduc Energy Park, Sawridge Business Park, Saurahb Park, Harvest Industrial Park, Lakeside Industrial Park, Telford Lake Southern District, Eaton and Emery Development together have been estimated to generate 9.500-to-13,500 jobs internal to the City of Leduc lands and Saunders Lake, within Leduc County lands have been estimated to generate an additional 7.500-to-11,000 jobs. ( Feb 2017, ASP)
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Short-Term Medium-Term Long-Term
With planned job growth along 65th Employment growth forecasts within Inter-municipal long-term projects Avenue on either side of Highway 2 the EIA, Leduc County and City of include: th and within the EIA, the Highway 2 & Leduc lands are forecast to require the • 50 Avenue Interchange: This project would include a new 50th th following inter-municipal projects that 65 Avenue Phase I project was the Avenue interchange that would be highest ranked project for construction include: reconfigured as an overpass, as in 2018 by the EMRB6. • Airport Road: The project includes well as widening of the Highway 2 widening the corridor to a rural 6- southbound off-ramp to two-lanes. lane divided cross-section (from The 50th Avenue corridor would be The 65th Avenue (Phase 1) Interchange is Sparrow Drive to Spine Road). configured as a 6-lane divided predominantly intermunicipal and Estimated cost: $3.9M. cross-section. th includes: • 65 Avenue (Ultimate) Estimated cost: $100M th • twinning the 50 Street bridge; Interchange: This project includes • Airport Road Interchange: The th • interchange ramps to/from the the new 65 Avenue overpass over project includes a new westbound Highway 2; the Highway 2, interchange ramps, bridge structure and widening of th th widening 65 Avenue (From Airport Road to 8-lanes (from the • the extension of 65 Avenue West as Discovery Way to the West Ramp east ramp terminal to 43rd Street), as a 2-lane arterial (from Grant MacEwan Terminal and from the East Ramp well as an ultimate grade Blvd to the Highway 2 East Ramp Terminal to 45th Street), and further Terminal); separation over the CP Rail improvements at the CP Rail corridor. • a new 4 lane Perimeter Road crossing. Estimated cost: $45M. connection onto the EIA lands. Estimated cost: $93M.
• paving of Grant MacEwan Blvd (from • Highway 2 Core Lanes The project 65th Avenue West to the Bridgeport Gate involves the construction of new access); and Phase 1 Core Lanes from Ellerslie th • a new 4-leg 65 Avenue West/ Road to 65th Avenue. Discovery Way traffic signal. Estimated cost: $44M. Estimated Cost: $75M
6 Edmonton Metropolitan Region Board, “2018 Priority Regional Transportation Procts”, Table 3.1. June 14th, 2018
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th 6.6 FUNDING SOURCES that travel to-and-from areas north of 50 Street structure in the short- term; and The TMP has highlighted numerous the City. A review of average daily • access to/from the Highway 2 inter-municipal projects that, although 2016 traffic volumes along the corridor by way of the 65th Avenue being critical to meeting forecast travel Highway 2 corridor indicate: (Phase 1) improvements and ultimately the Phase II interchange. demand requirements of the • 43,000 vpd south of the Highway 2A interchange on the existing 4 municipality, require cooperation and The strength of these partnership has lane corridor; and participation from other jurisdiction in resulted in the potential for joint • over 80,000 vpd north of Airport order to be implemented in a timely Road on the existing 6 lane funding of the planning and design of manner. Cooperative arrangements can corridor. priority projects7 involving this share roles, responsibilities, resource The TMP highlights the necessity of essential freeway corridor. contributions and add value to a major improvements to the interchanges along Other future initiatives related to the infrastructure project. the Highway 2, and the ultimate Highway 2 corridor include: The formation of partnerships required freeway lane widenings (core • widening of the Highway 2 involving public agencies, including and collector lanes) to address forecast collector lanes within the muncipality to four lanes per congestion on the corridor and assure Leduc County, AT, the City of direction; convenient access to the freeway for Edmonton, and authorities such as the • the construction of Highway 2 core EIA, local business associations and City residents and employers. lanes (from the City of Edmonton to the City of Leduc (core-collector system)); private developers, is encouraged to The City has already formed strategic • enhancements to the Airport Road increase the potential for advancing partnerships with the Province (AT) and interchange; these initiatives. th the EIA to advance the required • enhancements to the 50 Avenue Highway Corridors improvements in terms of enhanced: interchange; and • east-west access across the • new freeway bridge structures over The Highway 2 corridor represent the Highway 2 by way of the proposed Black Gold Drive. dominant route used by Leduc residents
7 Queen Elizabeth II/65th Avenue Interchange Phase 1
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The Highway 2A corridor to the south The EIA also shares an interest in both Community Support Facilities of the City also falls within the short-term11 and longer-term12 public Partnerships with development jurisdiction of the Province and current transit initiatives as a major employer proponents and other agencies will be planning studies provide for the in the area, recognizing that transit required to advance the transportation ultimate relocation of the existing initiatives are necessary to further the facilities necessary to integrate within Highway 2/Highway 2A interchange to development plans within EIA lands. the City of Leduc’s planned a point further to the south. The The TMP encourages the planning and communities and services. planning for this future facility is development of transit infrastructure at Ancillary infrastructure such as transit inextricably linked to Provincial a finer level of detail that address maintenance facilities, transit queue- planning decisions regarding the future provisions such as transit park-and-ride jump lanes, dedicated transit lanes Terwillegar South extension (See Section facilities, transit centers, or enhanced and/or traffic signal modifications to 3.3) and the need for infrastructure transit stops to be designed within permit transit improvements may be 8 replacement . planned communities. eligible for Provincial and Federal Transit Infrastructure The TMP encourages the formation of infrastructure funding related to green The City of Leduc, Leduc County, the partnerships with development funds or economic development City of Edmonton and the EIA have proponents to achieve these objectives. initiatives in addition to direct already established a strategic developer contributions. partnership to address shorter-term transit related initiatives9,10.
8 The existing Highway 2A bridge over the Highway 2 has been estimated to require replacement or major maintenance within the next decade (Source: “Highway 2 - Calgary to Edmonton Corridor Improvement Study”, Appendix F, Pg 29) 9 Shared costing of Route 747 linking EIA to Centrury Park LRT Station. 10 Municipal coordination with the EIA resulted in the creation of Route 10 serving East Leduc, the EIA and the new Outlet Mall as of May, 2018. 11 The EIA indicated the desire to implement a free shuttle service between the Main Terminal, the Premium Outlet Mall, Rosenau Transport, Aeroterm building, BBE warehouse and the STARS hangar internal to the EIA lands. 12 The EIA has protected a NS transit alignment parallel to Airport Perimeter Road with future transit stations on either side of Airport Road.
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Development Levies MGA14, been expanded to include the current needs of the municipality; and The development community is municipal road projects that connect to, • the municipal levy process remains required to contribute to increased or improve connections to Provincial sensitive to the infrastruture transportation and municipal roadway highways15. This provides the demands associated with both infrastructure (water, sanitary, storm flexibility to the City to apply proposed employment and residential developments. drainage, etc.) requirements associated development levies in relations to with the arterial roadway system in the future improvements related to the 65th Direct Developer Costs form of off-site levies. Avenue interchange, 64th Avenue off- New local roads, collector roads and th The Municipal Government Act ramp, 50 Avenue and Highway 2A. arterial connections are primarily the developer’s responsibility. Despite this, (MGA) allows municipalities to collect The need for municipal infrastructure retrofitting of existing collector roads levies to help pay for: improvements is a direct reaction to • “new or expanded roads required to support improved transit facilities growth within the City of Leduc. for or impacted by a subdivision or and multiway linkages fall within the development; The TMP recognizes that: City’s responsibility. • (…) new or expanded transportation infrastructure • new municipal arterial projects are The TMP calls for identification of a direct result of growth within the required to connect, or to improve “growth-related” transportation retro-fit the connection of, municipal roads community. The increased capacity improvements, or components thereof, to provincial highways resulting of the network is required to from a subdivision or support the new demand created by to assure that developer contributions development”13 local development initiatives; to such are accounted for. • the municipal levy process will The scope of applicable infrastructure require monitoring on a regular has, as a result on recent changes to the basis to ensure that revenues reflect
13 “Municipal Government Act”, Section 648 Off-Site Levy (July 1st, 2018) 14 MGA changes came into force May 1st, 2018. 15 At the time of report preparation, the City of Leduc is not currently collecting these additional levies. The City is currently consulting with other municipalities to determine a method to implement the new MGA scope.
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6.7 TRANSPORTATION of the municipality throughout their life FACILITIES MANAGEMENT cycle. The processes are used by The City of Leduc, in addition to municipalities to evaluate providing for the financing of new transportation investments accounting infrastructure, is responsible for for ongoing maintenance while investments required to manage, planning for the eventual replacement operate and maintain all of its assets of the asset. related to transportation infrastructure. Throughout North America, many roadway maintenance is currently $6M “Transportation Asset Management municipalities are experiencing the per year and $1M for lanes and that focuses on business and engineering impacts of aging infrastructure. This will only continue to grow as pressures practices for resource allocation and has led to a need for: increase. utilization, with the objective of better • greater accountability in the The TMP recognized the importance of effective use of funds; decision making based upon quality transportation asset management and information and well-defined • an increased relationship between performance and funding; and encourages the City to further this objectives.”16 • more sustainable transportation objective by: Transportation infrastructure must be solutions. • recognizing the economic value of its transporation assets; maintained throughout the entire life- Toward this end, the City of Leduc • achieving economic efficiency and cycle, inclusive of its eventual works hard at maintaining a pavement optimization of capital replacement/reconstruction. Asset quality rating of 65 and analyzing their expenditures over the life of the assets; and management programs are comprised infrastructure through assessments on a of strategic and systematic processes • facilitating the municipal role as semi-annual basis; the City is “steward” of the assets. that are applied to operate, maintain, efficiently prioritizing what roads to upgrade and expand the physical assets work on. The current budget for
16 “NCHRP Report 632”, National Cooperative Highway Research Program, 2009
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The benefits of this include: throughout the City’s major monitoring the relative roadways and neighbourhoods. attractiveness, performance and • assuring a long-term view; • Transit: Passenger boardings and surface condition and integrity of • establishing clear relationships, alightings should continue to be each segment and its related transparency, and accountability; collected on each transit route support infrastructure can continue • facilitating the implementation of served by Leduc Transit along with to provide further insight into growth management plans; estimates of the costs associated maintenance levels, lighting • maximizing the benefits of that with operating, and maintaining requirements, safety provisions and infrastructure to which a capital each route. This is required to performance characteristics. Such investment has already been made; provide the City with the ability to information is useful in assuring the success of further expansion of • providing the desired level of monitor the effectiveness and service to match demand as it performance of the transit services the network. occurs; and being offered on a route-by-route • Travel Trends: As both the City of basis and determine the relative Leduc and the areas that surround • assuring the optimum use of existing funds. success of changes to schedules, it (Leduc County, City of Edmonton, fares and routings. Town of Beaumont, EIA) continue to The following initiatives have been • Multiway: The multiway trails and experience growth, it becomes essential to fully understand travel identified as contributing processes pathway system (intended for hiking, walking, cycling, rollerblading, etc., while trends to recalibrate the City’s already in place within the City. assuring wheelchair access) continues travel demand model. To this end • Traffic: Enhancement of the City’s to expand througout the City17 the City should plan for an origin- traffic data collection program promoting walkability, with links destination travel survey to be through the use of permanent or to residential subdivisions, undertaken sometime within the temporary traffic counting devices. recreation destinations (parks, next five years, which would This is required to maintain a playgrounds and open space), cultural include sampling both residents historical record of growth, provide destinations, commerce hubs and and employees to determine a base to which the efficiency of high activity areas. The system current travel trends. This should traffic movements can be currently represents a considerable ideally be undertaken in concert monitored, and to assess any asset to the community and as such with the the City of Edmonton’s changes in travel demand Region Household Travel Survey18
17 The multiway system has grown from a 45km length in 2012 to a current length of 68km. 18 The last region-wide survey was undertaken in the Fall of 2015.
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to assure that the information fully Adoption of proposed TIA Guidelines proposed developments would impact incorporates and integrates Leduc’s more detailed requirements with The City has developed a the roadway, transit and multiway the region-wide initiative. “Transportation Impact Assessment system. The development proponents 19 must identify any required new The above recommendations are Guide” (TIA) . infrastructure, modifications or essentially bottom-up activities that The TMP recommends that the TIA enhancements to the existing networks involve the collection of substantial guide include standards in relation to: and traffic operational measures amounts of information and processing • The minimum acceptable planning such data into smaller but more useful level of service to be adopted for its collector and arterial roadways quantities of information. This is then and associated intersections in communicated and further condensed terms of level-of-service to be through the organization, however, provided to each travel mode inclusive of accommodating heavy such information and processing vehicle operations. activities are to be guided by a coherent • Transportation and transit planning strategic vision that specifies the goals, guidelines to assist the objectives and the performance development community in assuring that the desired City measures to be satisfied. planning standards are The TMP encourages the City to incorporated within its development ASPs and TIAs to develop a set of standards to guide their assure planned future processes. In several cases, concerning transportation and transit transportation infrastructure, the City infrastructure meets the City’s objectives. has already developed such standards, however in some areas, planning The guide is to ensure that development standards remain to be formalized. proponents clearly identify how their
19 DRAFT “Transportation Impact Assessment Guide” (June, 2018) is currently under review.
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necessary to address existing and The TMP recommends adoption of the The TMP recognizes the future need to forecast travel demand for each phase TIA guidelines to be applicable to all enhance traffic operational of a proposed development. The TIA development or re-development management measures, in concert with would: initiatives that are proposed within the other sister agency initiatives, to assure • identify how the proposed City of Leduc’s municipal boundaries. the City’s residents benefit from development would affect the City maximizing available roadway of Leduc’s transportation system; Operational Management infrastructure. Such areas include: • address any and all safety related The daily activities related to the concerns; and • Traffic Signal Coordination and efficiency and utility of transportation Management: The TMP has • fully integrate with the City’s identified the future growth related multi-modal transportation infrastructure related to such items as: requirements for traffic signals at network. • On-time transit arrival information; several locations throughout he • Snow clearing and ice mitigation The TIA Guide is intended to ensure: City. As the number of traffic of transportation infrastructure on a signals increase, the need to assure • an objective assessment is used to priority basis; effective traffic signal evaluate the transportation-related • Emergency response protocols to cooridination for the smooth impacts of each phase of a respond to accidents/events; and progression of traffic and address proposed development; • Traffic signal coordination and congestion concerns throughout the • all initial assumptions are clearly management. City will become of increasing defined, identified and are importance. As such, the TMP acceptable to the City well in Many of the City’s operational recommends that City establish a advance of formal submission of a functions are indeed addressed through formal operations procedure to TIA document; and monitor and optimize the various policies, procedures and • the process of developing a TIA is performance characteristics a collaborative process that practices, however, as the City associated with its existing and develops transportation solutions continues to experience future growth, future supply of traffic signals. that best satisfy existing and it is likely that these functions will also forecast travel demand, while promoting positive community experience increased demand for development. optimization.
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• Cooperation with Other Agency Operational Initiatives: The TMP has emphasized the integration and dependence of the City upon infrastrucutre that falls within other jurisdictions. Assuring municipal participation and coordination with such operational initiatives hold the promise of maximizing travel benefits to City residents. As an example, AT has recently initiated a project scoping study in relation to implementing variable speed limits along the Highway 220 corridor. This along with various intelligent transportation initiatives are aimed at improving mobility. • The TMP recommends that the City participate fully in such inter- agency operational initiatives oriented at addressing congestion between Leduc and Edmonton.
20 “Detailed Project Scoping Study for Variable Speed Limit System on Highway 2 from Edmonton to Calgary” This scoping study had a closure date of August 7th, 2018.
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7 PUBLIC General Public Development Community INVOLVEMENT Two public open houses were held for Two meetings were held with members Inform citizens, businesses and the general public at the City of Leduc of the development community by way adjacent jurisdictions of the plans and Civic Centre. The first meeting was of the Urban Development Institute provide the community the held in April, 2017, and was used to (UDI). The first meeting was held in opportunity to exchange ideas and outline the study objectives, the study January, 2017, was to present the study provide feedback. methodology, the existing conditions and convey the necessity for current As part of the preparation of the 2018 and constraints and describe the planning standards and best practices TMP, a public involvement process functional design of corridors. The addressing transportation facilities was developed and numerous sessions second meeting was in May, 2018, and (roadways, intersections, multi-use were held throughout the study to was used to present the study findings pathways, pedestrian areas, etc.). In ensure the community and various and recommendations regarding transit, addition, all of the development stakeholders were informed and had the the multiway system, heavy vehicle proponents within the City were opportunity to contribute. routes, traffic, and the final functional contacted as part of the TMP model designs for future roadways and development to confirm the intensity of The meetings allowed for individuals, roadway improvements. For both their proposed developments. groups and neighboring jurisdictions to events, the consulting team was present gain an understanding of the study, its The second meeting with the UDI was to answer questions. Additionally, a policy and design requirements, and held in May, 2018. This meeting was website was available for submitting provide input into the plans. At all intended to present preliminary comments online for a two-week period phases, the consulting team ensured findings regarding infrastructure following the meeting dates. A total of that the information related to the requirements and timing, as well as the 22 individuals were in attendance at the development of the 2018 TMP and its final functional designs for future first public open house, and 15 people associated impacts were conveyed in a roadways and roadway improvements. attended the second. clear, concise manner.
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Adjacent Jurisdictions
The EIA, Leduc County and AT were Development Adjacent informed of the 2018 TMP study by Community Jurisdictions way of meetings held in January, 2017, and May, 2018. The City of Leduc maintains a close working relationship with both these jurisdictions to ensure General Other positive partnerships on joint projects. Public Stakeholders Public Other Stakeholders Involvement Finally, at all stages of the study, the following groups were informed of the work being undertaken by way of invitations to the public open houses: RCMP, Leduc Chamber of Commerce and CP Rail. The 2018 TMP was also circulated with the EMRB for comment.
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