Bremner Area Project Transportation Plan

Bremner Area Project

Transportation Plan

Prepared for: Strathcona County

Prepared by: Stantec Consulting Ltd.

May 15, 2019

BREMNER AREA PROJECT – TRANSPORTATION PLAN

Table of Contents

TRANSPORTATION PLAN ...... 1

INTRODUCTION – VISION & PRINCIPLES ...... 2 OUTLINE ...... 3

CONTEXT AND FRAMEWORK ...... 4 POLICY FRAMEWORK ...... 4 REGIONAL CONTEXT ...... 5 2.2.1 Edmonton Metropolitan Region Board Growth Plan and Transportation Plan ...... 5 2.2.2 Alberta Transportation ...... 5 2.2.3 Sherwood Park ...... 5 BREMNER AND LEA ACP...... 6 2.3.1 ACP Description ...... 6 2.3.2 Land Use Development Concept ...... 7

TRANSPORTATION PHILOSOPHY ...... 13 VISION ZERO & SAFE SYSTEMS ...... 13 3.1.1 Design Domain ...... 14 3.1.2 Speed ...... 14 3.1.3 Sightlines...... 15 3.1.4 Separating Conflicts ...... 16 UNIVERSAL DESIGN & DESIGN USERS ...... 17 LINK & PLACE ...... 18 COMPLETE STREETS ...... 20 WINTER COMMUNITY DESIGN ...... 21 STREET PRINCIPLES ...... 21

BREMNER AREA PROJECT TRANSPORTATION PLAN ...... 23 DEMOGRAPHICS AND TRAVEL OPTIONS ...... 23 4.1.1 Travel Patterns ...... 23 4.1.2 Transportation Mode Choice...... 25 4.1.3 Highway Access ...... 27 4.1.4 Demographic & Travel Option Policies ...... 28 ACCESS, MOBILITY, AND CONNECTIVITY ...... 29 4.2.1 Transportation Network ...... 29 4.2.2 Access, Mobility, and Connectivity Policies ...... 45 SAFETY AND HEALTH ...... 46 4.3.1 Speeds ...... 46 4.3.2 Intersections...... 46 4.3.3 Multimodal Connections to Transit ...... 47 4.3.4 Railway Crossings ...... 48 4.3.5 Policies ...... 48

BREMNER AREA PROJECT – TRANSPORTATION PLAN

INTEGRATION ...... 49 4.4.1 Context Sensitive Design ...... 49 4.4.2 Access ...... 49 4.4.3 Parking ...... 50 4.4.4 Regional Transit ...... 52 4.4.5 Integration Policies ...... 54 WINTER DESIGN ...... 56 4.5.1 Winter Streets ...... 56 4.5.2 Snow Clearing ...... 56 4.5.3 Transit Stops ...... 58 4.5.4 Winter Design Policies ...... 58 GREEN INFRASTRUCTURE ...... 59 4.6.1 Trees/Plantings ...... 59 4.6.2 Off-Street Trails ...... 59 4.6.3 Green Infrastructure Policies ...... 59 SMART CITY ...... 60 4.7.1 Connected and Autonomous Vehicles ...... 60 4.7.2 Transit ...... 61 4.7.3 Shared Mobility ...... 62 4.7.4 Smart City Policies ...... 64

IMPLEMENTATION ...... 65 PHASING ...... 65

BREMNER AREA PROJECT – TRANSPORTATION PLAN

Transportation Plan

Bremner Area Project – Transportation Plan Introduction – Vision & Principles May 15, 2019

INTRODUCTION – VISION & PRINCIPLES

The Vision for the future of the Bremner Area Project Concept Plan (ACP) is ambitious: a green, connected, and diverse community, where people have choices and opportunities in how they live, work, and get around. Transportation infrastructure is key in implementing this Vision. Conscientious planning to deliver a transportation network that is truly multimodal requires coordination between land use planners, economic development, transit agencies, and community groups.

This Transportation Master Plan covers the areas of both Bremner and the Local Employment Area (LEA). The Bremner Area is part of the larger Edmonton Metropolitan Region and is situated at the crossing of two major highways. A successful Transportation Plan for Bremner must be both inward and outward looking. Bremner needs a street network that is safe, functional, multimodal, and sustainable over the lifespan of the community. Supporting that local network is an external transportation network that provides vital links to destinations in Strathcona County and the Region.

The Bremner Area Project Transportation Plan, in combination with the Bremner and LEA ACP and Bremner Design and Construction Standards (DCS), form a package that defines the ambitions for Bremner’s transportation network and the tools necessary to implement that ambition. The Transportation Vision and Network Principles form the basis of this plan. Transportation Goal Bremner has an accessible, connected, and integrated multimodal transportation system that provides mobility, access for goods and services, safety for all users, and links to local and regional destinations.

Transportation Network Objectives Demographics – The transportation network supports users of all ages, abilities, and incomes.

Access, Mobility, and Connectivity – The transportation network provides access in all seasons to residents and businesses by all modes of transportation within Bremner, Strathcona County, and the Edmonton Metropolitan Region.

Safety & Health – The transportation network is designed to help achieve a vision of no one being seriously or fatally injured while using it, regardless of mode. The network provides active transportation and recreation opportunities that promote healthy lifestyles.

Integration – The transportation network is context sensitive, supported by complementary land uses and quality multimodal infrastructure that provides proximity to services and integrated mobility options for travel between origins and destinations.

Winter Design – The transportation network is useable and accessible to users of all modes in all seasons.

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Bremner Area Project – Transportation Plan Introduction – Vision & Principles May 15, 2019

Green Infrastructure – The transportation network is integrated with open spaces, including storm water systems, public infrastructure, and natural habitats.

Smart City –The transportation network is adaptable to community needs and the changing future.

OUTLINE

The Transportation Plan outlines a high-level plan for Bremner from opening day to full build out. To support that growth, the Transportation Plan begins with a review of the regional and local context. The Transportation Plan is integrated with the land use plan developed in the ACP, transportation plans from surrounding urban growth areas and other jurisdictions, and the direction from the Edmonton Metropolitan Region Board (EMRB). The Transportation Plan describes the general network and targeted outcomes. The Transportation Plan is supplemented by the Bremner Area Project Design & Construction Standards. The Bremner Area Project Transportation Plan is organized as follows:

Section 1: Introduction – Vision & Principles

This section outlines the intent of the Transportation Plan, the Transportation Vision, and the Transportation Network Principles.

Section 2: Context and Framework

This section provides the policy framework for the Bremner Area Project Transportation Plan and identifies supporting documents. Key regional infrastructure is identified as it relates to Bremner and impacts it may have. This section also summarizes the land use direction from the Bremner and LEA ACP.

Section 3: Transportation Philosophy

This section introduces the concept of Complete Streets and key supporting design philosophy that will direct transportation infrastructure in Bremner including Universal Design, Winter City Design, the concept of Link and Place, Safe Systems and Vision Zero, Design Users, and Street Principles.

Section 4: Bremner Area Project Transportation Plan

This section presents the Bremner Area Project Transportation Plan in the context of the Transportation Vision and Network Principles. The section includes transportation networks and policies for all modes of transportation.

Section 5: Implementation

This section identifies a high-level implementation strategy for the Bremner Area Project Transportation Plan.

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Bremner Area Project – Transportation Plan Context and Framework May 15, 2019

CONTEXT AND FRAMEWORK

The Bremner Area Project Transportation Plan supports the implementation of the Bremner and LEA ACP and Utilities Master Plan. The Transportation Plan will be implemented, in part, through the application of the Bremner Area Project Design and Construction Standards. This section presents the policy framework that supports and influences Bremner and has directed the Transportation Plan.

POLICY FRAMEWORK

A brief description of Strathcona County policy documents that impact the Transportation Plan are summarized below.

Strathcona County Municipal Development Plan (MDP) – Bylaw 20-2017: Forwarding Our Future. Together. 2017 The recent update to the Strathcona County MDP includes specific consideration for Bremner. The MDP includes objectives related to complete communities, compact form, and transit-oriented development.

The MDP highlights a requirement for multimodal transportation and transit corridors. Active transportation infrastructure is to be connected throughout Bremner, and vehicular level of service guidelines are to be based on the transportation goals of Bremner.

Strathcona County Integrated Transportation Master Plan (ITMP), 2012 The ITMP was approved prior to selecting Bremner as the official urban growth node for Strathcona County. However, the ITMP did include Future Urban Growth Areas, with ambitious goals for transportation mode shift away from single-occupant vehicles for urban growth areas. The guiding principles for the ITMP include Sustainable Transportation, Regional Transportation Integration, Land Use Integration, Transit, Active Transportation, Travel Choices and Demand Management, Transportation System Management, and Multimodal Transportation Network.

The Bremner Area Project Transportation Plan will supplement the ITMP with specific focus on the goals and objectives of Bremner.

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Bremner Area Project – Transportation Plan Context and Framework May 15, 2019

REGIONAL CONTEXT

Bremner will play an important role in the future of the Edmonton Metropolitan Region and will depend on coordination of regional infrastructure for success. High-quality regional transit services are needed to provide travel options for regional employment. Bremner is located with access to two major Provincial and National highways (Highways 16 and 21), which constrains the number of vehicular access points into the community due to standards for interchange spacing. Bremner residents will be impacted by regional population growth, highway expansions, intersection locations, river crossings, regional active transportation networks, and LRT expansion. Key regional policies and infrastructure that are considered for the Bremner Area Project Transportation Plan are summarized below.

2.2.1 Edmonton Metropolitan Region Board Growth Plan and Transportation Plan

The 2016 Edmonton Metropolitan Region Board Growth Plan has identified Bremner as part of the Metropolitan Area containing an Urban Centre. An Urban Centre, is defined as “central urban areas in the metropolitan area that provide a sub-regional level of service. Urban centres are intended to accommodate mixed use development at higher intensities and include downtowns and central areas of urban communities.” The Growth Plan directs urban densities to coordinate development in a sustainable manner across the Edmonton Metropolitan Region. As part of a larger region, Bremner will ultimately be impacted by regional growth and transportation decisions like investment in higher order transit and road infrastructure.

2.2.2 Alberta Transportation

Alberta Transportation is the managing authority of Highway 16 and Highway 21, and is undertaking a number of projects and studies to identify access needs to Bremner including the:

• Highway 16 Functional Planning Study from Clover Bar Road to Highway 21; and • Bremner Highway Access Review. The Highway 16 Functional Planning Study from Clover Bar Road to Highway 21 remained ongoing at the time of completion of this document. The results of the Bremner Highway Access Review are identified in the Street Plan for Bremner and the LEA and are discussed in more detail in the attached Bremner Model Update Memo (Appendix A).

2.2.3 Sherwood Park

Sherwood Park is the existing major Urban Area within Strathcona County. Particularly in the short term, Sherwood Park will be an important connection for regional services and potential employment for many residents of Bremner.

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Bremner Area Project – Transportation Plan Context and Framework May 15, 2019

BREMNER AND LEA ACP

2.3.1 ACP Description

The Bremner and LEA ACP encompasses a total area of 2108.52 ha, and an additional 969.62 ha in the LEA. The overall study area is bounded by Highway 21 to the west, Point-Aux-Pins Creek to the north, Range Road 222 to the east, and the CN Rail Line to the south. The purpose of the ACP is to establish a framework for future land use planning and the provision of municipal infrastructure, services, and amenities in conformance with established planning policies, objectives, and requirements of Strathcona County based on the characteristics and opportunities contained within the site.

The Transportation Plan is a non-regulatory document that supports the implementation of the Vision of the ACP through identifying important transportation considerations for Bremner. The transportation and land use plan work together to impact how residents will get to work, school, and recreation. Affordability, safety, and health are intertwined between housing and transportation choices.

2.3.1.1 ACP Vision and Principles

The ACP is established with a central Vision and eight Principles to shape the plan. The Vision and Objectives for the transportation plan were established with consideration for these overarching principles.

Vision – The vision for the Bremner and LEA ACP informs the Transportation Plan through establishing the core values of Bremner. The Vision was adopted from the Bremner Growth Management Strategy (2014), a document that was endorsed by Strathcona County Council in 2016. The Vision was created in consultation with the public, landowners, and community stakeholders. The Vision is also included in the County’s Municipal Development Plan (MDP) and is summarized below.

Table 1: Bremner Vision

Green Connected Diverse

• Natural features • Walkable destinations • Educational and • Agricultural opportunities • Transit connections to the employment opportunities • Environmental sustainability region • Distinct urban destinations • Healthy and active • Diverse housing opportunities • Connections for all modes neighbourhood • Mixed use places with diverse activities

The Principals for the Bremner and LEA ACP have also been adopted from the Bremner Growth Management Strategy and were created in consultation with the public, landowners, and community stakeholders:

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1. Protect and Enhance the Natural Environment; 2. Maintain and Support Agriculture; 3. Reinforce and Diversify the Economy; 4. Accommodate a Diversity of Housing; 5. Provide Transportation Options for Everyday Travel; 6. Create Strong, Distinctive and Safe Neighbourhoods; 7. Establish a Hierarchy of Mixed-use Places; and 8. Provide a Full Range of Recreational and Cultural Amenities. The Transportation Plan’s Philosophy is established in Section 3 of this document. Associated Goals and policies are outlined in Section 4.

2.3.2 Land Use Development Concept

The land use concept was established to meet a number of overlapping goals and objectives. From a transportation perspective, residents will need to have access within, around, and through Bremner. The number of planned residents is based on minimum greenfield residential density identified by the Edmonton Metropolitan Region Growth Plan. The transportation network must respond to the resulting transportation demand. The stresses on the overall regional transportation network will be impacted by travel mode choices, which are further impacted by the land uses. The land use plan and supporting transportation network were created together and the policies and framework outlined in this document support the implementation of the ACP.

There are two areas within this Transportation Plan: Bremner and the LEA. The LEA is south of Highway 16 and is anticipated to be lower density industrial and employment land uses. North of Highway 16 is the Bremner portion of the study area and is arranged with higher density residential, mixed-use community nodes, Town and Village Centres and employment lands.

The Bremner Development Concept is illustrated in Map 1a and 1b.

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MAP 1A BREMNER DEVELOPMENT CONCEPT

0 250 500 1 ,000 Legend Meters

Transit Terminal/Transit Transfer Facility

Systems Interchange y a w il a Full Interchange R ic if c Partial Interchange a P n ia d Flyover a n a C Gateways Po in te -A ux -P Community Node Policy Area in s C re Primary Community Node ek Secondary Community Node Twp. Rd 534

Business Park Policy Area

Priority Wetlands, Uplands, and Open Space Policy Area 3 2 2

Major Open Space Corridor . d R

Neighbourhood Policy Area . g 5 n 2 R

Existing Country Residential 2

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. d Village Centre Policy Area 1 R 2 g

. . n y e Town Centre Policy Area R g w R H

O ldm a n C re ek

Hwy. 16

Note: This map is conceptual in nature. The exact location and alignment of land uses, facilities, roadways and services will be determined by the future development ASPs subject to Strathcona County's approval. BREMNER AREA CONCEPT PLAN MAP 1B LOCAL EMPLOYMENT AREA DEVELOPMENT CONCEPT

Legend 0 250 500 1,000 Transit Terminal/Transit Transfer Facility Meters Community Service Commercial Flyover Priority Wetlands, Uplands and Openspace Industrial

Major Public Service Systems Interchange

Full Interchange Partial Interchange 1 2

. y w H

Hwy. 16

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5 R 2

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4 o R a R in n 2 te C 2 -A re . u

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R k y ilwa l Ra iona Nat an adi Can

Future Road Connection to Lakeland Drive

The Town Centre is a central urban area that provides a sub-regional level of service. With a diverse mix of uses, the Town Centre will include commercial, cultural, and educational uses that service the entire community as well as high density residential. A transit station will connect the Town Centre to residents of Bremner and Strathcona County, as well as providing connections out of the Town Centre to regional destinations for the high-density residents.

Village Centres are service areas within a community that contains a Main Street and a mix of complementary land uses and activities in a compact form wherein the needs of daily life can be met within a convenient walking distance. They are characterized by a mix of uses including higher density residential housing, commercial and local community services. Village Centres focus on the provision of public transit opportunities and an active public realm.

The Neighbourhood Policy Area encompasses the majority of residential development within Bremner. Along with residential housing, this area will also include open space as well as local businesses and services to support active neighbourhoods and communities with a mix of uses. Residential areas will contain a variety of built forms to provide a diverse supply of housing that meets the broad range of needs and desires of future residents. Open space, such as community and neighbourhood parks with multi-use trails, will provide recreational opportunities and access for residents throughout their neighbourhood. Opportunities for local business and services will support the local economy while providing services in close proximity to where people live.

The Existing Country Residential Areas within Bremner will remain. This area includes the existing country residential subdivision of Tidan Heights which will be incorporated into future sub-area structure plans with consideration for adjacent uses and impacts of development on existing homes.

The Business Park Policy Area consists primarily of light and medium industrial uses with limited convenience commercial services that can support the industrial businesses and employees. This area does not include residential development but provides opportunities for employment for surrounding residents. Included within the Business Park is a transit-controlled location to ensure that employment can be accessed by various modes of transportation.

The Open Space Concept identified a major open space corridor which connects Point-Aux-Pins creek to the Oldman Creek as well as other priority wetlands, uplands, and open space areas to create a continuous open space corridor that loops through Bremner. Additional open space connections to centres and community nodes will be used to provide access for residents to environmental reserve and open space areas.

Community Nodes will be essential places for recreation, education, and culture. They build community and support healthy lifestyles. Integrated complementary uses including major community services, open space, commercial, residential, and schools will provide walkable nodes that function as activity hubs within smaller neighbourhood units.

The Local Employment Area is bound by Highway 16 to the north, Range Road 222 to the east, the CP Rail Line to the south, and Highway 21 to the west. The CN Rail Line creates a distinct edge due to its low permeability and curvilinear path. The intended use of the Local

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Bremner Area Project – Transportation Plan Context and Framework May 15, 2019

Employment Area is industrial and business employment, with direct connections to Bremner as well as connections to the rest of Strathcona County.

2.3.2.1 Population & Employment Estimates

Bremner is targeted to a higher density than Sherwood Park. This provides increased potential for transit and density around commercial, employment, and schooling. The typical densities and people per unit are summarized below.

Table 2: Bremner Housing Types

Type % of Total Units People/Unit

Single/Semi 49.3% 2.8

Row-house/Townhouse 44.0% 2.8

Mid-rise Apartment 4.8% 1.8

Mixed Use Residential 0.7% 1.5

High-Rise 1.2% 1.5

Low and medium density housing, located mostly in the Neighbourhood Policy Area, will house a mixture of demographic types, but will primarily consist of families, with or without children. Single people and young couples are more likely to be located in higher density and mixed-use areas. The mixed use and high density also provide opportunities for older adults looking to downsize and remain in their neighbourhoods within walking distance of amenities.

The estimated population demographics are summarized below. This estimate is based on previous population demographics developed for the Strathcona County travel demand model. The estimated population for Bremner is 79,000 people.

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Bremner Area Project – Transportation Plan Context and Framework May 15, 2019

Population Demographics 25000

20000

15000

10000

5000

0 0-14 15-24 25-44 45-64 65+

Figure 1: Bremner Population by Age 2.3.2.2 Employment

The employment areas in Bremner are concentrated primarily in the Business Park Policy Area and Town and Village Centres, as well as scattered throughout the Neighbourhood Policy Area and Community Nodes. There is also significant employment located south of Highway 16 in the Local Employment Area. Bremner is estimated to employ 17,301 people. There will be an additional 1,952 jobs within the LEA.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

TRANSPORTATION PHILOSOPHY

This section presents the foundational philosophies for the Bremner Area Project Transportation Plan to fulfill the Transportation Vision and Network Principles. The foundational philosophies include:

• Vision Zero & Safe Systems • Complete Streets • Universal Design & Design Users • Link & Place • Winter City Design • Street Principles

VISION ZERO & SAFE SYSTEMS

Vision Zero, a name originating from a Swedish campaign to eliminate traffic deaths and serious injury, is a transportation philosophy based on the principle that we, as street users and designers, cannot continue to accept serious injuries and fatalities as an outcome of transportation design. Vision Zero campaigns include many facets and can be branded in many ways, with the key objective of making streets safer.

The guiding principles for Vision Zero are enshrined in the United Nations “Decade of Action for Road Safety” with a goal for all countries and organizations to work toward reducing traffic casualties to zero. This idea is one of Bremner’s Transportation Network Principles and is also part of Strathcona County’s Traffic Safety Strategic Plan 2020.

Starting at the planning level for Bremner, all design decisions that impact users, must incorporate the Safe Systems Approach and consider the needs of all street users, regardless of age, ability, and income.

The Safe Systems Approach acknowledges that even responsible people make mistakes, and the users and designers of the transportation network share the responsibility in minimizing the impacts of those mistakes. Employing ideas from the Alberta and Federal guides that discuss the Safe Systems Approach, Bremner’s Transportation Plan is based on Safe Systems principles to achieve Vision Zero.

Safe Systems includes four key principles:

• People make mistakes. Research internationally has found that even if a driver follows all the “rules of the road” perfectly, there would be a reduction in fatalities of only 50%1. Clearly, there are other factors that need to be addressed to eliminate deaths and serious injuries that could be caused by human error.

1 Safer Journeys New Zealand. 2014. The Safe System approach – how to get the message into your communications. http://www.saferjourneys.govt.nz/assets/Safer-journeys-files/Communicating-the-Safe-System-approach-May-2014-FINAL.pdf

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

• People are vulnerable. The human body can only handle so much impact. Safe Systems aim to manage the magnitude of crash forces, increasing the chance of survival and reducing the chance of serious injury or death. • Everyone shares responsibility. Planners, engineers, policy makers, educators, enforcement officers, vehicle manufacturers, utility providers, and insurers all have key roles to play in achieving a Vision Zero outcome. • The system needs redundancies. Redundancies means there are levels of backup in case one system fails. This can include vehicle technology, users that know the rules and keep their skills current, vehicles that are well-maintained, and a street that is self-explaining and designed to encourage safe behavior and forgive human error.

Safe Systems and Vision Zero is actioned through the Bremner Area Project Transportation Plan, and associated Bremner Area Project Design & Construction Standards, by applying the following planning and design approaches.

3.1.1 Design Domain

The design dimension for each element of a street should be selected based on the context and intended use of the street. To do so, each street element can take a range of values defined as the Design Domain. For example, in some instances lane widths or sidewalks may be wider or narrower based on the land uses adjacent to the street, the classification of the street (e.g., Arterial Street), and where the buildings are located, in relationship to the street. A well- designed street will review the Design Domain of all the elements within the public right of way to provide an acceptable balance between level of service, cost, quality of life, and environmental impact, resulting in the best level of safety to all its users. In a Safe System, that level of safety should be the priority ahead of all other elements.

For Bremner:

• Design Domain is provided for each street element based on the 2017 Transportation Association of Canada’s Geometric Design Guide for Canadian Roads; and • Different street types are defined to identify transportation modal priority.

3.1.2 Speed

The speed drivers travel is one of the most important features in reducing the incidence of collisions and mitigating the impact of those that do occur.

The figure below illustrates the impact of speed on crash survival. Users without any protection, like people walking or cycling, have rates of survival that are significantly lower as speeds increase above 30 km/h.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

Figure 2: Impact of Speed on Collision Survivability (Based on: http://www.rsa.ie/en/RSA/Road-Safety/Campaigns/Archived-Campaigns/Mess--Crash/The-statistics/) Design speed is typically 10 km/h higher than posted speed. A study completed for the City of Edmonton identified that 85th percentile running speeds on most streets proved to be closer to the design speed than the posted speed. If the design is intended to have users drive a certain speed, the street design needs to create a “Self-Explaining Road” (SER) environment. The SER concept is centered on making streets safer by making them more user friendly and understandable for all users.

For Bremner:

• Design speed to equal posted speed to equal targeted operating speed. • Streets that have a high probability of interactions between people walking and cycling with people driving have a lower design speed such as local streets, main streets, and turning vehicles at intersections. • Street design and selection of Design Domain dimensions for street elements are used to influence street operating speeds and reinforce design speeds such as lane width and horizontal offsets to trees. • At intersections and mid-block crossings, low curb radius, raised crossings, and other visual cues are used to reinforce low operating speeds.

3.1.3 Sightlines

Adequate sight distance is necessary to allow users to adjust their behavior to help prevent conflicts, particularly at intersections, driveways, and mid-block crossings. Clear space prior to these conflict points will allow street users time to recognize a potential conflict, time to make decisions, and time to yield/stop.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

For Bremner:

• Street elements that can restrict sightlines such as bus stops, signs, trees, landscaping, poles, traffic cabinets, and on-street parking at and near intersections and driveways are located to allow necessary sightlines and clear space, reducing visual obstruction, based on the target operating speed. • Curb extensions and compact intersection design are used where possible to place more possible conflicting activity within the clear sight triangle and sightlines of all street users.

3.1.4 Separating Conflicts

Most crashes in urban areas occur where people using various modes must cross paths, including intersections and driveways. The best way to improve safety at conflict zones is to maintain or improve the separation between users of different modes in these locations, either though physical barriers or implied barriers, like separated signal phases. Ways to improve this outcome include: shortening crossing distances, providing two stage queuing areas for people cycling, providing median refuges for people walking and cycling, and using signals to provide separate signal phases for each user at signalized intersections.

For Bremner:

• Physically separated facilities are provided for people walking, cycling, and driving, unless volumes and speeds are very low to meet the needs of the Design Users and reduce conflicts between users from occurring at incompatible speeds. • Bus stops are designed to separate movements of transit vehicles, people walking and boarding buses, and people riding bicycles. • Traffic signal phasing is used to separate conflicting movements and prioritize safety such as split signal phasing, protected turns, and leading intervals.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

UNIVERSAL DESIGN & DESIGN USERS

Figure 3: Designing for All Users2 Universal Design is an approach to design that increases the potential for developing a better quality of life for a wider range of individuals. The design process creates an environment that is usable to as many people as possible regardless of age, ability, or situation. The goal underscoring Universal Design is social inclusion, which addresses the barriers faced by people with disabilities, older people, children, and other populations that have been overlooked in the design process. In so doing, streets will be designed for the movement of all people at various stages of life and regardless of ability.

Streets are people places (see Link & Place, Section 3.3). How those streets come together as a network, impacts who can use them, and how they are used. Streets are also a public space with limited width, and how that width is allocated impacts their use (see Complete Streets, Section 3.4). Ultimately the users of streets are people – people in cars, people on their feet, people riding their bikes, people using wheelchairs, people waiting for transit, people in buses, people driving, and people moving goods and services to, from, and around Bremner.

2 Adapted from City of Edmonton. Checklist for Accessibility and Universal Design in Architecture.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

The following Design Users are used as the basis for the Bremner Area Project Transportation Plan and the associated Bremner DSC:

• People Walking – Person using a mobility aid and walking speed of older adults and young children as Design User; • People Cycling – Person that is uncomfortable sharing streets that have high volumes of motor vehicles or high operating speed as Design User; • People Riding Transit – Access to transit by people walking; city bus as Design Vehicle along streets with transit service, at transit centres, and at intersections; • People Driving – Passenger car as Design Vehicle; • Delivering Goods – WB-21 tractor trailer as Design Vehicle for Arterial Streets and streets in industrial areas; medium single unit truck for deliveries on Main Streets, Primary Collector Streets, and Collector Streets; and • Emergency Services – Fire truck as Control Vehicle for all streets.

LINK & PLACE

Traditionally, streets have been primarily thought of as a link where the main function is to connect destinations. Streets, however, also function as a social space and can be a destination and designed to support the uses (e.g., businesses) along the street.

Streets are a valuable public amenity that take up a significant proportion of a community’s land. When their use is limited to only supporting driving, other users are excluded from this amenity. Considering the network as a combination of both links and places, with streets that serve as both, is a way to make the public space more valuable to everyone. Bremner’s streets are based on the consideration of link and place which impacts the Design Users, the selection of necessary infrastructure (i.e., street elements), and the Design Domain dimensions for the necessary street elements.

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

Figure 4: Link and Place Concept

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Bremner Area Project – Transportation Plan Transportation Philosophy May 15, 2019

COMPLETE STREETS

A core philosophy for Bremner is developing a network of streets, trails, and public transit routes/connections that are safe and accessible for everyone in Bremner, regardless of age, ability, income, or mode choice.

For the past 60 years in North America, streets have been primarily designed for people driving. These design practices made it difficult, even unsafe, for people to walk or ride a bike in the public right of way. Transit users were often relegated to infrequent service with poor access to stops. Complete Streets level this playing field. While not every street needs to serve every user equally, a Complete Street network allows users to make real choices about the mode they want to use to get around.

“Everyone, regardless of age, ability, income, race, or ethnicity, ought to have safe, comfortable, and convenient access to community destinations and public places – whether walking, driving, bicycling, or taking public transportation.” – National Complete Streets Coalition

There are several challenges that arise when designing a street:

• How can the often-competing demands of people walking, riding bikes, taking transit, delivering goods, and driving be accommodated? • How can the design reflect the varying land uses along a corridor today and in the future? • How can cost-effective innovations, such as sustainable practices and improved urban design, be incorporated? • How can the essential infrastructure be accommodated, such as hydrants and street lights? • How are placemaking elements like public art, special branding, and amenities provided and how might they vary to reflect unique community needs along a corridor? The Transportation Plan and the supporting Design and Construction Standards provide direction for a network of streets that connect people to work, school, and social opportunities across and outside of Bremner. While the Bremner Area Project Design & Construction Standards provide more detailed design direction for streets, including cross sections, intersection treatments, design users and traffic impact assessment guidelines, the network is a key element of Complete Streets and is developed through the Transportation Plan.

Complete Streets design is an iterative, engaged process that requires network consideration and testing of design alternatives. The intent of the process is to ultimately achieve a recommended design that aligns with public and stakeholder feedback, visions, goals, and principles, while considering land use context and modal priorities to finalize design recommendations.

Specific guidance on implementation for Complete Street design in Bremner can be found in the Bremner Area Project Design & Construction Standards.

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WINTER COMMUNITY DESIGN

Designing for a winter community means considering the impact of transportation design on use in all seasons. This consideration needs to happen at the outset. Five principles that apply to designing for winter are:

• Design and provide infrastructure that supports desired winter life and maintenance and improves comfort in cold weather; • Create visual interest with light; • Incorporate design strategies to block wind; • Maximize exposure to sunshine; and • Use colour to enliven the winterscape.3

Figure 5: Winter City Streetscape4

STREET PRINCIPLES

There has been a conscious choice in the Transportation Plan to use the term “street” instead of “road.” Streets are places for people, a part of the public realm where users interact with one another that consider both Link and Place in their design. There will be no roads within Bremner; each street will provide for users of various ages, modes, and abilities, specific to the context and purpose of the given street. Streets are the tools by which the transportation network is implemented. The supporting Bremner DSC contain specific design requirements in how to allocate the street right of way and design streets, intersections, and other street elements for users of all abilities and modes. The Street Principles listed here (with more details provided in the Bremner Area Project Design & Construction Standards) impact how to create streets that support the Transportation Vision and Network Principles and incorporate Safe Systems/Vision Zero, Universal Design, Winter City Design, and Complete Streets.

3 City of Edmonton. 2016. Winter Design Guidelines 4 City of Edmonton. 2016. Winter Design Guidelines

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The Street Principles are:

Streets are for Everyone

• Streets are equitable and inclusive. • Streets are comfortable and safe for children and older adults.

Streets are Multimodal

• Streets are designed to prioritize active transportation and transit. • Streets provide a network for goods and commuter movements that connect to local and regional destinations.

Streets are Safe

• Streets are safe and comfortable for all users in all seasons. • Streets are designed to prioritize the safety of active transportation users, recognizing their vulnerability. • Streets are appropriately lit and landscaped and provide a high level of personal security.

Streets are Healthy

• Streets support healthy environments and lifestyle choices. • Streets support active transportation. • Streets support positive mental health. (Streets are safe, green, and quiet).

Streets are Public Spaces

• Streets are places, not just links. • Streets are designed for recreation, cultural expression, social interaction, and celebration.

Streets Create Value

• Streets encourage activity and provide multimodal access, generating value for residents and businesses. • Streets incorporate public utilities to support development and growth.

Streets are Flexible

• Streets can transition over time and as land use context changes along a corridor.

Streets are Ecosystems

• Streets incorporate green infrastructure and low impact design to improve biodiversity and quality of the environment in all seasons. • Streets design is informed by natural resources and the local climate.

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BREMNER AREA PROJECT TRANSPORTATION PLAN

Achieving an accessible, connected, and integrated multimodal transportation network in Bremner as outlined by the Transportation Vision will require the combination of thoughtful land use planning policies with intentional transportation infrastructure and service provision. The Transportation Plan is organized based on the Transportation Network Principles and defines the key components of the Bremner transportation network and the associated policies to achieve the community Vision.

DEMOGRAPHICS AND TRAVEL OPTIONS

The transportation network supports users of all ages, abilities, and incomes.

The average Bremner resident will likely be 25-44 years old, may work in an industrial area or in Edmonton, and commute by car. However, commuter trips are not the only trips that Bremner is designed for. As the modelling results showed, half of all trips generated in Bremner in the PM Peak Hour, stay within Bremner. A community designed for the typical commuter alone is not enough to be the makings of a great place. The transportation network has to be equally accessible for a person in a wheelchair, a child learning to ride a bike, a student who cannot afford a car, and a senior who crosses the street a little slower than the average resident.

“We believe that if everything we do in our public spaces is great for an 8-year-old and an 80-year-old, then it will be great for all people” – 8-80 Cities

Regardless of trip purpose, age, ability, or income, transportation choices are provided in Bremner to support transportation for all people.

4.1.1 Travel Patterns

Bremner will be home for almost 80,000 people, and a place of work for 20,000 (if the LEA is included). Bremner will be an urban hub that serves residents within its boundaries, but also attracts people from outside Bremner to use its services and shops, work at its jobs, and attend its schools. Bremner’s location with access to a Provincial and National Highway network provides those in Bremner with access to work, shopping, and school in Sherwood Park, Edmonton, the Industrial Heartland, and the greater Edmonton Metropolitan Region. But gone are the days where proximity to highways alone, provide sufficient access. The growing metropolitan region is transitioning into a more urban centre, with improving access to rapid transit and high-quality cycling infrastructure being equally important to the transportation system. Investment in multimodal transportation infrastructure will support Bremner as a modern, innovate community and a thriving part of the Region.

Bremner and the LEA are estimated to generate or attract as many as 400,000 trips by all modes on an average weekday. Multimodal transportation infrastructure and services are required throughout Bremner to support these trips by residents, businesses, and visitors. Providing service

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for users of all ages and modes was identified as a key outcome for the transportation network in Bremner. The ACP, multimodal travel modelling, and transportation goals and objectives were used to identify how and where to prioritize various modes. Understanding that providing access is important for economic success, and that Strathcona County values transit, cycling, and walking as equitable, safe, and environmentally sustainable transportation options, a multimodal modelling assessment was used to identify corridors and facility types to best accommodate trips within, to, and from Bremner.

People within Bremner should be able to choose the mode that is right for their journey. Most trips within Bremner are easily achievable on foot, by bike, or using local transit. Transit service can provide access to destinations outside Bremner, like Sherwood Park, downtown Edmonton, and post-secondary institutions. Access to regional highways and neighbouring communities are also provided for those driving or as passengers in private vehicles.

Proximity to services and access to those services will be large determinants in how many people are able to select a mode other than driving to get around. Bremner’s compact form promotes walkability and cyclability. A cyclist could reasonably travel between Village Centres and the Town Centre in less than 30 minutes. Most residents will live within 1 km of a school, and about that close to one of the Town or Village Centres.

4.1.1.1 Destinations

The 2015 Edmonton Household Travel Survey identified that around half of daily trips generated in Sherwood Park are destined for Sherwood Park. This pattern once again emerges in Bremner. The modelling results indicate that of the more than half of all trips generated in Bremner or the LEA are destined for Bremner and the LEA, with about 60% of those trips being completely internal to Bremner. Trip origins and destinations are summarized in Figure 6.

14%

26% 60%

Bremner & LEA Strathcona County External

Figure 6: Trip Origins and Destinations in Bremner and the LEA

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This pattern indicates a strong potential for people within Bremner to make a choice to get around on foot or by bicycle, as many of the trips within the Bremner area are short enough for most users to comfortably cycle.

4.1.2 Transportation Mode Choice

The design of Bremner’s integrated transportation and land use system is intended to develop a community where more travel options are available for all journeys. The shift away from exclusively auto-oriented transportation infrastructure supports the goals of a Green, Connected, and Diverse Bremner.

There are two available sources to review the existing mode share in Sherwood Park: the 2015 Regional Household Travel Survey and the 2016 Government of Canada Census. Typical mode shares for Sherwood Park based on these data are summarized in below. Note that Household Travel Survey Data is not specific to Sherwood Park, but includes regional traffic.

80% 70% 60% 50% 40% 30% 20% 10% 0% Driver Passenger Public Walked Bicycle Other Transit

Commuting Mode Split (Federal Census) All Day Mode Split (Household Travel Survey)

Figure 7: Sherwood Park Existing Mode Share5 The transportation and land use plan for Bremner have been designed to accommodate multimodal trip choice. Modelling results based on the goals and objectives of Bremner show a potential shift in mode away from the personal vehicle towards transit, cycling, and walking, especially for shorter trips within Bremner.

4.1.2.1 Transit

Transit ridership in Bremner and the LEA is estimated to potentially only account for less than 1% of total trips. However, modelling indicated that increasing frequency and coverage could improve those outcomes. Long term transit planning within Bremner will require frequent review,

5 Canada Census for Sherwood Park. 2016, Journey to Work, City of Edmonton/Alberta Transportation. 2015 Household Travel Survey, Person-km Travelled by Mode (Daily) for the Region

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4.1.2.2 Cycling and Walking

Multimodal modelling tested two general scenarios: a scenario which assumed that regional travel patterns seen today remain constant over the course of Bremner and LEA build out, and a scenario which assumes that travel patterns shift towards more urban behavior. The multimodal modelling is described in more detail in Appendix A (Model Memo).

These scenarios are described below in Table 3.

Table 3: Multimodal Modelling Scenarios Network Targeted Name Description speeds mode shares (ped/cyc) (ped/cyc)

1 Scenarios with regional travel patterns

No investment in walking and cycling along main streets and collectors 4.3 km/h 6.4 % 1a (walking and bicycling allowed on 9 km/h 0.8 % streets)

Investments on separate 4.3 km/h 1b cycling/walking infrastructure along n/a main streets and collectors (+ring trail) 18 km/h

2 Scenarios with travel patterns altered towards more urban behavior

No investment in walking and cycling along main streets and collectors 4.3 km/h 10.8 % 2a (walking and bicycling allowed on 9 km/h 1.7 % streets)

Investments on cycling/walking 4.3 km/h 2b infrastructure along main streets and n/a collectors (+ring trail) 18 km/h

The results of this modelling for the PM Peak Hour originating and destined within Bremner are summarized in the following table.

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Table 4: Multimodal Modelling Results

Scenario Scenario 1a Scenario 1b Scenario 2a Scenario 2b

Mode Share Pedestrians 6.7% 11.7% 11.9% 19.8%

Mode Share Cycling 1.5% 2.0% 3.2% 4.3%

Mode Share Driving/Transit 91.8% 86.2% 84.9% 75.9%

Average Length Pedestrian Trip (km) 1.1 1.5 1.1 1.6

Average Length Cycling Trip (km) 1.8 2.7 1.9 2.5

Average Length Driving/Transit (km) 3.1 3.1 3.2 3.3

Key outcomes that can be observed from this data include:

• Driving will continue to be a dominate mode in Bremner regardless of investment in cycling and walking infrastructure, and drivers will need to continue to be accommodated through parking and driving infrastructure. • Investment in cycling and walking facilities have a significant impact on walking mode share in particular, but also improve the distance users are willing to cycle. • Providing high quality cycling and walking infrastructure is advantageous, even if user preference for driving remains consistent in Bremner to current patterns seen in the Edmonton Region. • The results indicate that the greatest impact for cycling and walking takes place within Bremner, not for trips in the region as these are too long to be significantly altered through infrastructure. The focus of cycling and walking facilities should be within Bremner with connections to the LEA.

4.1.3 Highway Access

This plan was developed in partnership with Alberta Transportation to identify what level of interchange access would be supported within Bremner and the LEA. Access to the provincial highway network is crucial for success of the community. However, that cost must be balanced with regional needs and preserving Highway Capacity and function. Alberta Transportation and Strathcona County will work together to provide three interchanges into the Bremner Area:

• Full access at Highway 21 and Township Road 534, • Full access at Highway 16 and Range Road 224, and • Partial access (westbound traffic only) at Highway 16 and Range Road 223. Alberta Transportation’s modelling results are discussed in Appendix A.

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4.1.4 Demographic & Travel Option Policies a. Require the transportation network to include transportation mode options for all trips to ensure access for users of all ages, abilities, and incomes. b. Consider transit corridors on Arterials when higher order transit to the region is provided within Bremner to support access to regional transit connections. c. Require street designs that include separated facilities (cycle tracks or multi-use trails and sidewalks) within the right of way on all arterial and collector classified streets to ensure a highly connected active transportation network with access to key destinations and services. d. Require local streets to include sidewalks on both sides of the street and to be designed to safely accommodate vehicles and bicycles sharing the right of way through low speed design to ensure a connected active transportation network with connections to all arterial and collector streets. e. Require transit stops to be located within 400 m of all residences to ensure transit is a viable transportation option for all of Bremner. f. Require transit stops to be located within 250 m of seniors housing (with stops spaced at 300 m) and community housing, and to be designed to accommodate users with mobility aids and visual impairments to ensure access to transit for users of all ages, abilities, and income.

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ACCESS, MOBILITY, AND CONNECTIVITY

The transportation network provides access in all seasons to residents and businesses by all modes of transportation within Bremner, Strathcona County, and the Edmonton Metropolitan Region.

4.2.1 Transportation Network

The transportation network for Bremner includes a range of streets with varying levels of service for people using all modes. The network has been developed to accommodate all trip types and all users. The below table shows how the transportation network has been characterized for the different users depending on the trip type.

Table 5: Trip Type and Infrastructure Summary

Getting To and From • Prioritize: Goods Movement, People Riding Transit, People Driving Bremner • Accommodate: People Walking, People Cycling

• Transit: Edmonton Express Route, Connections to LRT and Sherwood Park, Park and Ride Facility • Walking and Cycling: Off-Street Multi-Use Trail

• Street Types: Arterials, Industrial Arterials • Typical Destinations: City of Edmonton, Sherwood Park, Industrial Heartland

Getting Around • Prioritize: People Cycling, People Riding Transit, People Walking, People Bremner Driving • Accommodate: Goods Movement

• Transit: Local Transit Routes, Park and Ride Locations, Transit Centres • Walking and Cycling: Multi-Use Trails and Cycle Tracks, Bike Parking

• Street Types: Off-Street Multi-Use Trails, Collector, Main Street Collectors, Primary Collector, Industrial Collector • Typical Destinations: Town Centre, Community Nodes, Schools, Local Employment Area

Getting Around the • Prioritize: People Walking, People Cycling, People Riding Transit Neighbourhood • Accommodate: People Driving, Goods Movement

• Transit: Dynamic Transit • Walking and Cycling: Sidewalks, Multi-Use Trails, Cycle Tracks

• Street Types: Residential Laneway, Commercial Laneway, Reverse Housing Laneway, Local, Shared Street, Industrial Local. • Typical Destinations: Village Centres, Schools, Transit Stops, Local Commercial Areas

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4.2.1.1 Getting To and From Bremner

Bremner and the LEA are estimated to generate or attract as many as 400,000 trips by all modes on an average weekday. The Bremner & LEA Area Concept Plan, Transportation Plan and accompanying traffic modeling is primarily focused on the street network within Bremner and LEA but recognizes the requirement to get to and from Bremner and LEA. The transportation modelling indicates that about 40% of trips are external to Bremner to destinations such as Sherwood Park, Ardrossan, rural Strathcona County, Edmonton, Fort Saskatchewan and Alberta Industrial Heartland. Transit service can provide access to destinations outside Bremner, like Sherwood Park, downtown Edmonton, and Fort Saskatchewan. Access to regional highways and neighbouring communities are also provided for those driving or as passengers in private vehicles.

Strathcona County's growth into the Bremner and LEA Areas will result in future improvements on the transportation network beyond the boundaries of these areas, including Range Roads 223, 224, and 225 North and South, as well as Township Road 534 East and West. Although outside the scope of the ACP and Transportation Plan Work, it should be noted that further studies and analysis is required to fully understand these impacts from both infrastructure requirements and financial perspective.

4.2.1.2 People Driving

The transportation network includes infrastructure for people driving and carpooling to destinations within Bremner and the Edmonton Metropolitan Region. Streets are organized in a hierarchy of classifications to support the range of trips. Streets are designed to serve all users, from people driving to people walking. The consideration for those driving, carpooling and using car share is summarized below. Details on the design of all street types can be found in the Bremner Area Project Design & Construction Standards.

Table 6: Street Purpose for People Driving and Passengers

Getting To and From • Street Types: Arterial Street, Industrial Arterial Street Bremner • Users: Regional commuters, post-secondary students, commercial and industrial goods movement • Characteristics: Higher design and operating speeds (50 – 60 km/h), higher volumes of people driving, facilities for people walking and cycling are located within the right of way, but not in the Travelled Way of the street. Intersections may be larger and include right and/or left turn lanes and signals or roundabouts. These streets provide direct access to Highway 21 and Highway 16.

Getting Around • Street Types: Collectors, Main Street Collectors, Primary Collectors, Bremner Industrial Collectors • Users: Local commuters, elementary and secondary school students, people travelling to stores, recreational facilities, and jobs. • Characteristics: Design and operating speeds of 30 – 50 km/h, lower volumes of people driving with more people walking and cycling. May include transit routes and cycling facilities could be in the form of cycle tracks within the Travelled Way. These streets primarily provide access between residential areas and employment and retail areas within

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Bremner. Trips are shorter. Intersections may be stop controlled, signalized, or roundabouts.

Getting Around the • Street Type: Residential Laneway, Commercial Laneway, Reverse Housing Neighbourhood Laneway, Local Street, Shared Street, Industrial Locals • Users: Local access • Characteristics: Low design and operating speeds (30 - 50 km/h or less) and low volume streets. People cycling can safely share the Travelled Way in some cases. May be more midblock crossings and no direct transit service.

The street network is illustrated in Map 2.

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MAP 2 ROAD CLASSIFICATION AND NUMBER OF LANES

0 375 750 1,500 Legend Meters 2 Lane Main Street Collector 2 Lane Industrial Collector Fly-Over 2 Lane Collector 2 Lane Industrial Arterial Transit Terminal/Transit Transfer 2 Lane Primary Collector Eco-Trail Systems Interchange 4 Lane Arterial 4 Lane Industrial Arterial Bremner 4 Lane Primary Collector Full Interchange Local Employment Area 6 Lane Arterial Partial Interchange

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4.2.1.3 People Walking and Cycling

The same street network that serves people driving has also been designed to serve those who are walking and cycling. Map 3 shows how active transportation facilities are accommodated on the street network within Bremner. Regional trips are accommodated by the proposed street network (as the streets have facilities for these users on them) and the eco-trail system both within Bremner and connections to the south and west. Details on the all ages and abilities active transportation network are discussed on the following pages.

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MAP 3 ACT IVE T RANSPORT AT ION FACILIT IES

0 375 750 1,500 Meters Le g e nd Arte rial – 3.0m Multi Use T rail on Each Side Eco-T rail of the Stre e t Fly -Ove r Priority Up lands Prim ary Colle ctor – Raise d Cy cle T rack in the Boule vard on Each Side of the Stre e t T ransit T e rm inal/T ransit T ransfe r Facility Colle ctor – 3.0m Multiuse T rail on one side Priority Up lands (Op e n Sp ace ) Sy ste m s Inte rchang e of the stre e t and boule vard side walk on Bre m ne r the othe r side of the stre e t

Local Em p loy m e nt Are a Industrial Arte rials – 3.0 m Multi Use T rail Full Inte rchang e on Each Side of the Stre e t

Industrial Colle ctors – 3.0 m Multiuse trail Partial Inte rchang e on one side of the stre e t

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Note : T his m ap is conce p tual in nature . T he e xact location and alig nm e nt of land use s, facilitie s, roadway s and se rvice s will be de te rm ine d by the future de ve lop m e nt ASPs subje ct to Strathcona County 's ap proval. BREMNER AREA CONCEPT PLAN Bremner Area Project – Transportation Plan Bremner Area Project Transportation Plan May 15, 2019

Walking Most trips start and end with walking. Infrastructure built for walking, like sidewalks, street crossings, and multi-use trails, provide a connected network of options for children, teens, seniors, adults, people with visual impairments, and people using mobility aids to navigate their community. Walking is a low cost, highly accessible form of transportation. When a community is designed for walking there are benefits to everyone, such as:

• Improved physical health and reduced risk of diseases; • Reduced congestion and improved traffic safety; • Reduced air pollution and use of non-renewable energy sources; • Increase economic benefit through promoting activity around retail centres; • Cost savings for residents; • Improved quality of life through social interactions and tourism; and • Equal access to the community for lower income residents.6 Walking infrastructure in Bremner will include sidewalks, multi-use trails, shared streets, laneways as well as midblock crossings and intersection crossings. A quality walking network will eliminate barriers users may feel to walking, improve and prioritize comfort for those on foot or using mobility aids, and be accessible for all users.

Table 7: Characteristics of a High-Quality Walking Network

• There should be walking infrastructure on every street. • Infrastructure should be maintained and cleared of snow in the winter. Elimination of Barriers • Intersections should be designed to minimize crossing distance with small curb radii to slow turning vehicles.

• The Pedestrian Through Zone (sidewalk or portion of the sidewalk that people walking or using mobility aids can easily traverse) should be designed as identified in the BREMNER AREA PROJECT DESIGN & CONSTRUCTION STANDARDS, with sufficient width for two people using mobility aids to pass Comfort comfortably. • Sidewalks should be located in visible areas with lighting. • Sidewalks should be buffered from vehicles via boulevards, parked cars, or discomforted mitigated through slow design speeds. • Seating provided.

• Curb ramps should be along the desire line of the Pedestrian Through Zone and raised crossings or intersections can be used. Accessibility • Wait times at signalized crossings should be minimized. • Wayfinding should be included to major destinations and community nodes.

For Bremner, walking facilities have been identified to promote safe walking, and land use has been identified to promote walkable neighborhoods with destinations located within 1 km of all homes. Multimodal modelling indicated that, even with minimal walking infrastructure investment, the average walking trips in Bremner was 1.1km, so destinations within that boundary are valuable to contribute to a walkable community. Map 4 shows the map of Bremner with the Town and Village Centres encompassed in a 1 km walkshed from those destinations. The map

6 City of Edmonton. 2009. Edmonton Walkability Strategy

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Bremner Area Project – Transportation Plan Bremner Area Project Transportation Plan May 15, 2019 also shows the primary and secondary community nodes encompassed by a 1km walkshed (shown in cross-hatching).

Walking facilities for the Design User are summarized in the following table.

Table 8: Walking Facility Types Summary

• Facility Type: Multi-Use Trails Getting To and From • Typical Destination: Recreational Bremner • Street Type: Arterial Street, Industrial Arterial Street, Off-Street Multi-Use Trail

• Facility Type: Multi-Use Trails, Eco-Trail, Sidewalks Getting Around • Typical Destinations: School, work, shopping Bremner • Street Type: Off-Street Multi-Use Trail, Regional Trail, Collector, Main Street Collector Street, Primary Collector, Industrial Collector Street

• Facility Type: Sidewalk, Multi-Use Trail, Shared Street Getting Around the • Typical Destinations: Transit, shopping, schools Neighbourhood • Street Type: Residential Laneway, Commercial Laneway, Reverse Housing Laneway, Local Street, Shared Street, Industrial Local Street

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MAP 4 WALKSHED

0 375 750 1,500 Meters Legend Eco-Trail Village Centre Policy Area Fly-Over Walkshed - 1 km Buffer from Walkshed - 1km Buffer from Town & Community Nodes Village Centre Policy Areas Transit Terminal/Transit Transfer Facility Town Centre Policy Area Bremner Systems Interchange Local Employment Area

Primary Community Node Full Interchange Secondary Community Node Partial Interchange

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Cycling Cycling, like walking, is an accessible, equitable, and low-cost form of transportation that provides independence for users who may be unable to, or choose not to, drive. People cycling take less space in the right of way and are less environmentally intensive than drivers. There is growing evidence that high-quality bicycle infrastructure increases the number of people cycling, an outcome which aligns with the goals and objectives of the Bremner and LEA ACP.

Based on the available research and industry best practice planning and design guidance from the Transportation Association of Canada (TAC, 2017) and the National Association of City Transportation Official (NACTO, 2017), cycling infrastructure should be designed for people of all ages and abilities. This means that facilities should be designed for the users who tend to be less confident and more risk averse. Characteristics of these users and design implications for those users are summarized below.

Table 9: User Characteristics for All Ages and Abilities Cycling Routes7

User Characteristics Geometric Design Implication

Prefers multi-use paths, bicycle Facility provision should emphasize low-volume and low-speed boulevards, or bike lanes along low- routes, either through route selection or engineered traffic calming. volume, low-speed streets. Where routes are along higher-volume streets, physical separation from traffic is preferred.

May have difficulty gauging traffic Intersection treatments that lower exposure to conflicts and minimize and may be unfamiliar with the merge/weave maneuvers are preferred. Increased delay for people “rules of the road” as they pertain to cycling is accepted if a safer, more comfortable maneuver is well riding a bicycle; may walk their bike accommodated. across intersections.

May use less direct routes to avoid On high-volume streets, facility provision should emphasize physical arterials with high traffic volumes. If separation from traffic. no comfortable facility is available, may ride on sidewalks.

May ride at speeds around 12 to 20 Design for 30 km/h. km/h. Downhill grades may significantly increase riding speed.

Typical trip distance of 1.5 to 8 km. Out of direction travel becomes more onerous on shorter trip distances. Network and route design should emphasize directness.

Will want to be able to travel with Facilities should allow for side-by-side riding while permitting family and friends. This includes side- comfortable passing opportunities for other riders. by-side social riding, and side-by- side riding with children.

7 Transportation Association of Canada. 2017. Geometric Design Guide for Canadian Roads

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Cycling facility and design standards are included in the Bremner Area Project Design & Construction Standards. An overview of cycling facility types based on trip type is summarized below.

Table 10: Cycling Facility Types Summary

Getting To and From • Facility Type: Off-Street Multi-Use Trails, Eco-Trails, Cycle Tracks Bremner • Typical Destination: Sherwood Park Edmonton and Local Employment Area • Street Type: Off-Street Multi-Use Trail, Arterial Street, Industrial Arterial Street

Getting Around • Facility Type: Multi-Use Trails, Eco-Trails, Cycle Tracks Bremner • Typical Destination: Town and Village Centre, Transit Hubs, Schools, Regional Park • Street Type: Off-Street Multi-Use Trail, Collector Street, Main Street Collector, Primary Collector Street, Industrial Collector Street

Getting Around the • Facility Type: Shared Streets, Multi-Use Trails Neighbourhood • Typical Destination: Neighbourhood commercial, Schools • Street Type: Residential Laneway, Commercial Laneway, Reverse Housing Laneway, Local Street, Shared Street, Industrial Local

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4.2.1.4 People Taking Transit

The street network has also been designed to accommodate transit facilities and movements by transit vehicles. The overall transit plan is illustrated in Map 5.

Transit services provides numerous benefits to a community. It is an additional transportation option for all users, and particularly for those that may not own a vehicle, such as older adults, teenagers and children, people with mobility challenges, and lower income individuals. Transit also provides access to regional destinations and provides relief for congested streets by making more efficient use of space. A successful transit network, when paired with complementary land uses and walking and cycling infrastructure, can liberate residents from needing to own a vehicle, or limits the number of vehicles a household requires.

People riding transit are prioritized on most streets in Bremner, whether for making trips within around their neighbourhood, within Bremner, or getting to and from Bremner. Details on the transit facilities based on anticipated trip types is described in Table 11 below.

Table 11: Transit Facility Summary

Getting To and From • Transit Type: Edmonton/University Express Route Bremner • Transit Vehicle: High Capacity Buses or Eventual BRT • Service Frequency: High frequency (10 – 15 minute) peak service, lower frequency (30 minute) all day service. • Stop Spacing: Express bus with limited stops. • Rider Type: Commuters into Sherwood Park, City of Edmonton and students at post-secondary institutions. • Streets: Arterials Streets and Industrial Arterial Streets

Getting Around • Transit Type: Local Transit Routes Bremner • Transit Vehicle: Standard Buses • Service Frequency: Higher frequency (10 – 15 minutes) during peak hours, lower frequency (>30 minutes) in off peak times. • Stop Spacing: 400 – 800 m • Rider Type: Users commuting within Bremner, accessing services in Towns and Village Centres, or transferring to commuter routes into the region. • Streets: Primary Collector Streets, Industrial Collector Streets, Main Street Collectors, and Collector Streets.

Getting Around the • Transit Type: Dynamic Transit Routes Neighbourhood • Transit Vehicle: Dynamic Transit • Service Frequency: Lower frequency (30 – 60 min), all day service • Stop Spacing: <400 m • Rider Type: Users accessing community amenities or Town Centre. May use for local destinations or to transfer to higher frequency routes. • Streets: Collector Streets

The transit network provides coverage (based on a 400m walking distance from transit service) for most of Bremner as illustrated in Map 6.

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MAP 5 TRANSIT PLAN

0 375 750 1,500 Meters Legend Fly-Over

Bremner Sherwood Park Express Route Transit Terminal/Transit Transfer Facility Local Employment Area Edmonton Express Route Systems Interchange

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Local Employment Area Edmonton Express Route Transit Terminal/Transit Transfer Facility Transit Coverage Systems Interchange (Within 400m of Transit Route) } Local Transit Routes Full Interchange

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Future Road Connection to Lakeland Drive

4.2.1.5 Goods Movement

Industrial and commercial growth in south Bremner and through the Local Employment Area are as important to the long-term viability of the community as the residential homes. The location of Bremner, between two Provincial Highway Systems, provides Bremner with important regional access that will support industrial uses.

The street network in Bremner has been identified to support a hierarchy of uses where there is an appropriate facility for users of all ages and modes across the community. This hierarchy also includes goods movements.

Accommodation of Goods Movement is considered through both the network of streets as well as the design of those streets.

Network The Goods Movement Network is based on providing a high degree of connectivity between the Local Employment Area and Business Park Area with Highway 16. The majority of heavy truck movements will take place around these areas. As such, the Arterial Streets and Industrial Arterial Streets with access to Highway 16 have been designated as 24-Hour Dangerous Goods Routes.

In addition to the Dangerous Goods Routes, the remaining Arterial Streets have been designated as Restricted Truck Routes. These streets are also designed to accommodate large truck movements, but because of their location through the more residential areas of Bremner and because the anticipated demand for dangerous goods is lower, these routes are intended to provide connections between the highway network, industrial areas, and commercial centres through Bremner. Commercial vehicles will stay on these routes until they divert to take the last leg of their route to their final destination. All industrial street types are included in the Restricted Truck Routes.

The proposed Truck Route Map is included in Map 7.

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MAP 7 TRUCK ROUTE PLAN

0 375 750 1,500

Legend Meters

Bremner 24 Hour Dangerous Goods Fly-Over Local Employment Area Restricted Truck Route Transit Terminal/Transit Transfer Facility

Systems Interchange

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Future Road Connection to Lakeland Drive

Deliveries Several design considerations have been included to consider the needs of commercial and industrial vehicles. In particular, the design of Main Streets through the Town and Village Centre must contain flexibility to accommodate the heavier walking and cycling volumes while still accommodating commercial deliveries. This is accommodated through:

• Furnishing Zones – can be hard surfaced in delivery zones to accommodate the delivery of goods; • Ancillary Zones – this flexible street allocation allows for delivery zones located in front of commercial sites; • Lane widths throughout Bremer have been considered to accommodate large turning vehicles where appropriate; and • All street types can accommodate emergency vehicles.

4.2.2 Access, Mobility, and Connectivity Policies

a. Require transit, active transportation, and vehicular connections to large commercial centres and major public community services (such as recreation centres) in existing Sherwood Park to ensure accessibility by multiple transportation modes. b. Require the development of a highly-connected street network for all users to ensure shorter travel distances for people walking, cycling, and taking transit. c. Require a transportation impact assessment as per the Bremner Transportation Impact Assessment Guidelines as part of a Bremner Sub-Area Structure Plan to ensure that new development in Bremner aligns with the transit, active transportation, traffic and goods movement goals and objectives. d. Encourage early implementation of regional transit service to key employment areas within the Edmonton Region to promote transit as an option for residents early in the development of Bremner. e. Encourage the introduction of Dynamic Transit Services in accordance with the Strathcona County Transit Master Plan to promote transit as a viable option for new residents forming their travel habits. f. Require contiguous phased development to ensure transit service implementation early in Bremner buildout. g. Require an active transportation network that includes an internal network of multi-use trails, cycle tracks, and sidewalks within each neighbourhood with connections across neighbourhoods to ensure access across Bremner for people walking and cycling. h. Require access for people walking and cycling at all highway crossings to ensure inter- regional active transportation. i. Require an interconnected street network in the form of grids and modified grids to ensure walkability and transit compatibility.

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SAFETY AND HEALTH

The transportation network is designed to help achieve a vision of no one being seriously or fatally injured while using it, regardless of mode. The network provides active transportation and recreation opportunities that promote healthy lifestyles.

4.3.1 Speeds

Based on the Vision Zero and Safe Systems Approach outlined in Section 3, Design Speeds are intended to support a street network that is safe for users of all modes and context sensitive to the surrounding land uses.

The choice of Posted and Operating Speed of a street significantly impacts the placement and location of furnishings in walkable environments, as well as the comfort and safety of people walking and cycling. Where lower speeds cannot be achieved, the negative impacts should be mitigated through increased sidewalk buffers for people walking, increased physical separation from motor vehicle traffic for people cycling, and safe and convenient crossing opportunities for all vulnerable users.

For all Bremner streets, DESIGN SPEED EQUALS THE POSTED SPEED. The Bremner Area Project Design & Construction Standards provides the Design Domain for Design Speeds for each street type and for off-street and on-street active transportation facilities.

Design Speed ranges are based on aspects such as land use context, building orientation in relationship to the street, functional classification of the street, types of interactions that can occur between street users, and mobility goals. While higher speed of travel for people operating vehicles, transit users, and goods movement will result in shorter travel times, the detrimental influence this higher speed can have on other street users, the built environment, and collision severity must be considered.

4.3.2 Intersections

An intersection is defined as the location where two or more streets join or cross at-grade, including on-street and off-street for all modes of travel. An entrance or exit from an adjacent property (i.e. driveway) is considered an access, and not an intersection.

The technical components of intersection design are covered in the Bremner Area Project Design & Construction Standards. Intersection design must balance the competing demands of users to provide acceptable levels of service for people walking and wheeling (including those with disabilities), cycling, driving, operating transit, and delivering goods. Intersections must be safe for all users. Intersections must also be accessible to all users and follow the principles of Universal Design.

The Bremner Area Project Design & Construction Standards identify a number of intersection treatments that consider the priority users, functional classification of intersecting streets, types of cycling and walking infrastructure, and adjacent land uses.

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When designing an intersection, it is also important to consider the needs and specific limitations of all street users (e.g., people walking, cycling, and driving) and their vehicles, as well as the safety of all street users. Applying this requirement should result in designs that satisfy the following principles:

• A street user’s expectations of the design are not violated (i.e., strangers to an area are not surprised by the location of the intersection, or its layout, and there is consistency in design from one location to the next along a corridor). • The design provides a level of forgiveness for street user errors by: o Minimizing exposure to conflicts; o Minimizing complexity; o Reducing speeds at conflict points; o Communicating right of way priority; and o Providing adequate sight distance. Intersection types include: signals, stop or yield controlled, roundabouts, and grade separated.

4.3.3 Multimodal Connections to Transit

The transit plan for Bremner has been identified to take advantage of the multimodal integration potential between trips. Neighbourhood transit routes will provide service to transit centres. Transit centres will, in turn, provide connections to the regional destinations. Almost every transit trip will start or end with a walk or bike component, which is an easy way for residents to add physical activity into their daily commute. Walking infrastructure will connect residents between their homes and dynamic transit or local transit routes. And while walking as a transit trip segment tends to be limited to between 400 m and 800 m, cycling can extend the reach of transit routes even further. Providing a network of high-quality and safe walking and cycling infrastructure is a key piece of the transit network. Ensuring that the connection between that active transportation network and transit, through station and stop infrastructure, crossings, and bus facilities, supports the potential for residents to make choices at every stage of their journey to choose the mode that works best for them and the community.

To support an integrated transit network with opportunities for walking and cycling trips to be part of the journey, the transportation network in Bremner has been identified to be permeated with sidewalks, multi-use trails, and cycle tracks. Bus stops should reflect the transit passenger volumes expected to use the route, with large stops providing more amenities to support rider comfort, and buses should be selected that can allow users to bring bicycles along for the ride.

The principles governing the integrated transit system include:

• Transit trips start the moment the passenger leaves their origin; • Transit stops are a transfer point that must safely and efficiently manage the transition from the mode the passenger arrived using to the bus or other transit vehicle; and • The transit trip does not end until the passenger reaches their final destination.

With these principles in mind, design requirements for transit stops and shelter design are included in the Bremner Area Project Design & Construction Standards.

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4.3.4 Railway Crossings

There are three existing major rail crossings at the south end of the LEA. Range Roads 225, 224 and 223 all cross the CN tracks. Existing crossing facilities include:

• An underpass of the rails at Range Road 225, • An overpass of the rails at Range Road 224, and • An at-grade crossing at Range Road 223. The final road network plan for Bremner and the LEA recommends a closure of the existing crossing at Range Road 224 and an upgrade to the crossings at both Range Road 225 and Range Road 223. Inputs into this recommendation include:

• Range Road 225 is the primary connection between Sherwood Park, Bremner and the LEA due to proposed flyovers at Lakeland Drive and across Highway 16. This location will have the highest demand for traffic volumes, and the ultimate rail/bridge configuration should accommodate an anticipated AADT of 23,500 vpd, which may not be well serviced by the existing capacity of the underpass. • Range Road 224 is an existing crossing that will reach the end of its service life in 2025. Demand is not significant in this location and to maximize efficiencies of crossings, it is recommended that traffic is spread between Range Road 225 and Range Road 223 crossings. • Range Road 223 will meet the requirements for a grade separated crossing when daily traffic volumes exceed 5,000 vpd.

4.3.5 Policies

a. Require design speeds to equal the posted speed and posted speed limits on streets to be aligned with the goals of Vision Zero to ensure safety for all users. b. Consider roundabouts as alternatives to signals at intersections requiring control greater than two-way stops to support traffic safety. c. Require roundabout design to prioritize safety for people walking and cycling to ensure that Bremner is safe and accessible for users of all ages and all modes. d. Encourage intersection designs that include a separate signal phase (protected phase) for people walking to promote the goals of Vision Zero. e. Require safe, efficient, unobstructed, and accessible active transportation infrastructure connections to transit service to ensure that walking and cycling to transit is safe and convenient for residents. f. Require the design and location of street crossings to include safety considerations such as small curb radii, pedestrian islands, raised intersections or crossing, protected intersections, and curb extensions to ensure short crossing distances and slow motor vehicle speeds. g. Require human-scaled lighting (also known as “pedestrian oriented lighting”) along Main Street Collectors, Shared Streets, and other street-oriented contexts with increased spacing and luminaires at lower elevations to ensure a safer pedestrian environment during dark hours. h. Require that planning and development applications adjacent to the railway are referred to the railway company for review, and that rail line development guidelines are adhered to, to ensure safe development in proximity to rail. i. Require Noise Impact Assessments in accordance with Strathcona County standards to ensure potential noise impacts can be mitigated.

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INTEGRATION

The transportation network is context sensitive, supported by complementary land uses and quality multimodal infrastructure that provides proximity to services and integrated mobility options for travel between origins and destinations.

4.4.1 Context Sensitive Design

The identified Street Types and Bremner Area Project Design & Construction Standards have been developed to present a range of street types that will complement the surrounding land uses. Street should be flexible to change as they transition from one land use to the other and to change over time. The street that best serves the industrial areas will differ greatly from the Main Streets. The Bremner Area Project Design & Construction Standards have been developed to consider all streets as a sum of zones, as illustrated below, but with flexibility in the width and details of each zones depending on street context.

Figure 8: Street Zones

4.4.2 Access

The objective of access management is to provide a consistent approach to how users of the street can expect to have interactions with motor vehicle traffic accessing property from the street. Consideration for how much access to provide impacts people driving, walking, cycling,

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taking transit, and delivering goods. While restricting access improves operations for people driving, it has impacts on all other modes and the public realm. Access management must strive to balance the needs of all users while designing for safety.

For Bremner, the Transportation Association of Canada recommends motor vehicle access should be as follows:

• On Arterial Streets, limit access to every 400 m; • On Collector Streets, limit access to every 200 m; and • Crossings of accesses for people cycling and walking should be designed to prioritize those modes and maximize visibility for those crossing.

4.4.3 Parking

A typical vehicle spends 23 hours a day parked8. This parking infrastructure takes up space and costs money, outcomes that impact everyone regardless of whether they drive or not. Estimating parking demand is challenging, and existing data is often based on studies of suburban areas where parking is provided for free. This can lead to a feedback loop where the supply of parking is never metered, users are never incentivized to use other modes, and parking demand matches or exceeds supply, creating the false sense that the original supply was indeed needed to meet demand.

According to the Victoria Transport Policy Institute9, there are 10 general principles that help guide planning decisions around parking management:

• Choice – people should have parking and travel options; • Information – people should be informed about those parking and travel options; • Sharing – parking facilities shouldn’t be restricted to one specific destination, but instead shared between users and destinations; • Utilization – parking infrastructure should be frequently occupied; • Flexible – parking infrastructure should be able to change to adjust to changing demand and future uncertainty; • Prioritization – the most desirable spaces should be managed so they are prioritized for higher priority users; • Pricing – users should pay directly for the parking facilities they use; • Peak management – peak demand should be managed using special efforts; • Quality vs. Quantity – parking facilities should be context specific, aesthetically pleasing, secure and accessible; and • Comprehensive Analysis – all costs and benefits should be considered. 4.4.3.1 Parking Management Strategy

Parking management will vary throughout Bremner, depending on the land uses. Similarly, a variety of parking management strategies exist to support the Vision and Principles for Bremner.

8 Victoria Transport Policy Institute (Todd Litman). 12 September 2016. Parking Management: Strategies, Evaluation and Planning. 9 IBID

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Centres Parking demand is expected to be highest in the Town and Village Centres, where employment and retail services will create demand. Providing parking to these areas is important to support access to the area by users of all modes. Parking in the urban areas of the Town and Village Centre should be shared between uses through the use of on-street parking and shared parking facilities.

Shared parking facilities should be designed to be integrated into the urban environment with high quality design. Parking garages should be designed to be future-proofed, where the structure can be repurposed for office or residential space if future parking demand is significantly influenced by disruptive transportation technology (See Section 4.7.1).

On-street parking offers advantages that suit the context of an urban area. On-street parking provided in the Ancillary Zone of Main Streets creates a buffer between motor vehicle traffic along the Travelled Way and people in the Pedestrian Through Zone or cycling in the cycle tracks. The space in the Ancillary Zone is flexible depending on time of day and location along the street. It can be used for car parking, bus stops, bicycle parking, parklets, and curb extensions for midblock and intersection crossings.

On-street parking should be priced to market conditions. According to Donald Shoup in The Trouble with Minimum Parking Requirements10, market price for on-street parking corresponds to a cost that translates to a vacancy rate of 15%. If the price is set too low, people driving will circle the blocks looking for parking, contributing to congestion and wasting time. If the price is too high, stalls will not be occupied, and the space wasted. Finding an appropriate market price is the most equitable way to provide parking, so parking is paid for by those that use it, as opposed to those travelling by transit, bike or on foot.

Pricing curb parking rather than requiring off-street parking improves urban design, reduces congestion, conserves natural spaces, produces revenue, reduces the cost of housing. Providing payment methods that are convenient through electronic payment systems that allow users to pay with credit card or by phone can help minimize the residence to payment.

Town and Village Centres should include bicycle parking in the form of bike racks within the ancillary zones and bike parking within private and public parkades.

Neighbourhoodsl Neighbourhood areas in Bremner will include a variety of development types ranging from single detached homes to low rise apartment buildings. Residents in higher density developments can have lower parking demands. Proximity to jobs, transit, and active transportation facilities allow residents to choose to not own a car, or in a family situation, to have only 1 car as opposed to multiple. Car sharing services, when available, can reduce the demand for private parking.

On-street parking will be provided in residential areas that can supplement off-street parking. In areas where on-street parking could be in demand by nearby uses (schools, hospitals, and

10 Shoup, Donald C. 1999. The trouble with minimum parking requirements.

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employment areas), residential parking permits which restrict on-street parking to local residents can help regulate supply.

In higher density developments (i.e., apartment buildings), one method to reduce parking requirements is to unbundle the cost of parking facilities from the cost of the unit, selling the parking separately. Higher density residential developments should also include covered, secure bicycle parking.

Major Employment Like in the Centres, parking requirements can be somewhat mitigated in major employment areas by providing shared parking facilities. On-street parking should be considered where employment centres are street oriented; in industrial areas, on-street parking can be incompatible with the demands for larger industrial vehicles and parking should be provided off- street.

In addition to providing bicycle parking, office buildings should provide showers and changing facilities that better support cycling.

Major employment centres, with large number of employees can also decrease parking requirements by providing private shuttles or transit service between higher density areas (e.g.,Town and Village Centres for example) directly to employment areas (e.g. The Industrial Heartland).

4.4.4 Regional Transit

The Edmonton Metropolitan Board Growth Plan currently shows three different regional transit options into the City of Edmonton into Strathcona County.

• Central LRT Extension – The LRT route is currently in the conceptual planning stages for the first phase from Downtown to Bonnie Doon. This line could eventually extend into Sherwood Park into Bethel Transit Terminal; • BRT/Express Bus from Bonnie Doon down Highway 14; and • BRT/Express Bus from Beleveder Transit Centre to Bremner down Highway 16.

Further analysis and consultation at future planning stages (ie. Area Structure Plan) will be required with Strathcona County to determine whether or not these routes are viable options for Strathcona County residents.

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Figure 9: Edmonton Metropolitan Board Growth Plan Long Term Transit Plan

The Bremner Area Project Transportation Plan has identified three regional transit routes; one into Sherwood Park and two into Edmonton (downtown and university). The exact location of these routes should be analyzed in more detail in future study. The main transit centre for regional transit is expected to be located near the interchange of Township Road 534 and Highway 21 in the short term, and eventually extended to include the Town Centre and the business employment area.

Bremner is also expected to generate employment commuter trips to the Industrial Heartland to the northeast of Bremner. Strathcona County should work with employers to identify opportunities for private transit shuttles to access major employment areas.

4.4.4.1 Transit Terminal

Because of its location in the region, Bremner will have a large proportion of commuters travelling to common destinations in the City of Edmonton and Sherwood Park. The transit plan has identified Transit Centres in each of the Town and Village Centres A transit terminal should be provided in the village centre located at the gateway to Township Road 534 and Highway 21.

Use of local transit, walking, and cycling are the preferred travel choices to connect to regional transit terminals. This reduces demands on parking (and associated costs) and the street network within the Town and Village Centres. Park and Ride facilities should only be located when population density being serviced may not support feeder transit, and areas that are not currently compatible with successful transit-oriented development.

Despite these travel options, demand for parking is anticipated to be high and consideration should be given to providing parking facilities such as a park and ride or shared parking with other commercial users. For reference, Bethel Transit Terminal has over 1000 free parking stalls

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Successful park and ride must provide access to reliable transit that is lower cost than driving all the way to the final destination. Park and ride facilities should:

• Be located near a freeway or Arterial Street to provide good vehicle access; • Located a sufficient distance from the destination to make the transfer worthwhile; and • Be affordable.11 Park and ride facilities should include kiss and ride, taxi stands, parking for people with disabilities, carpool stalls, pedestrian and cycling access, cycle parking, and transit transfer facilities. Those facilities should be located closer to the station than general parking to provide an additional incentive to use alternative modes to access the transit centre.

Free parking at park and ride facilities is a subsidy offered to car owning commuters. Based on demand, charging a market appropriate fee for park and ride reduces operating costs of transit, encourages use of local transit or active modes to access transit centres, and controls demand. Providing subsidies for low income or accessibility challenged passengers can help improve the equity of this arrangement.

4.4.5 Integration Policies a. Consider flexibility in street design elements within the right of way such as lane, boulevard, median, and sidewalk width when designing streets to support cross sections that align with context and are flexible to a changing mobility future. b. Encourage on-street parking on Collector Streets, Local Streets, Primary Collector Streets, and Main Streets to promote businesses and create a buffer between street traffic and people within the public realm. c. Encourage transit terminals at the arterial gateways of Township Road 534 and Highway 16 to promote access to regional transit as well as within the Business Park. d. Encourage transit terminals within Village Centres and Town Centres to prioritize accommodation for people walking and cycling, including safe active transportation connections into transit centres and bicycle parking to promote walking and cycling access to regional transit. e. Require development within 400 m of the Town Centre and Village Centres to include street, intersection designs that prioritize people walking, cycling, and taking transit as higher or equal priority to vehicular travel to ensure the use of active transportation and transit for trips within Bremner. f. Require transit terminals to have a pedestrian-oriented design where vehicular parking is underground or stacked, shared use, and has a main entrance that is on and faces a public street to ensure active frontages to the public realm and improved access to transit terminals by active transportation. g. Require that where vehicular parking is necessary at transit terminals, it is located underground or stacked and has a main entrance on and fronting a public street to ensure pedestrian-oriented design, active frontages and improved access to transit terminals by active transportation.

11 City of Edmonton. 2017. Park and Ride – Best Practice Review

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Bremner Area Project – Transportation Plan Bremner Area Project Transportation Plan May 15, 2019 h. Encourage that where vehicular parking is necessary for transit terminals; shared parking is used to promote transportation demand management and utilization of local transit to transit terminals. i. Encourage the County to work with rail companies to establish thresholds and or timelines for crossing upgrades to promote rail crossing safety and a connected street network.

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WINTER DESIGN

The transportation network is useable and accessible to users of all modes in all seasons.

4.5.1 Winter Streets

Bremner will be a year-round community, where people can continue to live, work, and play 12 months a year. While there are cold and snowy days, historical temperatures in Sherwood Park are relatively mild with average temperatures ranging between a high of 17.4 degrees Celsius in July and a low of -13.9 in January12. These temperatures are highly compatible with walking and cycling, but consideration for how design and snow clearing policies impact that compatibility is also important. High-quality design combined with snow clearing policies that promote equitable access to the network are the foundations of a winter community.

Considerations that impact the livability of a winter community include:

• Snow Clearing Policies; • Streets as Places and Context Sensitive Design; • Snow Storage; • Transit Stop Spacing; and • Transit Shelter Design.

4.5.2 Snow Clearing

Snow clearing policies need to consider how the streets are available for people walking, cycling, riding transit, driving, and delivering goods in the event of snowfall.

Snow clearing standards can be based on time related to start or end of snowfall or based on accumulation. The following table summarizes the recommended clearing priority.

12 The Weather Network. Historical Weather Data. https://www.theweathernetwork.com/forecasts/statistics/degreedays/cl3012209/caab0275

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Table 12: Bremner Snow Clearing Priority Recommendations

Priority Street Type (Travelled Street Type (Transit, Cycling and Service Level Area Way Infrastructure) Walking Infrastructure)

• Arterial Streets • Local & Regional Transit • Completed within 12 • Industrial Arterial Routes hours following a 2-5 Streets cm snow • Cycle Tracks (Primary accumulation Priority 1 Collectors, Main Streets) • Multi-Use Trails (Arterials) • School Sites (Sidewalks or Multi-use Trails)

• Primary Collector • Local Transit Routes • Completed within 12 • Main Street hours following a 5 – 7 • Multi-Use Trails (Industrial Collectors cm snow Arterials) Priority 2 • School Drop Off accumulation and • Multi-Use Trails (Collectors and Areas following Priority 1 Industrial Collectors) clearing

• Collector Streets • Eco-Trail • Completed within 8 • Industrial Collector days following a 15-21 Streets cm snow Priority 3 accumulation and the completion of the Priority 2 clearing

• Local Streets • Attended to based on • Shared Streets deep rutting. Priority 4 • Industrial Local Streets

4.5.2.1 Walking and Cycling

As the most vulnerable users of the street, those cycling, and walking require additional thought when considering the impacts of snow clearing policies. A high-quality trail that crosses a windrow of snow to get across the street becomes inaccessible after a snow fall, especially for those with mobility challenges or pushing a stroller. The streets of Bremner must be equally accessible following a snowfall to all users.

• Consider the use of sweepers with brine spray for anti-icing on multi-use trails and cycle tracks. Brine solutions can be effective up to temperatures as low as -30C. Brine solution inhibits ice formation with less salt than traditional street salt equipment and prevents snow bonding to a surface. When combined with street sweepers, especially for more modest snowfalls, this methodology keeps cycling and walking facilities clear of obstructions year-round. • Consider a more aggressive residential snow clearing policy for residential local streets. Streets should be cleared within 24 hours of a snowfall event to keep access to local transit and services available by walking or for those using mobility aids.

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4.5.3 Transit Stops

The first step to higher quality winter transit operations is providing high quality year-round cycling and walking infrastructure. There are additional service improvements specifically when considering transit stops that improve the experience and lend dignity to the winter transit rider. Transit stops, and stations should include:

• Real time information for transit route arrival, particularly at higher volume stops and stations; • Winter weather protection in the form of wind breaks and heated shelters, • Pedestrian scale lighting for security; • Layout of stations that accommodates snow clearing equipment; and • Secure, covered bike parking at higher volume stations and stops.

4.5.4 Winter Design Policies

a. Consider design solutions and practices that make use of (or manage) snow on-site or nearby rather than hauling it to off-site snow storage sites to support environmentally friendly snow storage. b. Require design and maintenance of active transportation infrastructure to be safe and accessible year-round to ensure there is opportunities for cycling and walking in Bremner in all seasons. c. Require transit terminals and transit transfer facilities incorporate weather protected walking infrastructure and bicycle storage to ensure transit is a safe and comfortable year-round option.

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GREEN INFRASTRUCTURE

The transportation network is integrated with open spaces, including storm water systems, public infrastructure, and natural habitats.

4.6.1 Trees/Plantings

Street trees are highly valued urban assets. Studies have found that drivers have a favorable perception of communities with more trees.13 Street trees can also have a positive impact on crash reduction through decreasing speeds (through visual narrowing of the street) of drivers to more appropriate urban speeds. Streets not only contribute to placemaking, they also create a safer walking environment through creating a more distinct, physically separated walking space14. Trees provide shade in the summer and protection from wind in the winter, improve urban air quality, and support noise attenuation. Trees should be located in the boulevard within the Furnishing Zone on all street types except local streets. Tress should be required on private property in local streets.

4.6.2 Off-Street Trails

The Active Transportation Network Plan identifies a primary network of active transportation facilities in the form of multi-use trails, cycle tracks, and sidewalks to support the ease of movement for trips around Bremner. Not shown on this plan at this stage of planning is an anticipated network of trails through environmental reserves, school sites, and parks that will help connect residential areas to the schools, community commercial areas, and the greater active transportation network.

The transportation plan also includes an identified “eco-trail” through the Major Open Space Corridor. This trail is intended primarily for recreational uses. In the winter, this facility could be track set for cross country skiing, adding recreational transportation opportunities that still serve to connect residents across Bremner.

4.6.3 Green Infrastructure Policies

a. Require street trees to be integrated into the design of collector and arterial streets , including boulevards and medians to ensure pedestrian comfort, shelter and safety; and add value to the adjacent properties. b. Encourage street trees on local streets, which may be provided on private property where right-of-way is not available, to promote pedestrian safety and reduced traffic speeds. c. Encourage development of trails between and through environmental reserves for people walking and cycling to promote connections to green spaces. d. Require clubroot management plans on affected parcels to ensure that clubroot is not spread to other agricultural areas.

13 University of Washington. Green Cities: Good Health. June 15, 2016. Safe Streets. https://depts.washington.edu/hhwb/Thm_SafeStreets.html 14 Dan Burden. 2006. Urban Street Trees – 22 Benefits Specific Applications http://www.walkable.org/download/22_benefits.pdf

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SMART CITY

The transportation network is adaptable to community needs and the changing future.

4.7.1 Connected and Autonomous Vehicles

A review of recent research on connected and autonomous vehicles (CV/AV) suggests, with almost certainty, that many Strathcona County residents will experience some impact of driverless technology within their lifetime. Estimates on adoption of fully autonomous vehicles vary, but early forms of automated vehicles are already on the streets. While the benefits of this technology are debated against the impacts, the role of planners is to evaluate what precautions and preparation can take place today to future-proof communities against this uncertain technological future.

CV/AV provides an opportunity to improve the capacity of streets, decrease collisions, increase the range of transit through first mile/last mile shuttles, decrease operations costs, and extend mobility ranges for those who currently cannot drive. However, turning over the urban form and the public realm of the streets to the driverless car should be approached with caution. As communities strive to now plan complete communities, complete streets, and walkable and bikeable urban areas, the priorities for community mobility must be weighed against the perceived benefits of CV/AV technology.

CV/AV technology will also continue to improve on the data available about how and when we travel. Data driven policies around curb pricing, lane allocation, and identifying locations for safety related improvements will improve efficiency, safety, and help cities to make the best decisions about use of public space.

A walkable, bikeable, transit friendly community requires walking and cycling infrastructure, dense urban form, and transit connections to employment areas. The transportation plan has identified these priorities. As development proceeds and technology advances, the following principles should be considered in taking advantage of CV/AV:

• Continue to evaluate the need for new transportation infrastructure against the growing understanding of the impact of CV/AV technology on the capacity of streets; • Transit will remain the best service to move large groups of people. Plan for rapid mass transit routes that will connect residential areas and employment areas and be flexible in the long-term implementation of technology for those routes; • Use data from travel patterns/behaviours generated through new mobility to identify parking pricing and vehicle kilometers travelled pricing to manage demand and promote higher capacity shared modes; • Prioritize on-street parking for parking solutions in commercial and business employment areas, where the potential for decreased parking demand could result in the public realm being repurposed for other uses like parklets, bicycle parking, food trucks, and shops;

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• Develop parking garages with the potential to be repurposed into residential or commercial spaces; and • Develop walking and cycling infrastructure to continue to prioritize active modes regardless of changing technology.

4.7.2 Transit

Changing technology brings opportunities to improve the quality of transit services offered in Bremner. From improved signal control to autonomous shuttles, the impacts of transportation technological advances will likely be first felt in transit regardless of the long-term impacts on general traffic. In addition to technological advancements, transit service can benefit from a number of lower impact interventions that improve the service for transit riders.

4.7.2.1 Transit Priority Measures

Transit priority measures (TPM) describes a range of interventions designed to improve the service and reliability of transit. Examples of TPM include queue-jump lanes, and transit signal priority.

Transit Signal Priority uses technology that communicates with the approaching transit vehicle to change signal timing patterns to provide improved service for a bus. Examples of signal priority measures include:

• Red truncation – as the bus approaches the signal, the phase for stop is shortened decreasing delay for the approaching bus; and • Green extension – as the bus approaches the signal, the green phase extends long enough to allow the bus to pass through the intersection without stopping. In Bremner, transit signal priority should be considered on Arterials Streets and Primary Collector Streets, particularly for routes travelling into and out of the City of Edmonton and Sherwood Park.

Queue Jump Lanes are physical widenings of intersections to add an additional shoulder lane for transit only. Buses approaching the intersection will pull into the dedicated transit lane and bypass the queues at the intersection. These can be coordinated with signal priority to give the transit lane a “head start” at the intersection. In Bremner, Queue Jump Lanes should be considered near transit centres and stations.

4.7.2.2 Autonomous Shuttles

Communities around the world are already experimenting with autonomous transit in the form of smaller shuttles and buses that run on fixed routes through communities, supporting tourism, access to regional transit, and major employers. While the Government of Alberta’s regulatory environment does not yet support driverless vehicles on public streets, there is an opportunity for Bremner to lead the way with this technology. Because of lower operation costs, neighbourhoods in Bremner could have additional transit service through lower speed autonomous shuttles that connect residential areas to nearby Town and Village Centres. Shuttles like this would offer improved access to transit and increase mobility options, especially for those with mobility challenges.

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Figure 10: A driverless shuttle currently operating in Las Vegas15 4.7.2.3 Bus Rapid Transit/Light Rail Transit

As discussed in Section 4.4.4, the Edmonton Metropolitan Board long term transit plan includes potential light rail transit (LRT) to Sherwood Park and bus rapid transit (BRT) to Bremner. BRT provides a lower cost alternative to LRT and may be a shorter-term solution to improving regional transit from Bremner to higher employment/education areas like the University of Alberta and Downtown Edmonton. Strathcona County should continue to work with the Edmonton Metropolitan Board to identify timing and preferred routes for higher order transit.

4.7.3 Shared Mobility

Shared mobility is a general term that refers to any transportation scheme where services are shared among users. This term includes public transit, ride-sharing (Uber and taxis), traditional carpooling, as well as newer innovations like car sharing and bike sharing.

Technological advancements like smartphones and GPS have improved the access to carsharing and bike sharing.

15 Devin Coldewey, Tech Crunch. November 8, 2017. Driverless shuttle in Las Vegas gets in fender bender within an hour https://techcrunch.com/2017/11/08/driverless-shuttle-in-las-vegas-gets-in-fender-bender-within- an-hour/)

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4.7.3.1 Car Sharing

Owning a car is expensive. According to the Canadian Automobile Association, the cost of driving a compact car 20,000 km/year in Alberta is $7,145.30 a year16. These costs go up as vehicles get larger and commutes get longer. Even at that cost, many cars sit idle for much of the day. Car sharing schemes can reduce these costs by introducing a fleet of shared vehicles where sunk costs are spread out among a number of users and vehicles sit idle less of the day. Point to point car sharing, where cars can be picked up and dropped off anywhere within a defined boundary, can support transit as “first mile/last mile” trips and help people who use transit or cycling to commute avoid the need to have a vehicle for personal use. A University of California Berkeley study on one-way car sharing identified that systems like car2go or Pogo (the City of Edmonton model) resulted in fewer privately owned vehicles and a reduction in greenhouse gas emissions.17 This study found that each shared vehicle removed between 7 and 11 vehicles from the transportation network and resulted in a 6% to 16% reduction in vehicle miles travelled. Additionally, the average age of vehicles sold as a result of car2go membership was around 14 years, meaning that older, more polluting vehicles are more likely to be replaced by newer, shared vehicles.

Car sharing within Bremner is another alternative to improving access to Town and Village Centres and regional transit. Car sharing schemes should not come at the expense of cycling and walking infrastructure and should be considered as another tool to improve mobility within Bremner.

4.7.3.2 Bike Sharing

Bike sharing describes a range of service systems that provide a fleet of bicycles that can be rented or borrowed on a short-term basis. Bike share schemes generally include docking stations throughout a defined area where bicycles need to be picked up and returned. Newer bike share systems introduced have also included “dockless” bike share, where bicycles can be left in a variety of pre-approved locations. Bike share systems are already being used in Hamilton, Montreal, Ottawa, Toronto, Calgary, and Vancouver. A pilot program currently underway in Kingston, Ontario of a dockless system is a model for a smaller city.

Bike sharing in Bremner is yet another way to provide improved connections from residential areas to Town and Village Centres and provide alternative mode options to connect residents to jobs, transit, and recreation. Bike shares can improve environmental outcomes, improve public health through encouraging physical activity, and promote equity through introduction of an affordable and convenient transportation option.

16 Canadian Automobile Association. Driving Cost Calculator. http://www.caa.ca/carcosts/ 17 ITS Berkeley. July 18, 2016. UC Berkeley Study: Fewer Cars, Improved Emissions with Car2Go One-Way Carsharing http://its.berkeley.edu/node/12871

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4.7.4 Smart City Policies a. Encourage the public transportation system to include express transit service outside of Bremner to promote transit as a competitive option for commuters to major destinations outside of Bremner. b. Encourage a long-range plan for higher order transit such as LRT and BRT to promote connections to higher order transit facilities within the Edmonton Region. c. Consider use of High Occupancy Vehicle lanes as precursor to higher order transit corridors on arterial streets in Bremner to support competitive transit travel times. d. Encourage transit priority measures at interchanges near transit terminals with park and ride facilities and at all arterial/collector intersections to promote transit as a priority mode. e. Consider the implementation of shared mobility programs (bike and car share) to support improved mobility options for residents of Bremner. f. Encourage long-term network planning with regional partners to prepare for connected and autonomous vehicles to promote efficient use of infrastructure and the advancement of transit and shared mobility.

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IMPLEMENTATION

Implementation of the Bremner Transportation Master Plan is primarily supported by the Bremner Design and Construction Standards, which lay out the details of how the proposed street network should be implemented to provide the opportunities desired to achieve a network with multimodal opportunities. As Sub-Area (or Neighborhood) Structure Plans are planned, additional analysis and identified upgrades for the streets immediately adjacent, connected to, and external to the Bremner street network, will be required to better understand the increase in traffic demand, need and timing for more capacity, and the potential financial impact of those upgrades. Additional analysis will include, but is not necessarily limited to, supporting Traffic Impact Assessments (TIAs), the requirements of which are included in the Bremner TIA Guidelines.

PHASING

Phasing of the street network should align with the phasing of the land use build out with the following general recommendations:

• Access to Highway 21 at Township Road 534 is the first priority to open up capacity for the area. Analysis of this intersection is required at the time of the first Neighbourhood Area Structure Plan to identify when upgrades from signals to an interchange may be required. • Flyover to the LEA is recommended as soon as employment opportunities emerge within the LEA to provide access from Bremner into Sherwood Park. • Whenever possible four-lane cross sections should initially be implemented as two lane cross sections to provide opportunity to identify if the full capacity is actually needed as long-term development progresses. • Transit links should be provided early in development especially to key destinations including Sherwood Park Transit Centres, and City of Edmonton and University of Alberta as soon as there is sufficient demand. This will promote early adoption of transit as a mode choice and not require users to change travel patterns later. • Multimodal facilities should be prioritized including Eco Trails • Upgrades to rail crossings may be required as early as 2025 to correspond with end of life of the Range Road 224 rail crossing, as discussed in Section 4.3.4 • Review of the range roads north of Bremner will be required as build out commences. • For additional information regarding Highway 16 access, consult Section 4.1.3 of this report.

BREMNER AREA PROJECT – TRANSPORTATION PLAN

May 15, 2019

MODEL REPORT

A.1

Memo

File: Bremner TMP Date: March 18, 2019

Reference: Appendix A Bremner Travel Model Update Description

OVERVIEW

This memo outlines the overall modelling methodology used to support the transportation planning completed as part of the Bremner Area Concept Plan (ACP). Transportation modelling was used to support the land use and transportation strategy, with the intention of identifying the recommend road network, sizing of facilities including number of lanes, locations and types of cycling facilities, width and location of sidewalks and transit routing. As Sub-Area (or Neighborhood) Structure Plans are planned, additional analysis and identified upgrades for the streets immediately adjacent, connected to, and external to the Bremner street network will be required to better understand the increase in traffic demand, need and timing for more capacity, and the potential financial impact of those upgrades. Additional analysis will include, but is not necessarily limited to, supporting Traffic Impact Assessments (TIAs), the requirements of which are included in the Bremner TIA Guidelines.

METHODOLOGY

The traffic analysis for Bremner was completed using two separate traffic modelling tools: Strathcona County’s existing traffic model and a proprietary multimodal modelling tool called BABY BRUTUS, developed and implemented by project team member Strafica Ltd. The traffic modelling exercise also benefited from Alberta Transportation modelling outputs in identifying potential interchange locations and configurations that align with AT requirements and provide sufficient capacity to serve Bremner access requirements while not creating unacceptable stress on the Provincial Highway Network.

The existing Strathcona County VISUM model (which includes Sherwood Park) and data were used to develop a preliminary estimate of potential origin-destination (OD) volumes for trips (total) within Bremner (internal trips) and trips to and from Bremner (external trips). This data was then input into the BRUTUS lite multimodal modelling tool to identify walking and cycling trip potential within Bremner. VISUM was also used to estimate potential transit ridership.

This analysis was used to identify potential driver, walking, cycling, and transit volumes in Bremner which was then used to confirm the required facilities for the internal road network, including number of travel lanes, confirm transit routing, and identify higher and lower priority cycling and walking routes.

STRATHCONA COUNTY VISUM MODEL

The base modelling was completed on a copy of the existing Strathcona County 2044 Travel Model, as received directly from Strathcona County. This is the most “future” scenario currently available. There are a number of discrepancies between this base model and the anticipated full build out of Bremner, which were considered in the analysis:

• Full build out horizon of Bremner is not anticipated until closer to 2080, which is approximately 60 years. The main priority for the internal transportation analysis completed for the Bremner Area Concept Plan is sizing and location of streets within Bremner, as well as confirming

March 18, 2019 Strathcona County Page 2 of 20

Reference: Appendix A Bremner Travel Model Update Description

recommended connections to Sherwood Park, Cambrian, and the greater regional network. Additional future background growth in the region is anticipated to have the greatest impact on the Provincial Highway network within the vicinity of Bremner, and not directly on the streets within Bremner. Confirming and identifying anticipated regional infrastructure within the time horizon of the build out of the Bremner Area Concept Plan is beyond the scope of this project. However, Alberta Transportation contributed an analysis of potential interchange locations along Highway 16 for access to Bremner using their long-term model, which extends beyond the buildout of Bremner. Comparing the results from these models allowed the project team to identify where any changes within Bremner may be needed to accommodate longer term growth, as well as identified the recommended interchange locations. Ongoing planning may be required to consider the impacts of timing of regional pieces of infrastructure on Bremner, including higher order transit expansions to Sherwood Park, future additional crossings of the North Saskatchewan River into the City of Edmonton and widening and expansion of Highway 16 and Highway 21. • The 2044 Strathcona County model assumes LRT construction to Sherwood Park. While this was not modified, express transit routes from Bremner were modeled with direct connections to the City of Edmonton, instead of transferring in Sherwood Park to a potential future LRT. • The 2044 model includes the previously planned North East River Crossing (NERC). This project was cancelled during development of the Bremner Area Concept Plan. While this may result in changes to how users within Bremner choose to access the provincial highway network, it was beyond the scope of the study to adjust the overall model to account for that change. Alberta Transportation, however, completed their interchange modelling without the NERC, so the results from their model can be reviewed to anticipate where additional pressure may be felt on the network to adjust accordingly if needed. • The Highway 21 and Highway 16 interchange was being designed at the time of this study. The previously modeled diamond interchange was kept in this analysis for simplicity, however the potential footprint of the future interchange was considered in adjusting the internal road network.

Road network upgrades outside of Bremner that were applied to the model are discussed in the following section.

NETWORK

The Strathcona County Model elements are described in detail in the “Strathcona County Integrated Transportation Master Plan Working Paper – Travel Demand Model” prepared in December 2012. Using the provided 2044 Model Scenario as a base, the Bremner Area was updated to reflect the revised proposed street network in an iterative process to ultimately identify the recommended street capacity to serve the Bremner Area.

ZONES

In the original 2044 model, the Bremner network consisted of a smaller number of larger zones, most representing a full section or half section of land. The original Bremner Area from the Strathcona County 2044 Model is illustrated in Figure 1.

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298 299 Streets 301 4002

Zones 302 Abc 4004 218 219 217 220 Connectors 225 222 223 303 4006 221 5002 5004 224

227 87 82 5003 81 5006 228 229 5001 5005

232 84 83 80 304 5007 230 5008 5009 231 74

29 30 3005 3006 237 238 3001 3004 236 24 3002 3003 31 32

33 75 3010 240 34 3007 3009 239 241 3008 76 35

Figure 1 - Original Bremner Area Zones 298 299 301

Streets 4002

Zones 302

218 219 4004 Abc 217 220 Connectors

225

5108 222 303 223

4006

5002 221 224 5140 5125 5109 5004 5110

5111 5112 5124 5126 5127 228 5138 5007 5003 227 82 5139 5141 5113 5134 87 5128 81 229

5001

5115 5137 5114 5136 5105 5135 5006

5106 5123 5130 232

5116 84 83 5005 5122 5009 5133 5132 5107 304 80 5103 5008 5117 5129 5131

5104 5100 5102

5119 231 5120 5121 230 5118

74 5101

3002 3005 3105 29 3003 30 3004 3006 237 238 3101 3001 24 3100 3102 3104 3103 236 3107 93 32 31

3106

75 3010 240 3007 3009 34 239 241 3008

Figure 2 - Updated Bremner and LEA Zones March 18, 2019 Strathcona County Page 5 of 19

Reference: Appendix A Bremner Travel Model Update Description

ROAD NETWORK

Links

In the original Strathcona County Model, links were assigned attributes based on the County’s GIS including road names, road ID, jurisdiction, road function and class, speed limits etc. For the update to the model, the link attributes were focused on the elements that impact the defined capacity of the link. Based on the 2012 Model Report, the capacities used in this model represent environmental capacities, which is a measure of the amount of traffic that is considered acceptable on a link. The classifications from the original 2012 model are summarized in Table 1.

Table 1 Road Classifications 2012 Model

Classification Capacity Per Lane Speed Sample Street

Highway 1200 vphpl 110 km/h Highway 16

Urban Arterial 1000 vphpl 60 km/h Sherwood Drive

Urban Collectors 600 vphpl 40 km/h Oak Street

Highway Ramps 1200 – 1400 vphpl 70 – 80 km/h Various

Rural 800 vphpl 80 km/h Range Road 224 Collectors/Arterials

Applying these assumptions to the revised street types for the Bremner project, the capacities and speeds of the revised street types are summarized in Table 2. Capacities for ramps and the highway were kept consistent with the previous model.

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Reference: Appendix A Bremner Travel Model Update Description

Table 2 Street Classifications Bremner Model

Classification Capacity Per Lane Speed Sample Street

Arterial 1000 vphlpl 50 km/h Range Road 225

Primary Collector 800 vphpl 40 km/h NA

Collector 600 vphpl 40 km/h NA

Local 400 vphpl 30 km/h NA

Nodes

Node assumptions were kept consistent with the capacity factors identified in Table 2.1 of the Strathcona County Model Report.

Network

The Bremner network is illustrated in Figure 3. Key changes made the external network include:

• Upgrading Highway 16 to 3 lanes in each direction between Highway 21 and Range Road 223. • Converting Lakeland Drive and Highway 21 to a flyover intersection to reflect future plans. • Eliminating the rail crossing at Range Road 224.

The figure illustrates the network based on total capacity per 1-way link.

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Capacity PrT

<= 600

<= 800

<= 1000

<= 1200

<= 1400

<= 1600

<= 2000

<= 3000

<= 3200

<= 4600

> 4600

Figure 3 - 1-Way Link Capacity (vphpl) March 18, 2019 Strathcona County Page 8 of 19

Reference: Appendix A Bremner Travel Model Update Description

Transit

Transit routes were sketched based on the proposed transit network, with a park and ride identified in Zone 5119 and Zone 227. Transit routes were scheduled with a 15 minute frequency with start times between 4:30 pm and 5:30 pm. The proposed transit routes within the model are illustrated in Figure 4.

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Line routes

Jointly used links

Bethel

Downtown

University

Purple

Blue

Green

Yellow

Red

Figure 4 - Links with Transit Service March 18, 2019 Strathcona County Page 10 of 19

Reference: Appendix A Bremner Travel Model Update Description

CN Rail crossing to south

Keeping all CN crossings open on Range Road 225, 224, 223 would ultimately require upgrades at all locations. Reviewing the overall network, the most prioritized crossing was identified as Range Road 225, as this ties into both the flyover into Bremner and the proposed Lakeland Drive connection into Sherwood Park across Highway 21. When the model was run with all crossings opened, the Range Road 225 crossing showed the largest demand. Furthermore, review of existing structures showed that the existing bridge structure at Range Road 224 is both nearing end of life and capacity.

With the previous considerations, this TMP recommends an upgrade to the existing crossing at Range Road 225, closure of the crossing at 224 and long-term grade separation of the crossing at 223 when volumes reach more than 5,000 vehicles per day.

North of Bremner

Range Road 224 may need to be upgraded to the north in conjunction with any infrastructure upgrades planned north of Bremner that attract traffic to the north. The initial modelling for this project includes the assumed and now defunct North East River Crossing (NERC.) This assumption directs traffic towards an assumed upgraded interchange on Highway 21 north of the study area. Future road network planning is now required north of Bremner to be fully certain which range roads will require significant upgrades. Results of the model show potential capacity upgrades required to Range Road 224.

Reference: Appendix A Bremner Travel Model Update Description

POPULATION AND EMPLOYMENT DATA

The population and employment for Bremner/LEA was input into Bremner/LEA Zones to support trip generation, distribution and assignment identification within the Bremner area.

POPULATION

Bremner ACP identifies a total population of 79,074 mixed between single/semidetached, row- houses/towns houses, mid-rise apartments, mixed use residential and high rises, as summarized in Table 3.

Table 3 Total Bremner Population

Total Residential Area Percentage Dwelling Dwelling People Population (ha) of Total units/ha units /Dwelling unit Single/Semi 378.00 49.3% 25 9,450 2.8 26,460 Row- 337.34 44.0% 45 15,180 2.8 42,505 house/townhouse Mid-rise 37.00 4.8% 90 3,330 1.8 5,994 Apartment Mixed Use 5.55 0.7% 125 694 1.5 1,041 Residential High-rise 9.11 1.2% 225 2,050 1.5 3,075 TOTAL 767.00 100.0% 30,704 79,074

According to the statistics, this population is divided into four policy areas: The Neighbourhood Policy Areas, the Town Centre Policy Area, the Village Centre Policies Areas, and the Community Nodes. The majority of the population is located in the residential areas. The remainder is distributed as shown in Table 4.

Table 4 Policy Area Population Distribution

Policy Area Total Population

Neighbourhood 72,202

Village Centre 1,569

Town Centre 4,644

Primary Community Node 504

Reference: Appendix A Bremner Travel Model Update Description

Secondary Community Node 155

Zone areas were calculated within the model and population distributed within the zones proportionally using an average rate for each policy area. Zone data is included in Appendix A.1.

Students

There are 14 Community nodes within Bremner that will eventually host schools with an anticipated total student body population of 15,045 primary students and 4,606 secondary students. To assign students within the model, students were divided equally between each school site. Primary community nodes were assigned 1157 students and Secondary community nodes were assigned 1152 students each.

Employment Areas Within Bremner

Employment can be found throughout Bremner in most Policy Areas including: Town Centre, Village Centre, Community Nodes, and the Neighbourhood Policy Area, and are divided into three employment types: Commercial, Business Employment, and Community/Public Service. We have also assumed additional jobs associated with the schools. School jobs are assumed 1 job for every 10 students, based on a review of existing school sites within the Strathcona County Model. Employment distribution is summarized in Table 5.

Table 5 Employment Distribution

Employment Type Policy Area (s) Total Jobs

Commercial Town Centre, Village 6437 Centre, Community Nodes, and Neighbourhood Policy Areas

Business Employment Business Park 6054

Community/Public Town Centre, Village 3283 Service Centre, Community Nodes

Schools Community Nodes 1,965

Reference: Appendix A Bremner Travel Model Update Description

The jobs were assigned to policy areas based on the measured size of each employment area in the various policy areas (ie, jobs were assigned as a proportion of hectares) to identify an overall job number for each policy area. The jobs are summarized in Table 6.

Table 6 Job Distribution

Town Village Community Neighbourhood Business Centre Centre Nodes Policy Area Employment Policy Policy Area Area Area Commercial Jobs 3139 2215 391 692 Business Employment Jobs 6054 Community Service Jobs 643 667 620 1353

Total Jobs 3782 2882 1011 692 7407

Job mix based on policy area:

To assign jobs within the model, the jobs must be assigned to either categories of “Other, Retail or Service”. The mix for Town Centres, Village Centres, Neighbourhood Areas and Community nodes are based on comparing zones in central Sherwood park (town centre, Sherwood park mall and associated retail areas. The job mix was identified at 38.3% other, 36.6% retail and 25% Service.

For the Business Park Policy area, the mix was based on office employment areas in Sherwood Park and big box centres. The mixture for this area was identified as 22% other, 58% retail and 20% service.

School employment

Three schools in Sherwood Park (Bev Facey, Holy Spirit Elementary and Hawthorn Jr high were reviewed to identify potential employment linked to school sites. Employment numbers varied significantly within these zones, but the lowest estimate identified a total of 1 job per 10 students. Based on the large student populations identified within Bremner, this lowest estimate will be used. To assign within the model, the jobs are divided as 63% ‘other’, 9% retail and 28% service.

Local Employment Area

There are 3 different employment types identified within the LEA: Commercial, Industrial, and Community/Public Service. Job types for the LEA are summarized in Table 7. These jobs were assigned to the zones within the LEA in the model proportionally. For commercial and Community/Public Service jobs, the employment mix was identified as the same as the Business Park Policy Area. For the Industrial Jobs, the mix was based on existing industrial areas in Sherwood park: 82% other, 5% retail and 13% service.

Table 7 LEA Job Type

Employment Statistics Jobs Commercial 35

Reference: Appendix A Bremner Travel Model Update Description

Industrial 1222 Community/Public Service 695 TOTAL 1952

RESULTS

The Bremner network has been identified to support traffic growth over the course of the of the project. A maximum acceptable v/c ratio of 1.0 was identified as the design criteria for supporting capacity. Because the time horizon of the project is so long, and individual neighbourhood ASPs will identify required intersection and street capacity in more detail, these preliminary estimates support identifying anticipated overall cost, required regional network connections, and transit routing. Transit ridership has been separated from private vehicle trips. However, for the results below, multimodal trips (walking and cycling) have not been explicitly removed. Additional details on multimodal modelling can be found in the attached memo described below “Analysis of the Potential of Walking and Cycling in the Bremner Area, Strathcona County.”

All analysis reflects a PM Peak Hour of traffic. Figures on the following pages summarize:

- Total PM Peak Hour Volumes (Figure 5) - Total Transit Ridership (Figure 6) - V/C Ratio for links (Figure 7) The total overall volumes are summarized in Table 8 and 9. Trip Tables can be found in Appendix A.2 (not attached – separate Excel file).

Table 8 Total Driving Trips (PM Peak Hour)

Bremner/LEA Total Trips (Driving) External Trips In 9480 External Trips Out 6034 Internal Trips 23515 Total Trips 39029

Table 9 Total Transit Trips (PM Peak Hour)

Bremner/LEA Total Trips (Transit) External Trips In 989 External Trips Out 139 Internal Trips 2133 Total Trips 3261

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Figure 7 - PM Peak Hour Volume to Capacity Ratio Per Link March 18, 2019 Strathcona County Page 18 of 19

Reference: Appendix A Bremner Travel Model Update Description

BABY BRUTUS (MULTIMODAL MODELLING)

The results of the multimodal modelling and description of the model are included in detail in Appendix A.3 “Analysis of the Potential of Walking and Cycling in the Bremner Area, Strathcona County. An additional “Star Analysis” conducted by Mobycon was also undertaken to provide recommendations on local and regional bicycle network. These details are in Appendix A.4 and helped inform the TMP Map 3.

ALBERTA TRANSPORTATION

Alberta Transportation used their updated long-term model to identify the recommended interchange configuration for the Bremner Area Concept Plan. This modelling was completed using an early iteration of the Bremner Area Concept Plan population and employment estimates, and included a population of approximately 90,000 residents, 15,000 jobs within Bremner and 15,000 jobs in the LEA.

As part of this analysis, they reviewed 4 different configurations for interchange access on Highway 16:

• Single interchange at Range Road 224 spaced 3.25 km from Highway 21/Highway 16 interchange. This option includes a flyover at Range Road 225 and Range Road 223. • One partial interchange at 3.0 spacing from Highway 21 followed by a full interchange spaced 2.0 km from the partial interchange. This option includes a flyover midway between the two proposed interchanged. • Similar to the previous option, with the full and partial interchange swapped. • Two full interchanges with the first spaced 3.0 km from Highway 21 and the second spaced 1.75 km from the first. This option included a flyover midway between the two interchanges.

The model outputs were completed in the AM and PM Peak and are summarized in Appendix A.5.

This modelling confirmed that a single interchange did not provide enough capacity to service Bremner off of Highway 16, but that two full interchanges were not required. Based on this analysis, Strathcona County moved forward with a recommendation of a flyover located at Range Road 225, a full interchange located just west of Range Road 224 and a partial interchange with access to the west only located near Range Road 223.

AT MODEL COMPARISON

AT modelling was based on previous scenario which included 10,000 additional jobs in the LEA, and 10,000 additional population in Bremner. Additionally, the AT modelling is on AT’s 100 year model and includes key differences like the elimination of the NERC (included in the AT model but not in Strathcona County’s model). A summary of total trips in and out of the Bremner Area is included for both models in Table 10.

Reference: Appendix A Bremner Travel Model Update Description

Table 10 Alberta Transportation Model Comparison (PM Peak Hour)

AT Trips In Trips Bremner Trips in Trips Model Out Model out Total 11396 7116 Total 9650 5620

The Bremner Volumes are approximately 15-20% lower overall. Much of this can be accounted for in the differences in population and employment estimates, and some in potential differences in Transit usage estimates. The Bremner model also includes somewhat higher volumes northbound from Bremner and somewhat lower volumes southbound (using access on Highway 16).

We have preserved space and capacity for the interchanges as identified by Alberta Transportation, so long-term interchange capacity is preserved regardless of ultimate volumes in this location. Arterial capacity is preserved at sufficient levels to support the volumes forecasted in the AT model. It is recommended that phasing of arterial construction be considered, especially to the east side of the study area so as to not overbuild road capacity given the future uncertainty around transportation demand, mode choice and regional development within the time horizon.

Carolyn Sherstone M.Pl, P.Eng Transportation Engineer

Phone: 780-917-8581 Fax: [email protected]

Attachment: Appendix A.1 Zone Data Appendix A.2 Trip Tables (Submitted as separate Excel File) Appendix A.3 Analysis of the Potential of Walking and Cycling in the Bremner Area, Strathcona County Appendix A.4 Star Analysis (Mobycon) Appendix A.5 Alberta Transportation Modelling

jo \\cd1001-c200\workgroup\1161\active\1161106200\reports\transportation.plan\transportation_finaldraft\appendixa_modelling\appendixa_finaldraft_mar18.docx Appendix A.1

No code name nono aitzone ait zone na area _ha Employment employment density employment other Employment retail Employ service f employ 2009 ix land use ty municipalit neighbourhopbject id old at zone old sc zone park cost population population pop rural 0 pop rural 1 pop rural 2 pop rural 4 pop rural 6 pop urban pop urban pop urban pop urban pop urban PR Side p employmretail densi retail proposc zone shape area source studen k-12student k-1student un xi 221 0 3455 3455 60 201 105 42 54 1 0 res Strathcona Bremner 0 2704 486 345 763 691 419 0 0 221 Strathcona 1157 0 0 222 0 3491 3491 40 0 0 0 0 0 0 ag and env Strathcona Bremner 0 0 0 0 0 0 0 0 0 222 Strathcona 0 0 0 227 0 3461 3461 67 27 10 10 7 0 0 res, village Strathcona Bremner 0 2814 505 360 794 719 436 0 0 227 Strathcona 0 0 0 230 0 3468 3468 0 0 0 0 0 2 0 idustrial an Strathcona Bremner 0 0 0 0 0 0 0 0 0 230 Strathcona 0 0 0 236 0 3474 53 183 79 72 32 0 0 ind Strathcona DEA 109 0 0 0 0 0 0 0 0 0 0 0 236 1266745 4781.909 Strathcona 0 0 0 3001 0 3469 91 149 123 7 19 0 0 ind Strathcona DEA 209 0 0 0 0 0 0 0 0 0 0 0 3001 2657260 6477.665 Strathcona 0 0 0 3002 0 3470 70 114 94 6 14 0 0 ind Strathcona DEA 210 0 0 0 0 0 0 0 0 0 0 0 3002 1305124 4829.24 Strathcona 0 0 0 3003 0 3471 51 84 69 4 11 0 0 ind Strathcona DEA 211 0 0 0 0 0 0 0 0 0 0 0 3003 1288284 4803.831 Strathcona 0 0 0 3004 0 3472 70 82 68 4 10 0 0 ind Strathcona DEA 212 0 0 0 0 0 0 0 0 0 0 0 3004 1264516 4781.279 Strathcona 0 0 0 3005 0 3473 46 75 62 4 9 0 0 ind Strathcona DEA 213 0 0 0 0 0 0 0 0 0 0 0 3005 1358112 4891.824 Strathcona 0 0 0 3006 0 3474 100 193 138 28 27 0 0 ind Strathcona DEA 214 0 0 0 0 0 0 0 0 0 0 0 3006 1306688 4821.104 Strathcona 0 0 0 3100 0 94 166 96 44 26 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3100 0 0 0 3101 0 27 38 31 2 5 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3101 0 0 0 3102 0 39 64 53 3 8 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3102 0 0 0 3103 0 18 29 24 1 4 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3103 0 0 0 3104 0 24 39 32 2 5 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3104 0 0 0 3105 0 61 546 143 296 107 0 0 ind DEA 0 0 0 0 0 0 0 0 0 3105 0 0 0 3106 81 134 110 7 17 0 0 0 0 0 3106 0 0 0 3107 54 57 47 3 7 0 0 0 0 0 3107 0 0 0 5001 0 3461 3461 67 198 104 41 53 0 0 res Strathcona Bremner 0 2432 437 311 686 621 377 0 0 5001 Strathcona 1157 0 0 5002 0 3456 3456 44 16 6 6 4 0 0 res Strathcona Bremner 0 1730 311 221 488 442 268 0 0 5002 Strathcona 0 0 0 5003 0 3462 3462 34 189 101 37 51 1 0 res Strathcona Bremner 0 1529 275 195 431 391 237 0 0 5003 Strathcona 1157 0 0 5004 0 3457 3457 47 13 5 5 3 0 0 res Strathcona Bremner 0 1366 245 175 385 349 212 0 0 5004 Strathcona 0 0 0 5005 0 3463 3463 46 14 5 5 4 0 0 res Strathcona Bremner 0 1470 264 188 414 376 228 0 0 5005 Strathcona 0 0 0 5006 0 3464 3464 66 19 7 7 5 0 0 res Strathcona Bremner 0 2033 365 260 573 520 315 0 0 5006 Strathcona 0 0 0 5007 0 3465 3465 47 189 101 37 51 0 0 res Strathcona Bremner 0 1543 277 197 435 395 239 0 0 5007 Strathcona 1152 0 0 5008 0 3466 3466 47 194 103 39 52 3 0 res Strathcona Bremner 0 2064 371 264 582 527 320 0 0 5008 Strathcona 1152 0 0 5009 0 3467 3467 31 13 5 5 3 0 0 res Strathcona Bremner 0 1432 257 183 404 366 222 0 1 5009 Strathcona 0 0 0 5100 0 94 41 16 15 10 0 0 res Bremner 0 4304 773 550 1214 1100 667 0 0 5100 0 0 0 5101 0 38 16 6 6 4 0 0 res Bremner 0 1722 309 220 486 440 267 0 0 5101 0 0 0 5102 0 29 187 100 37 50 0 0 res and village centre Bremner 0 1338 240 171 378 342 207 0 0 5102 1157 0 0 5103 0 14 843 323 308 212 0 0 res and village centre Bremner 0 458 82 59 129 117 71 0 0 5103 0 0 0 5104 0 17 8 3 3 2 0 0 res and village centre Bremner 0 767 138 98 216 196 119 0 0 5104 0 0 0 5105 0 38 16 6 6 4 0 0 res Bremner 0 1652 297 211 466 422 256 0 0 5105 0 0 0 5106 0 44 16 6 6 4 0 0 res Bremner 0 1705 306 218 481 436 264 0 0 5106 0 0 0 5107 0 38 191 102 38 51 0 0 res, school village cent Bremner 0 1751 314 224 494 448 271 0 0 5107 1157 0 0 5108 0 85 0 0 0 0 0 0 res Bremner 0 0 0 0 0 0 0 0 0 5108 0 0 0 5109 0 33 14 5 5 4 0 0 res Bremner 0 1486 267 190 419 380 230 0 0 5109 0 0 0 5110 0 53 194 103 39 52 0 0 res and school Bremner 0 2117 380 271 597 541 328 0 0 5110 1157 0 0 5111 0 34 817 313 299 205 0 0 res and town centre Bremner 0 2089 375 267 589 534 324 0 0 5111 0 0 0 5112 0 15 1178 451 431 296 0 0 res and town centre Bremner 0 1447 260 185 408 370 224 0 0 5112 0 0 0 5113 0 14 1076 412 394 270 0 0 res and town centre Bremner 0 1322 237 169 373 338 205 0 0 5113 0 0 0 5114 0 34 0 0 0 0 0 0 res and district park Bremner 0 0 0 0 0 0 0 0 0 5114 0 0 0 5115 0 56 24 9 9 6 0 0 res Bremner 0 2559 459 327 722 654 397 0 0 5115 0 0 0 5116 0 26 0 0 0 0 0 0 country residential Bremner 0 62 11 8 16 15 12 0 0 0 0 0 0 0 5116 0 0 0 5117 0 22 184 99 35 50 0 0 res and village centre aBremner 0 986 177 126 278 252 153 0 0 5117 1157 0 0 5118 0 49 21 8 8 5 0 0 business employment Bremner 0 2239 402 286 632 572 347 0 0 5118 0 0 0 5119 0 48 3564 790 2059 715 0 0 business employment Bremner 0 0 0 0 0 0 0 0 0 5119 0 0 0 5120 0 52 3841 851 2219 771 0 0 business employment Bremner 0 0 0 0 0 0 0 0 0 5120 0 0 0 5121 0 80 35 13 13 9 0 0 business employment Bremner 0 3667 659 469 1034 937 568 0 0 5121 0 0 0 5122 0 19 8 3 3 2 0 0 res and village centre Bremner 0 872 157 111 246 223 135 0 0 5122 0 0 0 5123 0 17 122 75 13 34 0 0 res Bremner 0 627 113 80 177 160 97 0 0 5123 1157 0 0 5124 0 27 186 100 36 50 0 0 res Bremner 0 1221 219 156 345 312 189 0 0 5124 1152 0 0 5125 0 80 18 7 7 4 0 0 res Bremner 0 1854 333 237 523 474 287 0 0 5125 0 0 0 5126 0 32 361 138 132 91 0 0 res and school Bremner 0 1049 188 134 296 268 163 0 0 5126 0 0 0 5127 0 52 194 103 39 52 0 0 res Bremner 0 2073 372 265 585 530 321 0 0 5127 1157 0 0 5128 0 29 13 5 5 3 0 0 res and village centre Bremner 0 1305 234 167 368 334 202 0 0 5128 0 0 0 5129 0 31 260 100 95 65 0 0 res Bremner 0 1340 241 171 378 342 208 0 0 5129 0 0 0 5130 0 32 13 5 5 3 0 0 res Bremner 0 1369 246 175 386 350 212 0 0 5130 0 0 0 5131 0 37 516 226 157 133 0 0 res Bremner 0 1588 285 203 448 406 246 0 0 5131 1157 0 0 5132 0 0 0 0 0 0 0 0 res Bremner 0 0 0 0 0 0 0 0 0 5132 0 0 0 5133 0 0 0 0 0 0 0 0 country residential Bremner 0 131 24 17 34 31 25 0 0 0 0 0 0 0 5133 0 0 0 5134 0 63 478 183 175 120 0 0 res and village centre Bremner 0 2762 496 353 779 706 428 0 0 5134 0 0 0 5135 0 43 192 102 38 52 0 0 res and school Bremner 0 1820 327 233 513 465 282 0 0 5135 1157 0 0 5136 0 46 19 7 7 5 0 0 res Bremner 0 1967 353 251 555 503 305 0 0 5136 0 0 0 5137 0 54 363 196 69 98 0 0 res and school Bremner 0 1432 257 183 404 366 222 0 0 5137 2309 0 0 5138 0 18 659 252 241 166 0 0 res and village centre aBremner 0 531 95 68 150 136 82 0 0 5138 0 0 0 5139 0 1 175 96 32 47 0 0 res Bremner 0 39 7 5 11 10 6 0 0 5139 1157 0 0 5140 0 70 27 10 10 7 0 0 res Bremner 0 2825 507 361 797 722 438 0 0 5140 0 0 0 5141 26 729 279 267 183 1635 294 209 461 418 253 5141 0 0 0 19625 7224 7978 4423

Bremner DEA

Highlighted zones can go directly into the model. Filter zones as shown in figure. Appendix A.3

MEMO May 2nd 2018/Laine, Piipponen Page 1/19

ANALYSIS OF THE POTENTIAL OF WALKING AND CY- CLING IN THE BREMNER AREA, STRATHCONA COUNTY

The goal of the project Good quality planning and implementation of pedestrian and bicycle infrastructure in Bremner can make a difference in people’s travel choices especially for trips inside the planning area. The goal for Brutus modeling for the Bremner project was to provide the planners and decision-makers information of the potential usage and role of walking and cycling in the planning area. Downtown Edmonton and Sherwood Park lie further away from Bremner and are less accessible with the active travel modes. Therefore the focus in the analysis was laid in the Bremner area. Since not enough accurate travel data was available for estimation of full Brutus demand model, a lighter approach was chosen, which enables development of a solid analytical method using only available data sources from the stakeholders. The targeted added value from Brutus Light analyses is the more efficient communication of the benefits of the targeted land-use policy and network investments to the decision-makers and financers of the Bremner project. Method description Trip generation and destination choice Brutus light approach uses directly the trip generation of destination choice modeled in the existing regional model (VISUM). The workflow of the Brutus Light is described below. At first, the land-use data from the Visum model TAZs was split to the Brutus grid of 250m x 250m. A more accurate division of land-use inside certain TAZs was used for the town centre area, provided by Stantec. The land-use inside a TAZ was evenly distributed to the grid, unless more accurate information was provided. Then, each grid cell’s centroid was connected to the network by creation a connector link to the closest point in the network. The TAZs outside the Bremner area were aggregated to some extent and then connected with feeder links to the Bremner network. The trip generation and destination choices were taken as they were modeled in the VISUM model. So basically the matrixes of car trips and pedestrian trips were summed up and used as input. The matrixes presented the travel demand on evening rush hour during a weekday. The trips presented in the matrix were directly distributed to the grid using the location of the grid cell centroid as a defining factor. In the distribution of the matrix to the

Strafica Oy, Pasilankatu 2, 00240 Helsinki, puh. (09) 350 8120, fax (09) 350 81210, Y-tunnus 1602939-3 Page 2/19 grid the more accurate TAZ division and the population data was used. A trip table was produced to allow separate handling of each trip. The total person trip generation was acquired by using the average vehicle load as a multiplier to the vehicle based matrix. Vehicle loads are shown in the table below. Loads from “home-based work” through “non-home- based” were defined by Stantec. Vehicle load for “external” trips is a weighted mean from other vehicle loads, weighted by the number of trips in each category. Transit and walk trip matrix was used as is.

Trip type Vehicle load (persons per vehicle) home-based work 1.10 home-based university 1.14 home-based school 1.48 home-based other 1.60 non-home-based 1.5 external 1.356

Networks The base network used was the car network from the VISUM model received from Stantec. The network inside Bremner area included the main streets and collector streets, but not residential streets. The attributes included, among others, the modeled car demand and link speeds that were used in the mode choice model. The main street network was complemented with the VISUM model connector links, to represent those residential streets and other paths that provide connections in the Bremner area. This was found to be a feasible solution in the situation where only the main network was planned. The Brutus grid was connected to either the main street network or Visum connectors, depending which was the closest. The base network for pedestrians and cyclists was produced from the car network, because the plan is to at least provide the pedestrians and cyclists high-quality routes along these streets. The network “walkability” and “cyclability” values i.e. link speeds differentiated per scenario, as is presented below. In the “investment scenarios” also the ring trail was added to the network. The trip travel times were calculated for each possible mode by using the above mentioned fixed values to present link speeds. The crossing delay was calculated with Brutus’s delay function that used the car volume as a variable.

Mode choice model A simple logit model was designed to find the potential trips that could shift from cars to walking and cycling. Travel time by bicycle was chosen as an explanatory variable. Several alternatives for model coefficients were generated and tested. As a result, those coefficients that produced best match Page 3/19 with the local mobility study were chosen. The scenario in which the model was “taught” was a scenario with no investment to active modes. No investments means that walking and cycling is allowed on the side of the driveway, but no separate lane or path is built. Such solution is described in the model by setting a 9 km/h cyclability value to the car network. Similar approach is used in many Brutus applications elsewhere. The model was calibrated so that it produced the same modal split as the regional mobility study from Strathcona County. In the model mode choice was divided into two phases. In the first phase, a selection was made if a trip in question uses personal car (driver or passenger) or active modes. The probability of choosing car over active modes is 1 (car) =

in which is travel time by bicycle𝑃𝑃 and 𝑏𝑏and0+𝑏𝑏1 𝑡𝑡 are calibrated model coefficients. Likewise, the probability of choosing𝑒𝑒 active modes over car is 𝑡𝑡 𝑏𝑏0 𝑏𝑏1 (active modes) = 1 (car) = . 1 +𝑏𝑏0+𝑏𝑏1𝑡𝑡 𝑒𝑒 In the second phase,𝑃𝑃 another model was− 𝑃𝑃 used to find the𝑏𝑏0 +likely𝑏𝑏1𝑡𝑡 mode choice between walking and use of bicycle. Second phase only𝑒𝑒 applies to “active mode” trips from the first phase. This model was also “taught” in the scenario with no investment to infrastructure (to represent the situation where the regional study was made). The probability of choosing bicycle over walking is 1 (bicycle) =

and the probability of choosing𝑃𝑃 walking over𝑐𝑐0 bicycle+𝑐𝑐1𝑡𝑡 is 𝑒𝑒 (walking) = 1 (bicycle) = 1 +𝑐𝑐0+𝑐𝑐1𝑡𝑡 𝑒𝑒 where is travel𝑃𝑃 time by bike and− 𝑃𝑃 and are calibrated𝑐𝑐0+ 𝑐𝑐model1𝑡𝑡 coefficients. 𝑒𝑒 𝑡𝑡 𝑐𝑐0 𝑐𝑐1 The only explanatory variable that was used in these models was the bicycling travel time (including crossing penalties), because that was easily available from the network calculation. The same models were used for each trip type for simplicity. No separate modeling was done e.g. for school trips. For simplicity, it was assumed that for every individual all mode choice options are possible. The above described models were taught in two alternative travel patterns, first one with the mode shares from the region, and one with patterns from inner Edmonton to present more urban travel patterns that are targeted in the planning of Bremner. The model coefficients and in these two scenarios can be seen in table below. 𝑏𝑏0 𝑏𝑏1

Region -0.4 𝑏𝑏0 -9.1 𝑏𝑏1 3.2 𝑐𝑐0 -9.8 𝑐𝑐1 Edmonton 0.5 -9.4 3.0 -9.7

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It must be noted that no perfect model was found where all travel statistics would match with the regional mobility study. Therefore, the correct mode split was preferred in the choice of the model over other statistics such as average trip length. More data and more elaborated model would be needed to correct the somewhat biased trip lengths.

Figure 1 Mode choice model between car and active modes in phase 1

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Figure 2 Mode choice model between bicycle and walking in phase 2.

Scenarios The idea in the scenario design was to enable testing of two policies and their combinations: - how the investment to better walking and cycling infrastructure affects the mode choices - what is the effect of using multiple tools and policies to develop an urban travel pattern (in Canadian framework) in the Bremner area

The modeled scenarios are explained in the following table.

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Table 1. Modelling scenarios Name Description Network Targeted mode speeds shares (ped/cyc) (ped/cyc) 1 Scenarios with regional travel patterns 1a No investment in walking and cycling 4,3 km/h 6,4 % along main streets and collectors (walk- 9 km/h 0,8 % ing and bicycling allowed on streets) 1b Investments on separate cycling/walking 4,3 km/h n/a infrastructure along main streets and 18 km/h collectors (+ring trail) 2 Scenarios with travel patterns altered towards more urban behavior 2a No investment in walking and cycling 4,3 km/h 10,8 % along main streets and collectors (walk- 9 km/h 1,7 % ing and bicycling allowed on streets) 2b Investments on cycling/walking infra- 4,3 km/h n/a structure along main streets and collec- 18 km/h tors (+ring trail)

So basically separate models were designed for scenarios 1 and 2. Note that the “walkability” value was fixed to 4.3 km/h in all scenarios. This is a feasible solution because the variable used in the logit model is travel time with bicycle, hence the overall share of bicycling and walking is defined in the first phase of modeling. Therefore the cyclability also affected the mode choice of walking. The original plan was to design a third scenario with international reference mobility patterns, namely from Lahti, Finland. This was also done. However, the results were not seen as feasible or useful in the planning, since the modal share even in the no investments scenario was 38 % which was seen as unrealistic. Network assignment The trips were assigned to the modal networks by using Brutus’ stochastic assignment algorithm. Results and discussion Results for the whole Region The model was initially built to present the flows in the whole region. The networks were presented in more detail in Bremner, but the connections to downtown Edmonton were also included. The decision to build the model this way was made because the regional travel data also included longer trips than just trips within one neighborhood. The main results of the study are presented in the following table. The assignment figures are presented in the Annex. Let’s first analyse the effect of pure infrastructure investment in the use of active modes i.e. walking and cycling. In the base scenario 1a the modal share of active modes is only 7,4 % as was found in the regional study. Page 7/19

Respectively, the modal share of cars is almost 93 %, as the public transit trips are not included in the study. In scenario 1b the modal share of active modes in total is 9,6 %, showing a raise of 2,2 percentage points. Most of the change happens in car drivers shifting to walking mode. This is the estimated effect of pure infrastructure investment, without any changes in population’s preferences towards the use of active modes. Let’s then look what is the additional effect of using multiple policies such as mobility management schemes to change people’s tendency to choose active modes over other options. In this study, only a reasonably minor effect was assumed for such policies, as the targeted mobility pattern was taken from a study made in downtown Edmonton. In scenario 2b we can see, that the accumulated effect of both investments and green mobility policies is that the modal share of active modes rises up to almost 17 %, meaning a 10 percentage points rise from the base scenario. Consequently, thanks to the combined investment package and green mobility policies, the mode share of cars falls from 93 % to 83 %. Table 2. Key figures of the modelled scenarios (evening rush hour)

scenario scen 1a scen 1b scen 2a scen 2b population 257 617 257 617 257 617 257 617 workplaces 112 567 112 567 112 567 112 567 ntrips_ped 10 872 14 331 17 886 24 167 ntrips_cyc 1 495 1 675 2 865 3 948 ntrips_car 154 554 150 916 146 170 138 806 ntrips_all 166 921 166 921 166 921 166 921 modshare_ped 6,5 % 8,6 % 10,7 % 14,5 % modshare_cyc 0,9 % 1,0 % 1,7 % 2,4 % moshare_active 7,4 % 9,6 % 12,4 % 16,8 % moshare_car 92,6 % 90,4 % 87,6 % 83,2 % avlength_ped 0,6 1,0 0,6 1,1 avlength_cyc 1,5 2,5 1,6 2,4 avlength_car 11,4 11,7 12,1 12,6 km_ped 6 178 13 969 10 969 26 207 km_cyc 2 285 4 170 4 697 9 592 km_car 1 767 710 1 759 723 1 762 968 1 742 296

The presented effects may seem small at first, but are actually quite significant as experts all around the world know that a significant change in mobility patterns is extremely hard to achieve. The effect in the use of bicycle may seem small, but the results indicate that the combined effect of investments and green policies increase the use of bicycle to 2.6 times the amount it is in the base scenario. The decrease in the number of cars trips is also significant when scaled to day level or year level. It must be noted though that it is the short car trips that are more likely being replaced by active modes according to the model. This phenomenon results in the average car trip length increasing. What may be striking in the results is that most of the travelers finding an option in active modes choose walking over bicycling. This is due to the design of the mode choice model, which was strongly affected by the Page 8/19 availability of the data. The current model tends to maintain the modal shares of walking and cycling. A more sophisticated mode choice model would possible show different results in this perspective. In the end of the table 2 also the total km’s walked, cycled and driven (during one evening rush hour) are presented. These results are only indicative, since in the design of the mode choice model a compromise was made to stress the correctness of modal shares on the cost of the correctness of average trip lengths. Since the average trip lengths in the base scenarios 1a and 2a are shorter than in the respective mobility studies, it is likely that the total km output may have some amount of error. However the relative changes from scenario to another may be more accurate and useful. The total km’s cycled increases to 4 times to that in the base scenario thanks to investments and green policies combined. It should also be noted that the decrease in car mileage is likely to be far less than decrease in car modal share, because it is the short car trips that are more likely being replaced by active modes. Results inside Bremner area

In this chapter only trips that originate and end inside the Bremner area are discussed. The key figures for all trips inside Bremner are presented in the following table.

Table 3. Key figures of the modelled scenarios (evening rush hour) for trips originating and ending inside Bremner

scenario scen 1a scen 1b scen 2a scen 2b ntrips_ped 1649 2877 2916 4852 ntrips_cyc 372 496 795 1051 ntrips_car 22479 21126 20789 18597 ntrips_all 24500 24500 24500 24500 modshare_ped 6,7 % 11,7 % 11,9 % 19,8 % modshare_cyc 1,5 % 2,0 % 3,2 % 4,3 % moshare_active 8,2 % 13,8 % 15,1 % 24,1 % moshare_car 91,8 % 86,2 % 84,9 % 75,9 % avlength_ped 1,1 1,5 1,1 1,6 avlength_cyc 1,8 2,7 1,9 2,5 avlength_car 3,1 3,1 3,2 3,3 km_ped 1 792 4 441 3 294 7 735 km_cyc 654 1 324 1 543 2 659 km_car 68 713 65 505 66 253 60 690

Comparing the results inside Bremner to the results from the whole model area (Table 2), it is evident that the potential change in modal shares from the network improvement actions and promotion of the use of active modes is greater inside Bremner. Roughly the modal share of active modes in total doubles with the investment to separated infrastructure and triples when in addition the travel patterns are developed to more urban direction with mobility management campaigns etc. In scenario 2b (investments and developed travel patterns) the modal share of cars is below 76 %. Naturally the effects are greater inside Bremner than regionally, because longer trips that are outside the convenient range of the active modes are excluded from the Page 9/19 analysis. There may be more variation between trip types (e.g. the modal share of active modes for school trips is likely to be higher), but these differences are not studied here.

In order to study in more detail the results inside the Bremner area, the Bru- tus grid was divided into three different land-use categories. The categorisa- tion of the land-uses is based on the earlier categorization in VISUM-model TAZ areas, which was presented to Strafica as input data. This categorization was brought into the Brutus grid, based on in which TAZ area the centre of a grid cell was located in (see Figure 3).

Figure 3 Different land-use categories in the Bremner area model.

These categories were aggregated to three main categories as follows: a) Residential: residential or existing residential b) low employment: rural industrial c) high employment: town centre, village centre or business employment

Finally the key figures were calculated for trips that originate in these land- use types. Only trips inside Bremner were included in this study. The results are presented in the tables 4-6.

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Table 4. Key figures of the modelled scenarios for trips originating and ending inside Bremner - trips from residential areas (evening rush hour) scenario scen 1a scen 1b scen 2a scen 2b ntrips_ped 750 1248 1499 2204 ntrips_cyc 182 189 337 459 ntrips_car 8991 8487 8087 7261 ntrips_all 9924 9924 9924 9924 modshare_ped 7,6 % 12,6 % 15,1 % 22,2 % modshare_cyc 1,8 % 1,9 % 3,4 % 4,6 % moshare_active 9,4 % 14,5 % 18,5 % 26,8 % moshare_car 90,6 % 85,5 % 81,5 % 73,2 % avlength_ped 1,0 1,5 1,1 1,5 avlength_cyc 1,9 2,6 1,9 2,3 avlength_car 2,7 2,8 2,9 2,9 km_ped 759 1 844 1 688 3 252 km_cyc 345 483 655 1 077 km_car 24 540 23 395 23 282 21 361

Table 5. Key figures of the modelled scenarios for trips originating and ending inside Bremner - trips from low employment areas (evening rush hour) scenario scen 1a scen 1b scen 2a scen 2b ntrips_ped 147 256 213 436 ntrips_cyc 25 91 110 143 ntrips_car 4041 3866 3890 3634 ntrips_all 4213 4213 4213 4213 modshare_ped 3,5 % 6,1 % 5,1 % 10,3 % modshare_cyc 0,6 % 2,2 % 2,6 % 3,4 % moshare_active 4,1 % 8,2 % 7,7 % 13,7 % moshare_car 95,9 % 91,8 % 92,3 % 86,3 % avlength_ped 1,4 2,2 1,3 2,0 avlength_cyc 1,6 3,7 2,0 3,6 avlength_car 4,6 4,6 4,7 4,7 km_ped 207 555 268 870 km_cyc 40 338 216 508 km_car 18 401 17 692 18 147 17 209

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Table 5. Key figures of the modelled scenarios for trips originating and ending inside Bremner - trips from high employment areas (evening rush hour)

scenario scen 1a scen 1b scen 2a scen 2b ntrips_ped 751 1373 1195 2207 ntrips_cyc 165 216 344 444 ntrips_car 9408 8735 8785 7674 ntrips_all 10324 10324 10324 10324 modshare_ped 7,3 % 13,3 % 11,6 % 21,4 % modshare_cyc 1,6 % 2,1 % 3,3 % 4,3 % moshare_active 8,9 % 15,4 % 14,9 % 25,7 % moshare_car 91,1 % 84,6 % 85,1 % 74,3 % avlength_ped 1,1 1,5 1,1 1,6 avlength_cyc 1,6 2,3 1,9 2,4 avlength_car 2,7 2,8 2,8 2,9 km_ped 824 2 040 1 326 3 591 km_cyc 268 502 658 1 064 km_car 25 625 24 273 24 694 22 007

Comparing the modal shares for trips originating from different land-use types it seems that it is the trips from the residential areas and trips from high-employment areas that have the highest potential for the use of active modes. The low employment area in the southern part of Bremner is less potential for the use of active modes.

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ANNEX 1. WALKING AND CYCLING FLOWS ON THE NETWORK

Figure 3. Walking flows in the scenario 1a (no investments, local mobility patterns) Page 13/19

Figure 4. Cycling flows in the scenario 1a (no investments, local mobility patterns)

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¨ Figure 5. Walking flows in the scenario 1b (investments to network, local mobility patterns)

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Figure 6. Cycling flows in the scenario 1b (investments to network, local mobility patterns) Page 16/19

Figure 7. Walking flows in the scenario 2a (no investments, urban mobility patterns)

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Figure 8. Cycling flows in the scenario 2a (no investments, urban mobility patterns) Page 18/19

Figure 9. Walking flows in the scenario 2b (investments to network, urban mobility patterns)

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Figure 6. Cycling flows in the scenario 2b (investments to network, urban mobility patterns)

MEMO

Place/date report: 21 January 2019 Our reference: 5819, 1161 106200 By: Lennart Nout, Erik Wahle, Mary Elbech CC: Joe Olson

Introduction Mobycon has been subcontracted by Strathcona County and Stantec to investigate the opportunities for walking and cycling in the future Bremner expansion area. As part of these investigations, the cycling model Brutus was used to project potential cycling flows in, to and from Bremner. Two different scenarios were tested to assess the impact of a higher level of investment on the expected cycling mode share. The high investment scenario includes dedicated walking and cycling facilities along all major routes, and slow mixed streets within the residential areas. This would, based on travel data from Edmonton, create a 4.3% modal share for bicycles and up to 21.4% for pedestrians. This creates a total active mode modal share of 25.7%.

Based on these figures, bicycle flows in the evening peak hour through the development are shown in Figure 1. This shows significant bicycle flows mainly clustered on the southern half of the development. The main roads here are expected to carry up to 450 cyclists per day.

To add nuance and additional insight to the multi-modal analysis, another network planning tool was deployed, the Star Analysis.

Figure 1: PM peak period (2 hour) bicycle flows in Bremner from previous BRUTUS model

Methodology The Star Analysis is a visualisation and analysis tool used to plan, prioritize and visualize networks of movement within an existing or planned urban area. Based on the same principles that underpin a traffic model, it highlights large volumes of movements between zones. While a traditional traffic model connects the zones via the road network, a star analysis relies on displaying the direct (relative) relationship between zones. This allows us to visualise which trips will be viable by walking or cycling, even when the road network doesn’t allow for these trips yet. This can inform decisions about the planning and prioritization of the bicycle network.

Results While the initial mapping shows a reasonably scattered distribution of trips, some conclusions can be drawn regarding the relative importance of cycling facilities in various areas of the development.

If we overlay the proposed road network on top of the spider diagram generated through GIS, we get the following result, with the road network in purple. This analysis confirms the higher potential for cycling in the southern section of the Bremner area. The number of potential cycling trips between the various sectors in the Southern half is significantly higher than the Northern side. At the same time, connections to other areas outside the actual Bremner area are also largely focused on the South-Western side.`

Figure 2: Relative importance of connections between different zones in Bremner

While best practice street design calls for separated cycling facilities on all major roads and traffic calming on all minor streets, this analysis shows the relative importance of a few key corridors, both within the development itself, as well as connecting to destinations outside the Bremner area.

Based on the star analysis, Mobycon recommends the following:

1. Introduce separated bicycle facilities on all major streets As per the previous work done using the BRUTUS model, providing high quality cycling facilities is the best way to encourage a higher bicycle mode share. Proper levels of investment in walking and cycling facilities could generate up to 26% active mode share, which is high in comparison to other comparable suburban developments. Especially given the large number of internal (short) trips within the Bremner area, and the flat topography there is huge opportunity for walking and cycling. Alternatively, there is an opportunity to create a completely disjointed cycling (trail) network within the development. This would require a re-think of the lot allocation and additional quality criteria with regards to personal safety. However, this model is quite successful in encouraging more active trips.

2. Introduce bicycle facilities parallel to Yellowhead Highway As can be seen in the map in Figure 2, there is a reasonably strong connection from within the Southern zones in Bremner to the neighboring development (Sherwood Park). The Yellowhead Highway and the interchange with Highway 21 are a considerable barrier to allowing these trips to happen by bicycle. To cater for these trips, there are two basic options. Create a new link across the interchange, connecting the South-Western side of Bremner to Sherwood Park, or create a parallel cycling route along the Yellowhead Highway. Further analysis is necessary to investigate the impact of either option.

3. Create several high quality facilities connection to the West The spider diagram shows many relatively small (light green) connections between the area within the Bremner development and the area directly adjacent in the West. While each of these links is fairly weak, combined, they will amount to a reasonably large number of people trying to cross Highway 21. To minimize the barrier that is Highway 21, several connections across are recommended. This means approximately every 800 meters, a safe, grade separated crossing is required.

4. Provide a high-quality bicycle connection to Sherwood Park and Edmonton As mentioned in item 2, there is a desire line towards the Southern side of Edmonton via Sherwood Park. Ideally, this would be catered for by connecting across the Highway 21, Yellowhead Highway interchange. With the relatively high movement from inside Bremner to the southwest, outside of Bremner, this becomes perhaps the most important connection (see ‘4’ on Figure 3). Additionally, a bicycle connection along Yellowhead Highway (on the Southern side) should connect all the way to Downtown Edmonton, to allow also for longer commuter trips.

5. Limit through traffic within neighbourhoods and reduce speed to allow for safe cycling for short trips As shown in the diagram, there are many short trips within the Bremner area. While some of these will make use of the main roads, the large majority of these will finish and end within one of the residential or commercial areas. For this reason it is important to provide safe cycling throughout the neighborhoods. This means reducing the number of vehicles on the internal roads to a maximum of approximately 3,000 per day, while at the same time reducing their operating speed to a maximum of 30 km/h. This is in line with international best practice.

Figure 3: Ideal crossing locations

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9 4 3 8935 7 57 879 5 17 1 6 22 8 4 1 0 0 1 7 18 1 5 8 3 0 0 8 6 6 1

8 7

8 4 1

1 4 1 0 5 0 1 7 1

0 3 32 7

5 4 4 2 1

9 0 6

8 8

1 7 375 89 8

7 5 8

5 7

5 451 7

3 2

0 9

2 0 7

2 4 6 4 3

5 0 1 0 5 1

4 9 61 0 216 1 5 1 342 5 5 0 0 0 0 0

7 2 2

8 2 7 9

9 7 8 9 8 3 6 0

9 5 0

6 9

3 0 0 417 0 0 0 5

1 9 57 2 7 2 3 4 1 5 8 5 7 7

5 7

9 4

1 2 4 0

6 0 4 2 5 5 4 8

0 2 4 1 3 8

0 647 0 91 386 555 162 81 0 350 204 311 276 0 420 0 199 4 19

1 3

8 1 2 4 8 0 3 2 2 9 8 7 2

2 3

4 3 7 8 5 7 3 4 423 0 4

8 4 8 6

1 5 5 110 8

1 8 1 7

1 2 0 8 99 4 0 0 5

4 1 6 6 349 7 2 1 3 6 515 1 5 4 2 0 9

4 2 52 5 8 3 54 105 294 364 200 54 200 122 8 5 15 3 2 8 118 7 333 82 2 1 126 603 6 118 11 2 185

73 3 4 9 8 1 333 8 1 5 2 7 2

5 8 5 2 3

4 5 0 185 1 0 7 17

0 0 9 1 9

5 4

0 3

6 9 2 6

7 42 1 927 9 9 6 6 8 6 1 2 1 7 4 5 4 4 2 5 9 34 3 0 3 4 2 4 7 2

1 3 26 1 3 1 4 6 4 0

1 1 2

9 3 5 2

4 9 5 0 2 2 3 2 2 1 4 4 4 0 7 13 1 7 8 1 3 4 17 LongTerm_PMbank_AT_Nov2017 23

162 174 197

4 220 5

9 Sc. 10013: LT PM CR Bremner Access Option 6 1 (adjusted)

7 2

2 8

6 8

0 62 2 5 2018 6-3 07-26 3 1 1

1 4

8 8 35 4 0 0 81 © OpenStreetMap contributors. 8 1 4 3 8

251

2 3

5 9 458 5

0 11 9 35 102 11 3 9 4 2 81 1 6 18 9

1 1 4

3 2

7 78 4 0

2 4

3 7 5 6

3 8 1 4

1 4 3 4 9 8 7 8

1 1 3

2 0

8 3

5 2 5 7 4 8 9 5

0 0 187 29 152 1 3 0

6 2 1

4 6

1 2 4

8 3

6 6

4 7

3 0

7 5

6 6

0 2

2 1 3 7 9 7 0 4

1 1

6 5

8 0

3 3

7 1

9 3

1 4 183 6 9 1 2 138 214 69

5 9

9 69 3 315 24 24

0 1

1 1

8 6 85 11

5 3 4 3 4 5

4 AM Peak Hour Traffic Volumes 2 0 6 41

7 4 00

3 8 2

4 1

6 4 152

1 4 141

2 2 8

1 6

1 1

0 1

3 0 7 4 6 3 1 0 190 78

5 7

9 8

9 6

1 5 8 6 5 1

3 3

9 2 8

7 9 5 0

4 2 2 2 6

0 5 45 5 4 19 2 267 105 1094 358 267 1 858 306 72 72 4 158 387 175 175 26 397 695 221 49 81 288

2 2 4

6 0 3 75 2052 52 20 296 1 47 644 9 7 7 9 4 5 3 7 3 8

4 6 5 0 64 2 72 0 6 7 6 0 722 9 7 1 6 8 2 48 2 3 8 0

1 1

4 7

4 9 0 2 6 3 7 632 324 418

7 5 9 6 90

7 3

5 3 468 235 224

6 0 6

3 0 8 3

0 7 3 5 5

5 3 8 82 4 3 4

2 9 31 2

2 9

3 1

4 1 2 3 3 4 18 2 24 7 4 9 8 2 5 5 4 0

2 7 0 9 8 1 0 0 5 647 4 89 146

328 5

2 4 1 4

4 7 4 5 5 9

3 0 1

687 679 833 340 796 3 427 0 3 0 78 186 320 44 2 4 4 3

3 7 4 8 5 4 0 8 4 2 6 6 1 4 378 0 5 29 69 0 7 7 5 5 1 429 5

2 8

2 2

3 3 61 290

0 2 9 2

7 6 4 4

4 7 1

1 2 0 1

2 1 1 0 6

2 3 0

5 1

1 2

5 0

5 8

7 17 2 2 4

4 0

3 0

148

8 4 7

4 5 200 4 0

8 0 0 6

7 4 5

5 5 2 1 94 6 9 156 660 7 7 445 515 339 245

234 0 267 0 354 550

3 4

1 1

0 384 0 256 139

1 5

3 2

6 1

6 5 4

5 5

9 0 5 8 6

5 3 0

38 2

3 6 8 4

8 6 1

8 1 7

1 0 7

7 0 1 3 8 6 6 9 5 5

4 344 8 2 0 464 0 0 0 548 6 665 25

39 0 432 1 0

3 390 0 6

3 0 40 7

6 0 1 300 0 1 6 4 2 9 6 5 2 6 3 9 0 4 6 6 4 8 2

0 7 1 2 493

4 551 0 356 501 259

8 734 1 8 9 354 9 6 1 1 4 6 7

7 4

0 7 1301 8

3 0 6 5

8 0

1 69 4 3

9 1

4 696 0

2 1

1 4

8 3 7 6 944 0 1 766

85 1 1 1 2 3 3 0 0 4 1 9 1 2 1 9 9

4 1 2 1 9 4 4 8 7 6 2 6 1 0 4 1 2 3 1

6 0

6 0 1 10 7 2 9 4 1 6 1 14 9 3 2 1 14 876 5 8 8 7 3 510 0 2 7 675 3 2 4 6 3 38 2 3 5 5 8 1

3 6 3 2 5 9 3 3

0 4 3 4

1 1

1 1 2525 1426 1 2 4 7 6 6 4 1 37 25 8 5 3 6 1 1 1 3 1 81 163 4 4 1099 4 83

1 7 1 4048 5863 5863 4612 3119 310 47 7 4 4710 4710 5148 4048 4612 2 3429 0

6 3429 3 2668 6 5 7 2597 2668

3 3 7 2597 2668 5 7 5

6 6 0

5 4117

5 2626 4117 3200 2220 3 4255 2333 2333 2626 3 3200 98 2420 2420 1841 1490 0 6 1804 1804 1841 1841 5 5 542 15 3 9 1 61 29 3 711 16 0 9 4 9 6 1 1

1 1

6 2 1 1 192 2365 81 43 6 3 6 5 2 1 8 6 3 3

94 7 7 0 4 6 5 5 7 6 3 1 1 5 5 2 3 0 9 88 4 3 2

4 1

443 1 3 1 0

4 4

7 0 5 736 1

5 7 1 6 8 6 2 6 8 3 4 8

9 9 1 3

6 5 9 6 19 3 0 6 1 3 8 3

5 3 2 5

1 5

1 2 2 5 7 1 6 9 8 4 3 5 0

5 5 1

5 2 5

6 1 6

1 0 1

5 895 5 3

3 60 1 2 0 421 6

0 3

0 1

9 245 3

2 30 10 2 06 1

5 0 4 0

9 3 0 1

8 0 1 5 5 4 6

6 1

2 0

1 0

2 9

0 8

1 8

0 0 0

2 9 3 0 1 0 3

0 0 0 1 2

0 14 0 8 107 674 565 269 17 0 309 160 94 75 0 148 323 489 44 5 37

9 7 8 0 8 2 31

0 4

1 7

8 0 81 5

2 3 3 0 10 0 8 0

3 0 9 7 5 3 9 6 1 7 6 2 2 70 1 279 02 108 320 140 42 65 94 1 42 3 7 111 3 2 1 35 2 111 65 177 2 170 4 8 3 4 65 3 2 2 1 1 1 3 7 7

3 4 6 170 0

5 7 1

9 9 55

4 3

2 2 2 4

1 2 1

3 9

8 6 2 6 3 2 2 3 8 7 8 5

4 4 3 8 4 6 32 3 3 1 1 36 8 4 0 31 6 0 LongTerm_AMbank_AT_Nov2017 9 15 4 17

138 Sc. 20011: LT AM CR Bremner Access Option 2 (adjusted) 125

2 1

4 6 2018-08-01 2 1 1 4 2 5 5 14 72 © OpenStreetMap contributors. 8

35 59

6 0 7 6 1 2 1 5 1 4

1 5 9 72 0 3 49

1 2

6 7

7 2

6 1

9 4

0 5 1 1 4 7 9 3 0 57 1 0 05

1 3 4 1 6 2

5 0 0 0 0 0 0

0 3

1 5 1

1 1

2 0 1

3 4 0 1 4 9

9 5

1 1 3 3 3

0 8 3 8

7 7 5 1 0 7 7

7 8 3 1 4 1 1 6 8 4 7 1 4 6 3 2 5

33 PM Peak Hour Traffic Volumes 1 9 26

0 3

3 9 3 180 13 18 62 62 795 0 28 25 795 191 194 167 6 79 25 76 210 21 0 10 0

1 1

6 9

8 4 1 98 5 9 4 2 5 1

0 4 1 7 6 0 4

2 2 3

5 5

1 1 2 4 1 8 9 1 1 4 3 9 5

1 1

6 9

8 4

5 4

8 0

4 2

4 0 316 1 1 8 7 440 337 71

6 72 8

8 31 4 309 31 1 1 2 0 9 1 4

1 2 23

1 1 0 7 2 6 0 1

8 0 9 7 3 7 8 0 5 9 1 7 4 8 0 3

5 1 3 4 1 7 0 6 4 43 2 3 5 124

0 1 4 152

0 0

9 3 2 96 0 171 1 5 2 0 2

7 6 0 7

5 8 1

2 2 8 6 7 6 9

5 6

9 1 9

0 0 6 3

3 2 5 8 4 9

2 14 3 2 9 8 19 80 7 590 276 67 847 1010 348 276 111 111 68 19 19 7 477 10 1455 628 290 290 80 24 1505 418 138 194 665 9 14 5 0 5 2893 1200 200 1 0 181 93 1 4 9 4 295 9

2 1 2 8 7 2 7

6 2 3 4 1 4 467 5 5 129 7 4 7 9 1 0 68 1077 7 2 0 5 8 6 8 6 1 6 65 4 3 0 8

8 0

7 1

4 8 6

5 2

3 4 6 26 4 0 4 2 613 382 312

5 52 6 13 0

0 9 7

3 0 8 750 370 6 6 2 491 5

3 9 1 6 0 2 5 8 88 4 9 1

8 1

5 4

8 81 2

2 3

2 7 1 9 2 1 3 12 4 91 4 6 0 9 5 7 2 5 2 1 1 3 7 5 7

1 7 9 2 6

6 95 6 1 1 101 9 689 202 245 3

8 4 1 5 9 497 9 6 3 8

2 6 507 1288 924 3 889 799 25 627 246 281 94 30 3 396 2 65 199 8 1 3 1 1

3 4 1

5 9 0 2

7 2 2 8

6 7

4 6 1 2 2 8 4 2 588 0 571 7 31 1 0 1 1

8 125 7

0 5 8

4 3

3 4 0 1 556

317 4

8 9 2 9

5 5 9 4 0

4 5 2

5 2 2 1 0 2 0 5

4 9 0

1 1

8 3

0 4 0 4 2 2

9 8

3 3 9 8

6 1 3

4 8 148

06 4 5 1

326 8 236 1 0

2 6 0

3 3 0

1 0 4 312 4 1 6 0 0 7 2 8 4 5 7 644 7 1 7 6 8 3 2 5 6 8 5 1 4 5 3 1 43 8 5 418

3 631 7 9 382 0 2 652 682 393

454 0

0 0 612 211 396

1 1

2 2

0 6 8 667 5 20 293

0 6

5 8 3 0

9 8 8 6 5 5 7 2 4 2 5 6 4 2 6 9 1 2 7 0 0

2 9 1 3

2 1 1

6 7

5 1 2 0 2 0

1 7 1 9 4 4 2 4 5 1 9

7 655 2 4 0 698 0

0 655 386 5 18

625 2

678 3 3

9 0

2 2 0

2 637 0 6

0 303 10

0 50 7 160 9 4 1 4 1

1 4

5 2 1 4 109 9 6 6 7 4 1 4 0 6 4

0 6 1279 2 887 17 1654 0 989 1 5

4 952 5 5 2 1057 1146 7 2 3 9 2 6 0 0 8 1 2

793 3 0 6 6

0 5 7 170 7 641 6 7 7

9 5

7 9 2

5 0 5 522 3

3 4

1 1

1 1 2 3 7 38 0 3 15 2 5 262

4 66 2 4

1 9 4 3

0 0 2

4 5

2 3 1 3 1 6 2 6

3 5 9 7 6 3 1 6 2 1 5 2 0 9 1 5 0 7 1 3 3

2 4 13 2 3 810 1 37 6 429 2 5 1235 1 3 6 1 3 2 70 5 4 6 8 2

6 0 7

1 5 1 7 3 1 6 9 1 2 4 4 0 3

3 1

1 1

1957 1355 4 2 6 7 4 8 1

1 4 4 0 9 5 4 6 1 0 5 2 1 6 3 6 4 055 78 3 2 4 2 8 669 60 6 7 5 7 3

4 3 3 9 32 1 5392 5392 5754 3741 5797 2 9 1 5084 3849 4344 3741 5797 4138 2666 1 66 5 0 3849 0 4138 3066 2509 3 3066 8 2509 2509 4 0 2 2442 2442 9 9 1 4 1 7879 8405 8983 7225 4217 4217 4578 4578 6425 6425 5406 3146 1 7225 1846 5406 2259 3634 3634 2800 2800 2800 526 577 12 12 197 903 2731 2731 1 5 6 75 1 9 511 8 361 296 0 2 1 0 7 8 3 8 604 15 87 4 2 4 0 1 30 3525 15 1 8 1 5 8 0 3 6 8 7 6 3 4 6 8 00 0 8 9 39 3 1 4 8 1 219 2 6 4 0 2 7

7 5 9 51 2 8 6 7997 56 878 3 7 60 3

7 2 2 2 2 8 6 487 1 4 1 9 3 1

5 9 2 0 9

1 9 1 0 1 1 4

8 1 4 4 4 9 8 2 4 7 6 9 1 5

4 9 5 2

9 0 5 3

1 1 4 1

6 1 8

41 1

8 4 4

6 2

4 2 6 7 4

0 8 1 0 1 7 367 89 0 1

4 6 6

4 6

5 446 6 9 32 3 5 44 2

6 0 5 65 0 216 1 6 1 342 5 8 0 0 0

8 2 9 2 0 8 8

2 9 0 4 7 7

7 0 9 7

3 6 2 7 1

6 6 0

1 5 9

4 0

7 0 415 0 0 0 2 2 4 57 7 0 1 4 1 5 6 4 6 4

5 6

9 5

6 2 4 6

1 0 6 2 5 5 3 5

0 2 1 9 3 8

0 652 0 78 389 191 255 55 0 236 371 329 274 0 111 0 104 7 15

1 7 3

5 6 2 2 9 3 8 3 3 3 9 7 6

4 2 8 6 2 7 9 8 259 0 4

1 2 5 9

2 6 8 120 7

1 3 1 1

8 2 0 127 2 9 2 0 5 1 5 6 8 345 3 2 1 9 6 566 1 4 9 5 5 4

5 1 46 5 1 8 4 12 440 270 376 165 53 165 156 8 3 15 5 2 0 80 7 264 81 3 1 370 660 6 80 35 2 124

78 4 2 5 1 3 264 3 1 6 3 7 2

5 0 5 2 5

6 3 0 124 0

6 8 17

6 9 9 7 7

4 1 3 2

5 2 4

6 37 3 935 4 9 9 0 6 6 0 2 2 6 4 1 4 8 2 5 9 35 3 8 2 4 4 3 8 0

2 1 3

1 7 8 1 8 6 4 0

2 1 2

2 3 6 6

4 4 6 0 2 2 3 2 0 1 4 5 4 2 6 13 2 7 2 1 4 3 17 LongTerm_PMbank_AT_Nov2017 23

158 173 195

3 221 4

2 Sc. 20013: LT PM CR Bremner Access Option 0 2 (adjusted)

7 8

0 1

5 5

0 64 2 0 2018 6-8 07-26 8 1 0

1 7

250

4 4

1 9 457 2

3 11 9 66 112 11 4 0 6 3 131 1 6 21 9

1 1 5

4 78 8 0

2 4

3 4 1 5

1 3 8 3

7 4

6 3 3 9 6 5

1 1 2

2 0

9 3

9 3 5 2 4 7 8 5

0 0 187 29 153 1 3 0

6 2 1

4 6

1 2 4

7 4

3 6

8 0

9 9

6 4

2 6

1 2

2 1 3 1 8 6 9 4

1 1

6 5

8 1

1 4 176 6 9 1 2 138 215 70

5 9

9 70 3 315 24 24

1 2

6 0

7 6 84 12 5 0 9 3 2 4

4 AM Peak Hour Traffic Volumes 2 0 6 41

0 8 99

4 7 1

4 1

6 4 151

1 4 145

2 2 8

1 6

1 1

0 2

3 0 8 4 2 3 1 0 191 78

5 7

8 4

8 1

1 5 2 6 4 1

3 3

4 8

9 1 4

2 4 5 6

6 6 42 5 3 24 6 346 241 241 110 1088 5 7 4 848 29 9 79 5 156 381 134 134 26 372 696 222 69 101 260

2 2 4

6 8 3 70 2029 29 20 272 5 46 620 9 7 7 6 6 5 1 6 6 1 7 0 6 62 9

4 6 71 0 8 6 0 723 9 7 1 0 8 2 48 2 3 8 0

4 9 2 2 4 3 7 626 325 436

7 5 9 7 90 0 0

4 1 449 216 230

9 6 4

3 9 8 3 7 6 2 5 5 4 3 8 82 4 4 2 0 5 31 2

5 0

3 2

4 1 2 2 2 4 36 2 30 7 7 9 8 9 3 4 5 0

2 5 0 6 8 1 0 0 5 641 4 89 146

362 5

2 4 28 4 9 4 5 1 9

2 3 9 2

670 694 834 325 798 3 429 0 3 0 78 186 320 44 2 5 4 3

3 7 7 8 3 5 0 8 4 2 5 5 1 4 255 1 5 29 41 0 7 1 2 6 4 363 5

2 8

2 2

3 3 61 291

0 2 9 3

5 0 4 7

4 7 1

1 2 0 1

3 6 1 6 0

5 2 0

7 8

1 2

5 0

5 8

5 12 1 1 3

3 5 0

3 3 0

3 3

148

8 7 7

5 3 200 8 4

8 0 0 6

7 4 5

5 5 2 1 88 1 8 146 655 7 7 493 456 339 239

235 0 261 0 351 549

3 4

1 1

0 384 9 86 127

8 7

2 5

1 6

5 5 4

4 5

9 9 5 6 9

5 3 0

38 2

1 3 9 4

4 8 1

1 8 7

1 0 7

7 0 1 4 6 3 9 1 3 6

2 327 8 2 0 440 0 0 0 547 664 86

27 0 347 1 0

5 379 0 6

3 0 93 7

6 0 353 9 9 6 4 7 7 2 6 3 6 3 0 8 0 7 7 7 3 3

4 7 0 2 904

4 908 0 80 693 430

8 279 1 9 9 400 5 1 4 1 2 7 9 7 0 8 1394 2 9

3 0 6 2

6 9

9 70 0 3

9 2

4 706 0

2 7

2 9

5 6

8 3 4 8 152 294

53 1 1 1

3 2 0 0

1 3 7

0 5 1 2 9 8 7 5 9 0 4 1 7 3 5

6 0

6 0 1 10 7 2 9 3 7 6 1 14 0 0 4 1 4 853 1 1 7 815 2 478 4 2 1

6 3 74 0

1 2 5 7 4 7 36 3 7 3 0 4 8

9 1 8 0 1

9 0 1 5 0 4

0 2 3 1 9 3 1 13 4 7 7 5 2516 1426 1 1

3 4 4 3 47 1 3 4 6 1 7 2 1 79 7 4 1090 6 87

1 4 1 302 4 4710 4710 5157 4067 4067 5863 5863 4149 96 4646 3437 3437 66 94

4 4 0 3437 2654

7 2560 2654 1

3 3 1 7 2560 2654 4 3

6 3 4 0

5 4161 9

5 1 2636 4161 3183 2461 4 4255 2332 2332 2636 3 2829 72 2461 2461 1845 1524 1331 2 6 1804 1804 1845 1845 5 5 665 56 4 1 112 30 0 735 0 3

6 7 1 4 5

6 1 3 1 1 2366 13 92 1 5 7 1 6 2 6 3 3 7 3 6 4 4 97 6 3 2

6 5 5 9 4 3 2 4 1

3 5

6 4 5 1 5 4 4 4 7 4 2 105 3 5 4 3 1 7 2 4 443 1 0 1 0

4 3

7 0 5 747 7

67 5 5 5 6 6 6 1

5 8 7 8 7

9 1 0 8 3 6 3

6 1 5 1 5

6 1 3 5 6 3 2 6 6 9 7 0 1 7

3 9 1 3 1

3 1 6

6 7 6

1 0 1

4 888 5 3

0 5

3 60 7 2 6 421 6

9 255 3 2 36 9 85 2 1

5 0 4 0

7 1 0 1

9 3 1 2 5 6 1

8 2

2 0

1 0

1 8

6 1

0 6

0 0 0

2 9 7 3 0 0 3

0 5 0 1 2

0 18 0 8 115 668 590 187 11 0 235 68 98 62 0 167 259 528 52 5 46

9 2 8 8 0 1 69

0 4

2 1 3

8 0 4 6 3

1 9

2 4 8 0 9 7 6 0

4 9 8 7 5 3 9 6 1 8 8 2 2 31 24 94 2 93 338 134 59 65 101 1 59 3 4 105 3 2 2 33 2 105 82 163 2 156 4 0 2 3 82 7 2 2 1 2 1 3 4 7 3 6 4 156 1

7 5 1

8 7 56

2 2 5 4

2 0

8 6 2 0 3 3 8 3 8 4 7 5

4 4 5 8 3 4 32 8 3 1 1 22 8 4 0 31 4 0 LongTerm_AMbank_AT_Nov2017 1 16 5 17

138 Sc. 30011: LT AM CR Bremner Access Option 3 (adjusted) 125

2 1

35 58

6 0 7 4 1 0 3 4 3 4

1 5 9 70 2 3 47

2 1

7 6

6 2

1 6

3 4

7 9 1 8 2 3 1 4 0 44 1 0 05

1 3 4 1 6 1

5 0 0 0 0 0 0

0 3

1 5 0 1 2 9 1 4

3 0 2 8 8

9 8

1 1 3 3 3

1 8 8 8

8 7 5 1 8 7 9

7 8 6 1 4 1 0 9 8 4 4 1 8 6 3 1 5

33 PM Peak Hour Traffic Volumes 1 9 28

0 3

3 9 3 180 13 18 62 62 795 0 28 25 795 192 195 167 8 80 25 77 209 21 0 10 0

1 1

6 9

8 3 5 98 5 9 4 2 5 1

0 4 4 1

0 8 6

2 3 1

6 5

1 1 5 2 9 3 9 1 5 5 2 2 5

1 1

6 9

8 4

6 4

9 5

4 3

3 9 313 1 9 8 7 428 368 213

6 213 8

8 31 4 303 31 1 1 2 9 4 6 0

1 1 91

1 1 0 7 9 8 0 9

6 1 9 6 3 7 8 0 5 9 1 7 4 8 0 3

5 3 3 4 4 1 9 8 6 28 3 1 5 150

5 2

0 2 4 171

5 9

0 4

0 0 5

1 3 3 96 0 164 1 1 2 4

0 7 7

8 9

2 2 8 0 8 5 3

5 6

6 1 6

2 1 5 1

3 3 5 6 6 8

3 04 3 2 8 8 24 80 6 576 267 73 856 1030 344 267 145 145 68 02 18 7 424 10 1401 740 320 320 79 07 1547 479 155 211 609 8 14 9 0 5 2650 1212 212 1 3 210 83 1 1 4 2 199 3 1 3 1 2 0 1 9 0 6 1 0

5 9 1 49 9 9 9 19 0 1 1 7 7 1 7 68 1092 7 2 0 9 8 0 7 6 6 0 65 4 3 1 1

8 0

8 3

3 8 6

5 2

3 4 7 08 4 9 4 1 595 372 329 3 97 6 13 0 4 2 0 0

8 9 7

0 6 806 333 5 2 2 8 499 4

4 6 6 9 1 0 8 89 4 8 1

1 5

1 4

1 81 0

3 5

2 8 8 8 2 3 29 4 99 4 1 7 8 2 4 7 3 3 2 4 1 4 6 2 1 4 2 2 2 6

8 114 8 1 1 101 9 624 203 235 3

9 5 0 5 5 563 7 7

1 9 4 4 506 1285 926 3 892 801 25 623 348 281 94 30 3 428 2 165 199 4 9 1 9

3 4

2 1 9 3

7 4 3 0

7 6

4 6 8 1 5 9 2 466 0 528 5 28 9 2 3 5 3 93

0 5 8

4 3

3 4 0 1 485

285 4 6

7 7 1 0

0 3 7 0

3 5 2

6 2 2 1

7 3 0 5

1 0 6

2 1

0 3

0 4 2 4 3 3

7 8

2 3 9 0

8 4 3

2 0 148 06 5 3 4

33 7 2 9 236 0

4 0

8 0

1 0 3 276 4 1 7 9 4 7 9 5 6 2 357 4 8 1 6 8 3 1 5 6 8 5 1 4 5 2 1 64 9 1 249

1 629 7 388 3 0 642 676 448

561 0

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1 1

6 2 2

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6 1

5 7 6

2 6 3 3 0

9 5 6 6 4 9 4 2 7 4 5 6 2 9 6 8 5 3 7 5 2

0 9 0 5

1 1 1

6 7

6 0 4 2 9 8 3 6 1 1 1 2

9 659 2 4 0 661 0 0 192 673 37 624 1 644 8 0

6 0

2 1 1

5 641 0 5

0 374 10

6 50 4 1 3 77

4 11

0 2 8 3

109 1

9 7 9 6

4 8 0 6 5

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6 1720 9 0 3 1491 852 7 2 8 9

0 2 1 0 35 6 1 1

784 3 9 6 9 0 4

24 3 903 4 0 7

5 1 4

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3 2

1 1

8 2

6 5 7 6 108 9 112

4 66 2 3

1 3 4 9

7 9 2

2 4

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4 4 4 3 4 5 6 6 2 1 7 2 9 7 9 2 6 9 9 8 9 2 3 8 2 1 3 1 4 803 1 35 7 9 429 2 5 1 1 1235 6 2 4 4 4 7 2 74 4 4 9 4 4

6 6 4 2

1 4 7 3 1 1 6 3 3 1 2 2 4 07 8 7 1 0 9

1 1 1 1965 1367 2 2 2 7 5

1 1 2 0 0

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8 3 2 2 651 59 6

8 5 3 6 120

3 5 4

0 1 4 5399 5399 5760 1 3778 5892 1 5109 3874 4376 3778 5892 4286 3011 2 88 7 7 3874 9 3785 3011 2477 7 3011 1 2477 2477 6 6 8 2388 2388 2 9 2 3 3 6

7936 8466 9065 7 4 4908 6872 1 426 4494 494 4908 6872 3 4685 3757 7426 1964 2788 4084 928 3757 3757 2795 2795 2795 529 598 12 12 2382 1056 2700 2700 1 4 63 3 722 8 414 330 2 7 9 604 15 0 117 2

9 2 3468 15 0 1 29 4 7 9 9 3 4 5 4 5 1 0 6 2 2 1 9 631 5 6 4 8 4 4 3 9

2 3 1 2 202 9 4 6 4 7 1 1

36 4

9 5 2 2 7 6970 66 951 9 3 68 9

6 4 88 1 1

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3 7

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5 5

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2 5 9

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5 453 6 9 01 5 12 3 2

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0 2 3 2 3 8

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1 0 7 4 2 7 8 3 4 3 6 3 9 4 1

3 5 1 4 4 7 6 5 9 9 367 0 4

8 2 2 4 1 4 7 119 2 1 1 1 1

2 1

5 0 1 81 4 5 0 1 5

5 1 7 2 345 3 2

9 1 0 496 1 4 3 3 6 1 5 2 40 5 1 8 3 67 371 292 352 163 54 163 164 8 3 15 5 2 0 62 9 263 83 3 1 326 600 6 62 18 2 90

78 3 7 7 9 2 263 0 1 7 3 9 2

5 0 5 2 5

6 3 1 90 0

1 0 17

7 3 9 5 7 6 4 3 2

9 2 4

1 36 2 916 3 9 9 5 5 6 9 2 1 8 4 8 4 9 2 5 3 36 3 8 3 4 7 9 7 6

2 1 2

1 5 3 1 6 6 4 0

1 1 2

9 3 6 7

5 0 4 0 2 2 3 2 5 1 4 5 4 2 6 13 1 7 7 1 4 3 17 LongTerm_PMbank_AT_Nov2017 23

164 173 195

3 221 4

2 Sc. 30013: LT PM CR Bremner Access Option 0 3 (adjusted)

4 5

8 6

4 4

0 61 2 9 2018 6-7 07-26 4 1 8

1 4

250

3 4

7 8 457 7

7 12 9 44 108 11 3 1 4 9 137 1 6 19 9

1 1 5

4 2

2 78 5 0

2 4

3 5 3 1

3 0 7 2

9 7 5 4 5 2 2 1

1 1 3

2 0

8 3

3 0 5 3 4 7 1 5

0 0 187 29 152 1 3 0

6 2 1

4 6

1 2 4

7 4

2 6

7 0

9 9

6 4

9 5

1 2

2 1 3 1 8 6 9 4

1 1

6 5

8 0

3 3

8 4

0 0

1 4 176 6 9 1 2 138 209 64

5 9

9 64 3 315 24 24

9 6

5 9

7 5 91 12 5 0 8 3 2 4

4 AM Peak Hour Traffic Volumes 2 0 6 41

0 7 05

4 7 2

4 1

6 4 153

1 4 145

2 2 8

1 6

1 1

0 6

3 0 8 3 9 3 1 0 191 78

1 5 2 6 4 1

3 3

4 8

9 6 3

2 3 6 6

5 6 42 5 3 18 5 343 243 243 104 1088 5 6 4 849 29 3 63 5 156 373 133 133 26 362 688 213 44 76 260 1 2 4

6 8 3 69 2029 29 20 269 5 46 617 9 7 7 5 3 5 0 4 7 6 7 7 4 61 9

4 6 71 0 9 6 0 720 9 7 1 0 8 0 48 2 3 8 0

3 9 5 2 3 3 7 626 324 418

7 5 9 7 90 0 0

4 1 448 216 224

8 6 4

3 9 8 3 7 6 2 5 5 4 3 8 82 4 2 3

3 9 31 2

3 8

3 1

4 1 2 2 2 4 18 2 24 7 8 9 8 6 2 4 5 0

2 5 0 3 9 1 0 0 5 641 4 89 144

368 5

2 4 22 4 9 4 5 2 8

0 3 5 2

670 694 833 325 798 3 428 0 3 0 78 186 320 44 2 5 4 3

3 7 8 8 2 5 0 9 4 2 5 5 1 4 309 0 5 29 35 0 7 1 2 6 4 361 5

2 8

2 2

3 3 61 290

0 2 9 3

5 0 4 1

4 7 1

1 2 0 1

3 1 6 0 6

2 5 0

2 0

1 2

5 0

5 8

0 12 1 1 4

3 5 0

3 3 0

3 3

148

9 8 7

5 2 200 8 4

8 0 0 6

7 4 5

5 5 2 1 88 1 8 145 654 7 7 513 515 339 245

235 0 260 0 351 550

3 4

1 1

0 384 9 86 127

0 2

5 2

6 1

6 5 4

5 5

9 0 5 6 8

5 3 9

38 2

3 6 9 4

8 4 1

8 1 7

1 0 7

7 0 1 4 1 1 1 3 5 4

2 327 8 2 0 438 0 0 0 547 664 86

27 0 347 1 0

5 377 0 6

3 0 40 7

6 0 374 9 9 6 2 7 1 5 6 3 6 3 0 0 8 7 7 3 8 3

6 7 0 2 907

4 904 0 110 613 407

8 283 1 9 9 400 5 2 1 1 3 6 7

7 7

0 4 1395

1 7

0 6 1

6 9

70 4

0 3

4 706 7

2 6

2 8

5 8

8 2 7 7 153 462

51 1 1 1

3 2 0 7

0 3 6

4 3 1 1 5 6 3 1 2 8 7 7 0 8 7 6 3 5 1 0 4 1 2

3 1 6 0 1 6 7 10 7 2 9 3 6 6 1 14 0 0 1 1 14 852 4 7 8 4 2 475 1 5 2 1 675 0 3

8 2 5 6 6 36 2 1 3 0 6 4 7 1

3 8 0 6

2 8 5 0 0 3

7 2 3 1 6 3 16 3 6 1 7 3 8 2516 1426 1 1 6 2 4 5 2 48

3 4 8 6 1 6 1 1 79 109 2 4 1090 4 95

1 5 1 270 4 1 4709 4709 5157 4067 4067 5861 5861 4144 34 4579 3375 96 3571 47 70 1 2 3571 3 2686

6 2615 2686 8 9 6 3 6 2615 2686 4 6 2 8 6 4

5 4203 8 1 5 2650 4203 3254 2349 3 4257 2340 2340 2650 3 2919 90 2474 2474 1876 1552 1283 4 6 1840 1840 1876 1876 5 5 614 299 33 9 1 66 30 0 735 7 4 3 2 6 6 1 6 5 3 1 1 2 1 1 2360 3 12 6 91 1 0 6 6 3 6 3 7 5 1 3 6 6 3 3 97 2 5

9 5 1 4 4 2 4 6

9 5 5

8 9 5

1 6 5 6 4

1 7 1 2 2 99 3 2

3 2

442 1 0 1 7

4 3 7 0 2 5 75 6

67 5 6 3 0 6

6 1

6 8 2 4 6

9 6 3 3

8 4 4 6 12 3 7 4 5 3

6 5 1 2 1 5 6

5 1 5 0 0

6 0 5 0 7

0 0 1

3 3 1 3 1

1 3 7

6 6 6

7 1 1

4 892 5 3

2 5

3 60 7 2 6 421 6

7 2

0 3

255 9 3

2 34 10 2 81 1

5 0 4 0

7 1 0 0 9 4 1 7 5

4 9

8 1

2 0

1 0

1 8

5 3

7 4

0 0 0

2 9 2 0 3 7 3

0 0 0 1 2

0 14 0 1 113 670 591 212 11 0 225 101 97 49 0 146 278 530 52 5 37

6 5 5 8 5 1 31

0 4

1 2

0 8 4 6 5

7 0

2 4 4 0 9

7 5 0

6 1 9 7 5 3 1 6 1 9 8 2 2 29 21 94 2 89 341 134 59 65 101 1 59 3 4 100 3 2 2 35 2 100 82 158 2 152 4 7 2 2 82 6 2 2 1 2 1 3 4 6

3 4 6 152 6

5 7 1

9 8 57

7 8

2 2 5 4

2 1

8 6 2 0 3 3 2 3 8 7 7 5

4 4 2 8 3 4 32 0 3 1 1 22 8 4 0 31 5 0 LongTerm_AMbank_AT_Nov2017 1 16 0 17

138 Sc. 40011: LT AM CR Bremner Access Option 4 (adjusted) 125

2 1

35 59

6 0 7 5 1 0 0 3 3 4

1 5 9 73 0 3 56

2 1

7 5

3 3

1 6

3 4

7 8 1 6 1 9 0 3 0 37 1 0 05

1 3 4 1 8 2

5 0 0 0 0 0 0

0 3

1 5 9 1 2 9 3 6

3 0 5 5 8

9 5

1 4 3 3 3

3 8 6 8

7 7 5 1 2 7 7

7 9 9 1 3 1 0 7 8 4 4 1 7 8 3 2 5

33 PM Peak Hour Traffic Volumes 1 9 18

0 3

3 9 3 180 13 18 62 62 797 0 28 25 797 192 195 167 6 80 25 77 210 21 0 10 0

1 1

6 9

8 4 3 97 3 9 5 2 5 1

0 4 1 4 8 0 7

5 2 3

9 5

1 1 2 7 1 9 9 1 5 4 2 0 5

1 1

6 9

8 4

4 6

3 1

1 5

4 0 312 1 9 8 8 424 340 64

6 64 8

8 31 5 303 31 1 7 2 4 1 0 1

1 2 19

9 17 5 9 9 9 6 0 0 6 4 7 8 0 5 9 1 7 5 7 0 3

3 3 3 4 1 4 8 8 7 43 2 3 5 141

5 2

0 3 4 159

0 9

0 7

0 0

9 3 2 96 0 149 1 1 9 5

9 6 4 0

2 9 8

2 8 1 7 3 2

5 6

1 1 6 0 3 5 7 5 3 1 5 8 0 1

13 3 2 8 8 18 80 4 560 259 67 855 1024 339 259 97 97 64 02 18 7 396 10 1181 665 321 321 79 04 1442 388 116 172 602 0 14 9 0 5 2428 1270 270 1 1 268 81 1 1 4 1 176 3

1 0 3 2 2 4 4 0 7 1 2

3 1 1 55 6 5 0 117 1 1 4 1 9 2 64 1047 7 2 1 2 0 0 7 6 4 5 64 3 3 9 9

8 0

2 1

5 8 6

5 1

3 4 7 66 4 7 8 35 4 1 58 6 312 3 423 7 1 0 8 1 0 1 4 8 7

9 4 739 333 5 3 2 8 483 4 4 8 3 5 0 89 8 8 3 6 1

2 9

5 4

7 77 1

2 3

2 7 1 9 3 1 3 12 4 83 4 1 7 8 9 9 7 5 4 1 4 2 8 4 1 1 4 2 8 2 6

3 119 6 1 1 101 9 598 203 237 3

9 4 3 5 2 534 9 0 2 5

5 6 498 1280 918 3 897 801 25 595 443 281 94 30 3 426 2 165 198 5 6 1 9

4 3

1 1 2 8

7 9 4 2

7 4

4 6 1 2 3 8 4 2 547 0 550 9 19 9 8 1 1 3 78

0 5 9

8 4 3

3 0 8 486

199 4 9

4 5 6 2

9 0 7 0

2 5 2

5 2 2 2 2 0 0 5

4 0 7

2 1

0 3

0 4 9 1 2 2

4 9

3 3 4 8

4 1 3

4 6 148

06 4 5 1

278 7 236 1 0

2 6 0

5 9 0

1 0 2 310 4 1 7 9 9 7 1 4 4

1 336 6 6 1 6 8 3 5 5 5 8 5 1 4 5 2 1 78 9 0 261 609 7 6 420 0 645 677 463

559 0

0 0 624 206 404

1 1

8 2 2

5 9 1 657 0 7 155

7 4

5 2 6

2 5 6 40 0 5 6 4 2 6 9 2 6 9 5 6

4 5 8 5 5 3 7

8 7 5

8 9

5 1

5 7

4 0 1 9 3 4 4 5 4 1 9

4 662 2 4 0 661 0 0 146 673 71 623 642 5 0

5 0

2 1 1

7 641 0 5

0 388 10

8 50 9 4 228

4 0 11

8 2 8 3

109 1 2 8 9 6 1 4 6 6 6

0 5 1279 2 1153 1 1372 1347 5 1039 1 6 5 5 1590 731 0 3 7 5 3 9 2 9 0 10 7 2

789 4 6 9 5 3

4 7 1 978 0 7 8

2 4

1 5 2

5 3 5 492 2

3 0

1 1

1 9

9 0

5 0 1 7 109 6 223

5 66 2 2

1 5 4 2

3 2 2

0 4

2 0 4 1 1 7 0 5

6 4 9 5 5 5 0 6 2 7 2 8 3 9 6 6 7 8 4 2

2 0 13 9 4 818 1 37 7 429 8 3 1235 5 1 6 5 2 2 2 73 9 5 8 0 6 9 6 4 5 5

1 4 3 9 2 0 6 4 5 2 2 3 4 97 57 3 2 2 1

1 1 0 0 1947 1367 0

2 4 7 4 7

1 5 3 0 5

3 1 2 6 2 6 6 4 7 104 39 4 9 7 5 7 670 57 7 9 2 6 9 108

3 56 24 32 1 5408 5408 5770 3737 5842 5 2 7 5100 3864 4317 3737 5842 4310 2986 1 60 7 0 3864 9 3744 3234 2540 3 3234 8 2540 2540 0 1 6 2479 2479 8 8 3 3 4 1

7994 8529 9132 7 4 5151 7208 1 551 4685 685 5151 7208 3 5480 3456 7551 2056 2278 4930 2024 3753 3753 2786 2786 2786 535 602 12 12 1920 170 1035 2717 2717 1 4 7 58 5 624 1 465 330 2 3 7 2 9 603 15 0 108 0 3 2 6 1 3395 15 5 1 1 28 3 7 6 2 8

6 4

3 7 6 5 5 5 2 8 6 631 7 0 9 2 6 6 8 4 8

3 1 0 7 3 2 88 4 1 6 4

6 9 1 1

529 4 2 2 6963 66 995 2 18 0

6 8 2 2

9 2 297 1 1 2

5 1 2 1 2 5 6 6 7 7

2 6 7

4 2 7

5 4 1 6 1 4 1 4 3 5

3 1 2

9 3 5 2

1 2 0 1

6 1 9

44 0 5 4 4 3 2

4 1 6 0

6 3 8 9 1 6 376 90 9 8

3 6 8

6 1

5 454 7

10 28 3 5 39 2

6 0 5 63 0 216 1 6 1 342 5 6 0 0 0

7 2 5 5 8 5 0

5 6 0 7 7 4

8 1 9 7

3 1 3 8

0 0

8 3

0 1

9 6

3 1 0 416 0 0 0 9 2 56 0 3 9 4 8 5 8 6 1 3

5 7

2 4 1

0 1 0 2 5 5 1 5

0 2 2 0 3 8

0 651 0 84 381 228 164 63 0 207 400 256 228 0 108 0 88 8 18

1 8

8 3 2 4 8 2 0 2 3 6 0 3 7 1

4 3 8 4 2 1 8 8 250 0 5

4 2 6 6 1 4 7 102 4 1 1 1 1

2 1

7 0 1 98 7 0 0 1 4

5 1 7 8 352 5 2

4 1 0 514 1 5 0 2 3 2 5 2 27 5 1 8 3 81 365 288 356 163 54 163 151 6 3 16 5 2 0 62 9 254 82 3 1 335 609 6 62 14 2 90

74 3 7 3 8 0 254 6 1 6 3 9 2

5 0 5 2 5

6 1 7 3 90

3 1 18

9 6 5 5 7

6 3 4 2

5 2 6

4 40 9 913 4 9 1 0 5 6 7 3 2 7 4 8 0 6 3 5 1 36 3 9 3 4 3 7 7 5

1 3 25 1 3 1 4 6 4 0

2 1 2

0 3 6 2

3 0 4 0 2 2 3 2 3 1 4 5 4 2 6 13 2 7 2 1 4 9 17 LongTerm_PMbank_AT_Nov2017 23

158 173 195

3 221 4

2 Sc. 40013: LT PM CR Bremner Access Option 0 4 (adjusted)

4 8

8 7

4 4

0 61 2 2 2018 6-2 07-26 5 0 8

1 5

250

3 3

5 5 457 7

9 12 3 64 111 1 3

2 1 1 9 94 1 6 19 9

1 1 4

4 78 3 0

2 4

3 5 3 5

1 0 8 5

9 7 8 3 9 7 7 6

1 1 2

2 0

8 3

6 0 5 5 3 4 3 5

0 0