TOWN OF COCHRANE
TRANSPORTATION PLAN UPDATE
This report is prepared for the sole use of the Town of Cochrane. No representations of any kind are made by Urban Systems Ltd. or its employees to any party with whom Urban Systems Ltd. does not have a contract.
1728.0116.15 / April 2009 101-2716 Sunridge Way NE Calgary AB T1Y 0A5 Telephone: 403-291-1193 Fax: 403-291-1374
Town of Cochrane Transportation Plan Update
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... ES-1
1.0 INTRODUCTION ...... 1 1.1 Background ...... 1 1.2 Study Area ...... 1 1.3 Study Objectives ...... 1 1.4 Study Horizons ...... 4
2.0 EXISTING INFORMATION ...... 5 2.1 Previous Studies ...... 5 2.2 Alberta Transportation ...... 6
3.0 2006 CONDITIONS ...... 9 3.1 2006 Road Network ...... 9 3.2 2006 Traffic Conditions ...... 14 3.3 2006 Bicycle and Pedestrian Network ...... 15
4.0 2006 TRANSPORTATION MODEL ...... 24 4.1 Zone System ...... 24 4.2 Model Road Network...... 24 4.3 Land Use ...... 27 4.4 Afternoon Peak Hour Trip Rates ...... 28 4.5 Trip Distribution and Assignment ...... 29 4.6 External Trips ...... 30 4.7 Recalibrating the Cochrane Transportation Model ...... 30 4.8 2006 Modelling Results ...... 32
5.0 FUTURE CONDITIONS ...... 34 5.1 Future Land Use ...... 34 5.2 Future Trip Generation Rates ...... 36 5.3 Future Anticipated Base Road Network and Road Network Performance ...... 36
6.0 TRANSPORTATION NETWORK EVALUATION ...... 43 6.1 2016 Recommended Road Network Improvements and Performance ...... 43 6.2 2026 Recommended Road Network Improvements and Performance ...... 44 6.3 CPR Crossings ...... 46 6.4 Alternate Mode of Transportation ...... 48
7.0 CONCLUSIONS AND RECOMMENDATIONS ...... 51 7.1 Proposed Cochrane Transportation System ...... 51
8.0 AUTHORIZATION AND CLOSING ...... 59
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Town of Cochrane Transportation Plan Update
LIST OF TABLES
Table ES-1 Estimated Land Use ...... ES-1 Table ES-2 Anticipated Future Road Network Improvements ...... ES-2 Table ES-3 Recommended Future Road Network Improvements ...... ES-3 Table 1a Road Classification for the Town of Cochrane ...... 10 Table 1b Road Classification Details for the Town of Cochrane ...... 11 Table 2 Town of Cochrane Key Roadways ...... 13 Table 3 2006 Employment Location Percent Split for the Town of Cochrane ...... 28 Table 4 2006 Estimated Land Use for the Town of Cochrane ...... 28 Table 5 Trip Rates for Cochrane Transportation Model ...... 29 Table 6 Screenline Comparison Summary ...... 31 Table 7 Cordon Comparison Summary ...... 32 Table 8 Future Employment Location Percent Split for the Town of Cochrane ...... 34 Table 9 Future Land Use for Town of Cochrane ...... 35 Table 10 Distribution of Future Growth ...... 35 Table 11 2016 Anticipated Future Road Network Improvements ...... 36 Table 12 2026 Anticipated Future Road Network Improvements ...... 39 Table 13 2016 Recommended Future Road Network Improvements ...... 43 Table 14 2026 Recommended Future Road Network Improvements ...... 44 Table 15 Future Road Network ...... 51
LIST OF EXHIBITS
Exhibit 1 Study Area ...... 2 Exhibit 2 2006 Road Classifications ...... 12 Exhibit 3 Traffic Count Locations ...... 16 Exhibit 4 2006 Traffic Volumes - North ...... 17 Exhibit 5 2006 Traffic Volumes - East ...... 18 Exhibit 6 2006 Traffic Volumes - South ...... 19 Exhibit 7 2006 Lane Configuration - North ...... 20 Exhibit 8 2006 Lane Configuration - East ...... 21 Exhibit 9 2006 Lane Configuration - South...... 22 Exhibit 10 Bicycle and Pedestrian Network ...... 23 Exhibit 11 Transportation Zone Network ...... 25 Exhibit 12 2016 Recommended Road Network ...... 55 Exhibit 13 2026 Recommended Future Road Network ...... 56
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Town of Cochrane Transportation Plan Update
EXECUTIVE SUMMARY
Introduction
A transportation plan was completed for the Town of Cochrane (Town) in 1999 to study the impact of the rapid growth on the transportation network. As a result of the continual rapid rate of growth in the Town, a periodic update of the original 1999 Cochrane Transportation Plan is completed every few years. The first update was completed in 2003.
2006 Transportation Model
The 2002 Cochrane Transportation Model was updated and recalibrated using existing road network and land use data to create a 2006 Cochrane Transportation Model. It was necessary to recalibrate the model in order to reflect existing conditions because of changes in the traffic volumes, land use, and study area.
Land Use Assumption for Each Horizon Year
Table ES-1 Estimated Land Use Land Use Horizon Year Population Employment Student 2006 13,700 3,750 3,660 2016 30,000 9,130 8,500 2026 49,000 15,750 11,740
Future Road Network Assumed for 2016 and 2026
The future road network is based largely on anticipated improvements expected to occur to the existing road network by the study horizon years. Construction of the improvements are expected to be completed and functioning by the horizon year indicated, and the improvements may be in place any time prior to the horizon year that it is listed under, but after the last horizon year noted. For example, a project noted to be in place by 2026, but not present in the 2016 horizon could have been constructed as early as 2017 but as late as 2026. The following table summarizes the major infrastructure changes assumed to be completed by the 2016 and 2026 horizon.
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Town of Cochrane Transportation Plan Update
Table ES-2 Anticipated Future Road Network Improvements Road Description Anticipated Future Road Network Improvements 2016 Horizon Highway 1A • Twinning from Highway 22 to east of Cochrane • Turn restrictions to/from highway between Highway 22 & Centre Avenue • Relocate traffic signal from 4th Avenue to 5th Avenue • Reduce speed to 60 kph west of Highway 22 to Horse Creek Road 4th Avenue • Close at-grade CPR crossing • Realignment north of Highway 1A to connect to 5th Avenue on the south side of the highway Centre Avenue • Open 2-lane at-grade CPR crossing • Extend south to Griffin Road Bow River Crossing • Open 2-lane bridge connecting to north side of South Ridge area Ranche Road • Restricted to right-in/right-out access to/from Highway 22 Horse Creek Road • Connects from Highway 1A to Quigley Drive • Realign north of Highway 1A to connect with Heritage Hill access • Open 2-lane at-grade CPR crossing Rolling Range Road • Close access to Highway 22 River Heights Drive • Close existing access – reopen approximately 550 metres south • New access open as four-lane arterial/primary collector road Grand Boulevard • Extends north to Railway Avenue Highway 1A / 5th Avenue • Remove traffic signals at 4th Avenue and Highway 1A and install new intersection traffic signals at 5th Avenue Highway 1A / Centre • Installation of traffic signals Avenue intersection River Avenue / Griffin • Installation of traffic signals Road intersection Gleneagles Drive (east) / • Installation of traffic signals Highway 1A Heritage Hill Community • New local residential and collector roads Sunset Ridge Community • New local residential, collector and arterial (main) roads South Ridge Community • New local residential, collector and arterial (main) roads 2026 Horizon Include 2016 Road Network Improvements as shown above Highway 22 • Upgrade to four-lanes Sunset Ridge (south access) to south of Cochrane Highway 1A • Upgrade to four-lanes from Highway 22 to Acera commercial access Centre Avenue • At Griffin Road adjust alignment to continue east along Griffin Road • Upgrade to four-lanes from Highway 1A to Griffin Road Ranche Road • No access to/from Highway 22 River Heights Drive • Extension of east-west road east of River Heights Drive, two-lane connects to South Ridge Drive
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Town of Cochrane Transportation Plan Update
Road Description Anticipated Future Road Network Improvements Horse Creek Road / • Installation of traffic signals Cochrane West (Acera access) intersection Centre Avenue / Griffin • Installation of traffic signals or roundabout Road intersection Centre Avenue / Railway • Installation of traffic signals Street intersection Southwest Annexation • New local residential, collector road, and main arterial access Area C Sunset Ridge Community • New local residential, collector road, and north arterial access South Ridge Community • New local residential, collector road, and extension of arterial (main) road southward
Model plots of the 2016 and 2026 road network with the assumed improvements indicated in the table above are included in Appendices C and D.
Additional Future Road Network Improvements
The following additional improvements are recommended for the 2016 and 2026 horizons based on the performance results of the anticipated base 2016 and 2026 road networks as identified in Table ES-2.
Table ES-3 Recommended Future Road Network Improvements Road Description Recommended Future Road Network Improvements 2016 Horizon Highway 1A • Twinning from west commercial access to Highway 22 Highway 22 • Twinning from Highway 1A to south of Cochrane Centre Avenue • Upgrade to four lane from Highway 1A to Griffin Road Bow River Crossing • Improve direct route to bridge Ranche Road • Upgrade road standard to arterial/higher class collector 2026 Horizon Centre Avenue • Upgrade to four-lanes from Griffin Road to Bow River Bridge Bow River Crossing • Upgrade to four-lanes East-west Area A Road • Upgrade to four-lanes from River Heights Drive to South Ridge Drive Horse Creek Road • Upgrade to four-lanes from Highway 1A to Cochrane West (Acera) main access Sunset Ridge (south) • Installation of traffic signals Access / Highway 22 intersection
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Town of Cochrane Transportation Plan Update
Road Description Recommended Future Road Network Improvements Cochrane West (Acera) • Installation of traffic signals commercial Access / Highway 1A intersection Centre Avenue / 1st Street • Installation of traffic signals intersection Highway 22 / River • Installation of traffic signals Heights Drive intersection East-west Area A Road / • Installation of traffic signals River Heights Drive intersection South Ridge Drive • Installation of traffic signals intersections
Model plots of the 2016 and 2026 road networks with the recommended improvements indicated in the table above are included in Appendices E and F, and Exhibits 12 and 13.
Even with the improvements indicated above, some of the major roadways will still experience congestions at the 2026 horizon, in particular, the at-grade intersection of Highway 22 and Highway 1A. Alberta Transportation (AT) current functional plans for Highway 22 does not include a future interchange at this intersection. However, due to extensive planned development in the area since the original functional plan was completed, an update to the functional plan should be done to ensure provisions for adequate right-of-way are made and that the planned infrastructure can accommodate the estimated traffic growth.
CPR Crossings
The railway warning system that is currently in place for the existing railway crossings are as follows: a. Warning signals with gate arms at the 5th Avenue at-grade crossing b. Warning signals with gate arms at the 4th Avenue at-grade crossing c. Warning signals with gate arms at the River Avenue crossing
Based on the Transport Canada cross-product guideline, the following additional measures should be implemented for the horizon and crossing locations indicated.
• 2006 Horizon: a. Grade separation warranted at the 5th Avenue and River Avenue at-grade crossings
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Town of Cochrane Transportation Plan Update
• 2016 Horizon: a. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings b. Warning signal with gate arms warranted at the Horse Creek Road crossing • 2026 Horizon: a. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings
Alternate Mode of Transportation
The Town’s population is estimated to grow substantially to 30,000 people and 49,000 people in the 2016 and 2026 horizons, respectively. As such, Cochrane should explore alternate modes of travel to reduce congestion levels rather than additional roadway improvements beyond those recommended.
Future Bicycle and Pedestrian Network
Provisions for enhancing the connectivity of the existing pathway system have been made by the Town under a separate plan as part of the overall Parks and Recreation Master Plan. This would serve as a means of promoting alternative modes of transportation. A review of the existing roadways should also be completed to identify areas where there is potential to retrofit bicycle facilities (i.e. room for bicycle lanes and/or wide curb lanes). The Town’s current bicycle facilities are primarily for recreational uses; by introducing bicycle facilities onto the road infrastructure, this will encourage commuting traffic to consider alternate transportation modes. Existing bike lanes and routes should also be clearly identified on pathway system maps.
The following are proposed major pedestrian crossings and pedestrian network enhancements, and include measures mentioned in the previous update and some new locations:
• Improved pedestrian environment and network in the commercial and industrial area around River Avenue – to reduce cost, improvements/sidewalks should be implemented when roads are upgraded or new roads are constructed • Sidewalks on the proposed future Arena Road bridge • Future pathway connection to Glenbow Ranch Provincial Park • Grade separated pedestrian crossing at 2nd Avenue over the CP rail line • Pedestrian crossing across Highway 1A at 5th Avenue and at 3rd Avenue • Grade separated pedestrian crossing over the CP rail line behind Midford Middle School into the future residential site of Boothby Lands • Grade separated pedestrian crossing across the CP rail line in the east Cochrane area
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Town of Cochrane Transportation Plan Update
All signalized intersections should be marked for pedestrian crossings and allow pedestrians adequate time to cross. The proposed addition to the bicycle and pedestrian pathway system is shown in Exhibit 10.
External Transit Planning
Calgary Transit has in the past expressed an interest in the potential for transit services to outlying areas such as Cochrane. Southland Transportation currently offers a commuter bus service to and from Calgary, but is limited by the fact it is not allowed to stop at LRT stations. The amount of commuters using the bus services may increase as accessibility and frequency increases.
Recently, Calgary Transit has indicated that bus based service along Highway 1A could be developed in the five year time frame; however, Light Rail Transit (LRT) services may still be 25 years away. In spring 2008, the Calgary Regional Partnership (CRP) received funding to evaluate commuter transit opportunities through the CRP Exploring New Transit Paradigms. The initiative will study various transit options available in the region including heavy rail, light rail and rapid transit bus. The study will also look into potential locations for transit nodes/centres, as well as work with existing rail companies in the area to identify potential commuter rail station and parking locations.
Local Transit Planning
In order to develop an efficient and effective transit system for non-metropolitan areas or small towns, proper planning is required. Adding a transit service at the end of the planning process, after the roads and land uses are in place and without consideration of the customer’s requirement and desires, generally means providing a less effective and more costly transit service. In order to address the future growth and needs of Cochrane, it is recommended that a transit feasibility and development plan is undertaken.
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Town of Cochrane Transportation Study Update
1.0 INTRODUCTION
1.1 Background
The Town of Cochrane is located approximately 20 km west of Calgary, and is bisected by Highway 1A and Highway 22. In 2006, the estimated population of Cochrane was approximately 13,700 people. The 2006 population was estimated from building statistic information and discussion with the Town. From a population of just under 5,000 in 1990, the population has increased at an average rate of approximately seven percent per year. In order to assess the impacts of the significant population growth during the 1990s, a transportation plan was developed in 1999 to evaluate the capability of the transportation road network. As a result of the rapid rate of growth in the Town of Cochrane, a periodic update of the original 1999 Cochrane Transportation Plan is completed every few years. The first update was completed in 2001.
Since the last update, the population growth has levelled off to just over two percent per year averaged from 2001 to 2006. The growth rate was anticipated to be significantly higher over the past five years; however, the development growth pattern has shifted and is expected to increase in the upcoming years. The slowdown was largely due to a reduction in available developable land. Furthermore, this changed after annexation. The following study provides details of the review, and updates and addresses any changes to the Town’s infrastructure needs since the study was last updated in 2003.
1.2 Study Area
The study area for the model was defined as the area within the existing town boundary, and also includes annexed lands and potential developable areas north and south of the existing town boundary. This area is illustrated in Exhibit 1.
1.3 Study Objectives
The main objectives of this study are as follows:
• Assess existing traffic conditions; • Update the 2001 transportation model to 2006 traffic and land use conditions; • Assess medium range (2016, estimated 30,000 population) and long range (2026, estimated 49,000 population) infrastructure planning issues; and • Identify future 2016 and 2026 transportation network requirements.
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HWY. 1A
HWY. 22
C.P.R HWY. 1A DR. Q UI GLEY
G LEN EA GLES
DRIVE
RAILW AY ST.
HWY. 22 GRIFFIN RD. RIVERA VE. RIVERVIEW DR.
C.P.R.
HWY. 22
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:50,000 March 2008 1 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 STUDY AREA www.urban-systems.com
Town of Cochrane Transportation Study Update
The guiding principles have not changed from the original 1999 Cochrane Transportation report. The key principles are summarized below.
1. Mobility and Access a. The Town of Cochrane transportation systems should provide efficient movement of people, goods and vehicles to maintain current levels of access and mobility as the Town grows. b. An emphasis will be placed on access to employment and services within the community. c. The transportation system should provide strong internal transportation linkages.
2. Role and Function of the Transportation System a. The transportation systems should include a strong hierarchy of highways, urban arterial, collector streets, local roads, and facilities for alternate modes. b. The provincial highways in Cochrane, Highways 1A and 22, will continue to serve dual roles as part of the Cochrane road network and the provincial highway system. The highways through the Town of Cochrane are expected to remain under the provincial jurisdiction in the foreseeable future and, as such, will adhere to provincial standards. c. The transportation system will respect the small town atmosphere of Cochrane.
3. Demand Management/Alternative Modes a. A transportation system that is amenable to alternatives will be developed; one which provides choices including the private automobile, walking, cycling, and eventually transit. b. Strive for reductions in the rate of increase in travel demand through the implementation of feasible travel demand management techniques tailored to Cochrane.
4. Integration of Land Use and Transportation a. The transportation system should be developed to provide the required service in a manner that is economically efficient and minimizes servicing costs. b. The transportation system should be consistent with, and promote, the Town’s economic strategy. c. The transportation system should be compatible with adjacent land uses and the overall character of the community. d. Plan for efficient expansion beyond the Town boundary.
5. Environmental Sensitivity a. The transportation system should help to protect environmentally significant areas and the overall environmental health of the community.
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Town of Cochrane Transportation Study Update
1.4 Study Horizons
The following study horizon years were reviewed in this report:
• 2006 Existing Condition • 2016 (approximately 30,000 population) Medium Range growth horizon • 2026 (approximately 49,000 population) Long Range growth horizon
The study horizon years should be used more as a reference as the timing was estimated based on a projected population growth rate that was determined through discussions with planning staff at the Town when this study update began. The model itself and the road improvements recommended are actually tied to the estimated population and not specifically to any time horizon. The actual timing of improvements may vary should the population grow at a different rate than that assumed. For example, 2016 road improvements may be required immediately if the population growth rate doubles from that assumed. This is discussed in further details in Section 4.1.
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Town of Cochrane Transportation Study Update
2.0 EXISTING INFORMATION
2.1 Previous Studies
A review of previous studies completed was done in order to compile background information on past and future growth in the Town of Cochrane. The information compiled was used as the basis of the updated transportation model, as well as to establish future development areas.
2.1.1 Transportation Plan, February 1999, Updated August 2003
As a result of rapid growth in the Town of Cochrane over the past 20 years, a transportation plan was developed in 1999 to assess and establish an inventory of the road network and traffic conditions at the time. The 1999 Transportation Plan also identified areas requiring improvement in the future transportation network and suggest methods to reduce demand for vehicle travel. This report was updated in 2003 to reflect current conditions due to the Town’s growth.
2.1.2 Area Structure Plans, Community Plans and other Relevant Studies
The following reports and plans provide community development plans including economic development, infrastructure requirements, financial considerations, and transportation planning. The plans provide policies that direct future growth and development within the Town. The area structure plans were also used to establish the basis of the future infrastructure requirements and potential development growths. These reports include:
• Municipal Development Plan, October 1998 • Griffin Road Area Redevelopment Plan, August 2001 • South Ridge Area Structure Plan, September 2002 • Lower East Neighbourhood Plan, November 2002 • Downtown Area Redevelopment Plan (DTARP) • Highway 22:16 and Highway 1A:06 Town of Cochrane Access Management and Functional Planning Study, April 2004 – To define/identify the future geometric/functionality of Hwy 22 • North Cochrane ASP Traffic Assessment, December 2004 • The Sunset Ridge of Cochrane, April 2005 • Heritage Hill of Cochrane Concept Plan, October 2005 • Liveability Indicators Report, November 2005 – Used to develop labour force participation ratio and determine percentage split of employment location
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Town of Cochrane Transportation Study Update
2.2 Alberta Transportation
Alberta Transportation (AT) provided information on Annual Average Daily Traffic (AADT), Average Summer Daily Traffic (ASDT), and the 100th highest hourly volumes for morning and afternoon peak hours at major intersections. Historical information, from 1996 to 2005, for sections along Highway 1A and Highway 22 were used to help estimate traffic growth rates on roadways leaving/ entering the study area.
AADT volumes are plotted from 1996 to 2005 for north and south of Cochrane on Highway 22, and east and west of Cochrane on Highway 1A as shown in Figures 1 and 2, respectively. As shown, the linear growth rates are as follows between 1996 and 2005:
• Highway 22 North of Cochrane: 4.8 percent per year. • Highway 22 South of Cochrane: 5.4 percent per year. • Highway 1A East of Cochrane: 5.4 percent per year. • Highway 1A West of Cochrane: 0.6 percent per year.
Applying these growth rates to the 2005 AADT, the 2006 AADT volumes on Highway 22 and Highway 1A are estimated as follows:
• Highway 22 North of Cochrane: 5,800 vehicles per day • Highway 22 South of Cochrane: 10,000 vehicles per day • Highway 1A East of Cochrane: 12,800 vehicles per day • Highway 1A West of Cochrane: 3,900 vehicles per day
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Town of Cochrane Transportation Study Update
Figure 1 - AADT on Highway 22
10500
Growth Rate: 9500 North of Cochrane: 4.8%/year South of Cochrane: 5.4%/year
8500
7500
6500 AADT (vehicles per day) per (vehicles AADT 5500
4500
3500 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Year
Hwy 22, North of Cochrane Lake Rd Hwy 22, North of Hwy 1, South of Cochrane
Figure 2 - AADT on Highway 1A
14500 Growth Rate: East of Cochrane: 5.4%/year West of Cochrane: 0.6%/year 12500
10500
8500
6500 AADT (vehicles per year)
4500
2500 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Year
Hwy 1A, West of Hwy 22 Hwy 1A, West of 766, East of Cochrane
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Town of Cochrane Transportation Study Update
As shown on Figures 1 and 2, the growth rates on Highway 22 south of Cochrane and Highway 1A east of Cochrane continues to be higher than on the highways north and west of Cochrane. Since these are the main entrances into the Town of Cochrane from the Calgary area, it indicates the significant impact of commuting traffic by Cochrane residents to and from Calgary. Even though the growth along Highway 22 north of Cochrane is less than the growth on the highways east and south of Cochrane, the rate has still almost doubled since 2001. This is an indication that there is an increase in development north of the Town.
According to the 2004 Cochrane Municipal Census and the Liveability Indicator Report, approximately 50 percent of full time employed Cochrane residents work in Calgary. In recent years, an increased emphasis on commercial and industrial development within Cochrane could provide more local jobs, thus reducing the proportion of population that commutes to Calgary. The main route to and from Calgary is east on Highway 1A and south on Highway 22. As well, the growth rate north on Highway 22 has almost doubled since the last update indicating an increase in development north of the Town.
This historical trend may shift slightly towards a higher rate on Highway 1A when Highway 1A is twinned and when the northwest leg of the TUC in Calgary is going to be completed over the next year.
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Town of Cochrane Transportation Study Update
3.0 2006 CONDITIONS
3.1 2006 Road Network
3.1.1 Road Classifications
Roadways are commonly classified according to their expected use and physical characteristics. Tables 1a and 1b describe the typical functional classifications that were used to identify the road network in Cochrane (based on the City of Calgary Design Guidelines for Subdivision Servicing, August 2004), as shown on Exhibit 2. Local considerations were also taken into account when establishing classifications criteria.
3.1.2 Existing Road Network
Development in the Town of Cochrane has generally taken place in sections because the Town is segmented by several man-made and natural features. These features include the Bow River, Highways 1A and 22, and the Canadian Pacific Railway (CPR). Even though connections across the river, highway and railway exist, they are limited.
The Bow River runs east-west through the Town and separates the main existing town area from the south developable area. Since the last transportation study update, the River Avenue Bridge has been closed to vehicle traffic, so the only existing river crossing for vehicle traffic is now via Highway 22. Highway 22 also serves as the main north-south corridor. As development occurs in South Cochrane, the Town will look to improve access across the Bow River, as well as to develop a stronger alternate north- south corridor to alleviate pressure from the Highway.
The CPR currently runs through the main Town area with one separated crossing at Highway 22 and three at-grade crossings at 5th Avenue, 4th Avenue and River Avenue. The Town is restricted in the main downtown area to the existing number of at-grade crossings permitted by CPR (i.e. three locations). In conjunction with developing an alternate north-south corridor, the existing locations of the at-grade crossings in the downtown area will be moved. There are also plans to open a new crossing on the west end of Cochrane for access to new development in the area.
Table 2 summarizes the characteristics of key roads in Cochrane. Updated road network information is also maintained by the Town of Cochrane in a GIS based system.
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Town of Cochrane Transportation Study Update
Table 1a Road Classification for the Town of Cochrane
GENERAL GUIDELINES Road Environmental Capacity Modelling Capacity Right-of-Way Minimum Design Requirements * Primary Function Classification (vehicles per day) (vehicles per hour per lane) (metres) (lanes/posted speed/intersection spacing) Highway Efficient movement of traffic 30,000+ 850 60.0 2 or 6 / 60 to 80 kph / 400 m or 1 km Traffic movement; some property 27.0 - 36.0 Arterial < 15,000 - 30,000 750 2 or 6 / 50 to 70 kph / 150 m or 300 m access is acceptable Traffic movement and land access 19.0 - 32.0 Collector < 5,500 - 10,000 650 2 or 4 / 50 kph / 60 m or 120 m of equal importance Local Street Land access < 1,500 500 15.0 2 / 30 to 50 kph / 60 m
Note: *See below for more details; kph = kilometres per hour
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Town of Cochrane Transportation Study Update
Table 1b Road Classification Details for the Town of Cochrane
DETAILED GUIDELINES Road Access Conditions Traffic Features Local Examples Classification • Rigid access control with few driveways and if permitted then typically only • Function in part as Truck Route System • Highway 1A to commercial, industrial and institutional land uses • Traffic signals permitted only for interim • Highway 22 • Intersections permitted only with arterials and major collector streets condition Highway • Minimum intersection spacing of 400 m • Pedestrian crossings to be grade separated • Grade separated major arterial crossings need between 1 to 3 km • No on-street parking is permitted spacing • Property accesses are typically to commercial, industrial and institutional • May function in part as Truck Route and Bus • George Fox Trail land uses Route • Griffin Road • No residential frontage is permitted • Traffic signals permitted as warranted • Railway Street • Accesses should be shared driveways (adjacent properties use a single • Sidewalk on both sides Arterial • Centre Avenue driveway) st (Minor or Major) • At grade pedestrian crossings • Portions of 1 Street • Along major arterial, All turns intersection spacing is a minimum • On-street bikeway permitted • Portions of River Avenue of 300 m apart • No on-street parking is permitted • Portions of Quigley Drive • For minor arterial, intersection spacing of 150 m may be permitted but is generally restricted to right turns in and out • Direct property access is common • Function in part as Bus Route • Ranche Trail • Access to abutting properties is permitted, but restricted to right turns in • Traffic signals permitted as warranted • 5th Avenue and out • Sidewalk on both sides • 4th Avenue Collector • Minimum intersection spacing of 120 m between a Major Arterial • At grade pedestrian crossings • Gleneagles Drive (Minor or Major) and the first intersection on the Collector Street • On-street bikeway permitted with proper • Riverview Drive • Minimum spacing of 60 m for all subsequent intersections on signage • West Side Road collector streets • On-street parking is acceptable • West Aarsby Road • Portions of Quigley Drive • Serves mostly passenger and service vehicles • No Truck or Bus Routes permitted • Residential subdivision • No direct commercial access • No traffic signals permitted except at access • Intersection spacing is at least 60 m or as appropriate for specific crossing with higher standard road Local conditions • Sidewalk on one/both sides (Residential) • Permit driveway access • At grade pedestrian crossings Street • On-street bikeway permitted with proper signage • On-street parking is acceptable
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TOWN BOUNDARY
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:30,000 April 2009 2 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 ROAD CLASSIFICATIONS www.urban-systems.com
Town of Cochrane Transportation Study Update
Table 2 Town of Cochrane Key Roadways Posted Road Capacity Description Speed Highway 22 2 lanes 60 kph • Runs north-south. (in Town) • Provides connection south to Highway 1, and north to Cremona, Sundre and Rocky Mountain House. • Also used to bypass Calgary by areas north of Calgary to Edmonton. • Provides the only river crossing in Town boundaries. • Functions as both local road and as provincial highway. • Highway twinning anticipated for long term - dependent on traffic volume warrant, provincial priority and funding. • Currently the only grade-separated crossing of the Canadian Pacific (CP) Rail line in Cochrane. The signalized Highway 1A/Highway 22 intersection is currently at-grade. Highway 2 lanes 60 kph • Runs east-west. 1A (in Town) • Provides connection east to Calgary and west to Canmore. • Highway is mostly 4 lanes east of Cochrane, and twinning from Highway 22 to existing 4 lane section is anticipated in the next five years. • Functions as both a connection for local traffic, as well as provincial highway. Griffin 4 lanes/ 50 kph • Runs east-west from Highway 22 to Bow River. Road 2 lanes • 4 lanes from Highway 22 to River Avenue. • 2 lanes east of River Avenue. • Recently signalized at Highway 22. • Serves industrial area east of River Avenue • Has few direct property accesses. 5th Avenue 2 lanes 50 kph • Runs north-south from Highway 1A to Griffin Road. with turn • One of three at-grade crossing with CPR. lanes • Signalized at Railway Street and at 1st Street. • Plans to relocate traffic signals from 4th Avenue and Highway 1A to 5th Avenue. 4th Avenue 2 lanes 50 kph • Runs north-south from Cochrane Heights community to just south of Railway Street. • One of three at-grade crossings with CPR. • Signalized at Highway 1A. • Plans to relocate traffic signals from 4th Avenue and Highway 1A to 5th Avenue. Centre 2 lanes 50 kph • Runs north-south from Highway 1A to 1st Street. Avenue with 30 kph • Main entrance to Cochrane from Highway 1A. parking just south • Future plans to extend south of 1st Street. of Hwy 1A
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Town of Cochrane Transportation Study Update
Posted Road Capacity Description Speed River 2 lanes 50 kph • Runs north-south from 1st Street to Bow River. Avenue with • One of three at-grade crossings with CPR. parking • Primarily serves industrial properties. Railway 2 lanes 50 kph • Railway Street runs east-west from 5th Avenue to east of Street with River Avenue. parking • Railway Street primarily serves to provide access to industrial properties. Quigley 2 lanes 50 kph • Quigley runs east-west from west Town limits to Highway Drive/ with turn 22, continues as Glenbow Drive from Highway 22 to 5th Glenbow lanes and Avenue. Drive parking • Primarily serves to provide access to residential lanes communities. • Signalized at Westside Drive, Highway 22 and 5th Avenue. 1st Street 2 lanes 50 kph • Runs east-west from Highway 1A to east Town limits. with • Main corridor through downtown business area. parking • Primarily serves commercial and downtown businesses. • East of River Avenue classified as collector road and primarily serves residential communities. • Signalized at 5th Avenue. Gleneagles 2 lanes 50 kph • Main residential collector providing access from Highway 1A Drive to the Gleneagles development on the east end of Cochrane. • Intersects Highway 1A at two points with the western access being partially grade separated. George Fox 2 lanes 50 kph • Runs east-west from west Town limits to Highway 22. Trail • Primarily serves as access to residential communities, also access to Stoney Indian Reserve west of Cochrane. • Recently signalized at Highway 22.
Note: kph = kilometres per hour
3.2 2006 Traffic Conditions
A count program was conducted in June 2006 to collect traffic count information for the Town of Cochrane for the development of the transportation model. The following three types of traffic counts were carried out:
• 24 hour automatic traffic counts, • 3.5 hour (2:30 p.m. to 6:00 p.m.) manual intersection counts, and • 7 hour (6:30 a.m. to 9:00 a.m., 11:30 a.m. to 1:30 p.m. and 3:30 p.m. to 6:00 p.m.) manual intersection counts.
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Town of Cochrane Transportation Study Update
Exhibit 3 shows the location and type of each traffic count. The 24 hour counts were done at seven locations. The 3.5 hour counts were done at 18 locations to help establish trip generation rates for residential land uses and the Central Business District. The 7 hour counts were done at 16 locations. The traffic count information from all three counts is displayed in Exhibits 4 to 6. The seven hour count locations will have morning, midday and afternoon peak hour traffic information. The 3.5 hour count locations only have afternoon peak hour traffic information.
The 2006 lane configuration and traffic control information for the intersections that were counted above are shown in Exhibits 7 to 9.
3.3 2006 Bicycle and Pedestrian Network
There have been little improvements to the bicycle and pedestrian network in Cochrane since the last update to the Transportation Plan. Two pedestrian roadway crossings and a pedestrian signal have been added. The new pedestrian crossings are at Quigley Drive and West Edge Road, and at Glenpatrick Drive and Glenpatrick Crescent. The pedestrian signal was added to the intersection of Glenbow Drive and Glenpatrick Road.
The existing bicycle and pedestrian network for the Town of Cochrane is shown in Exhibit 10. As well, future pathway and sidewalk systems are also shown in the Exhibit. These proposed pathways were based on previous area structure plans and community studies identified in Section 2.0.
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19
20
1 16
34 33 21 23 45 1 67 12 13 8 17 9 36 28 10 22 27 11 26 18 29 32 14 15 23 30 31
24
35
25
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:50,000 March 2008 3 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 TRAFFIC COUNT LOCATIONS www.urban-systems.com TRANSPORTATION PLAN UPDATE
17(17)[15] 178(175)[198] ROADWAY 145(125)[131] 156(103)[161] 14(16)[13] 63(60)[115] 107(79)[105] 156(162)[232] 63(49)[82]
1(2)[1] 217(213)[231] 31(1)[4] 3(3)[5] 1(3)[3] 0(1)[0] 51(44)[48] 0(3)[11] 48(29)[55] 93(70)[74]
190(149)[222] 211(122)[149]
70(44)[60]
24(51)[134] 303(181)[157]
[51] [20] [30] [57] [43] [465] [485] [571] [11] [62] [30] [518] [19]
[73] [6] [73] [0] [107] [1] [35] [29] [0] [1] [531] [328] [461] 7(20)[35] [17] [238]
[2]
3800 23(16)[18] 200(268)[372] 5(1)[2] 18(6)[14] 22(28)[51] [483]
12,700 [4] [76] [0] [59] [0] [1] [2] [4] [25] 8(7)[22] [0] [3] [29] [553] [248] 271(264)[237] [0] [4] [4] [0] [349] [399] [566] [31] 70(37)[49] [6] 1(1)[1] [7] [4] [197] [34]
34(30)[35] [2] 65(42)[65] [150] [85]
[1] [24] [0] [13] [86] [20] [3] 26(13)[32] [38] [207] 170(143)[177] 45(31)[46] 172(172)[236] 159(264)[376] 51(23)[50] [0] [18]
[25] 261(165)[145] 290(268)[217] [184] [62] [19] 97(87)[71]
30(32)[38] [0] 71(64)[141] [44] 167(171)[206] [0] [0] [0] [203] [133] 12100 [21] [12] [12] 7(11)[22] 7(13)[19] 97(124)[207] 59(65)[114] 56(65)[55] 12(14)[10] 32(39)[40] 2(5)[17] 114(100)[127] 223(223)[399] 59(52)[90] 126(182)[169] 10(18)[18] 24(32)[72] 9800 [10]
72(151)[154] [182] 11(9)[12] 407(264)[232] 82(42)[33] 6100
24(57)[87] 419(272)[361] 12(6)[10] 90(159)[204]56(70)[72] 24(38)[58] 15(25)[26] 160(154)[110] [196] [3] [6] 14(7)[5] 47(94)[195] [3] 229(158)[107]75(66)[65] 116(221)[257] 77(87)[57] 38(18)[24] 100(96)[105] 11(16)[28] 83(107)[177] 232(243)[294] 93(179)[160] 86(182)[166] 150(150)[155] 34(36)[42] [5] 102(92)[99] [212]
274(218)[412] [53] 19(34)[44] [5] [182] 78(166)[162] 7300 [22] [84] [30] [38] [145] 34(125)[225] [18] [182] [139] 89(175)[266] [142] 170(257)[197] [66] [18] [6] [191] [9] [93]
[15] [5]
[10] [12]
[114] 16(4)[1] 10(2)[0] [181] 4(0)[0] 0(0)[0] 85(77)[73] 73(103)[90] 167(156)[175] 0(0)[1] 63(59)[73] 46(23)[29] 54(80)[89] 67(80)[101] 14(22)[39] 204(207)[224] [89] 40(16)[15] 15(23)[36] [32] [82] 36(51)[52] 2(4)[14] [218]
[1] [21] 0(1)[0] [192]
4,560 113(177)[213] 61(78)[106] [2] 23(49)[43] 13(4)[7]
88(137)[174]
16,600
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. XX(YY)[ZZ] [ ] Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:12,000 April 2009 4 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 TRAFFIC VOLUMES - NORTH www.urban-systems.com 101 - 2716 SUNRIDGE WAY 2716 SUNRIDGE 101 - N.E. Fax. 403.291.1374Fax. T1Y 0A5 CANADA AB, CALGARY, www.urban-systems.com 403.291.1193Tel. 12100
7300 XX(YY)[ZZ] [564] [171] [ ]
[110] [607]
U TILI TY R /W
(941 2385)
[136]
[32]
[15] [98] [13] [9]
ROADWAY TRANSPORTATION PLAN UPDATE TRANSPORTATION [104] [36]
[75] [37] [33] [545] [33] [20] [3] [90] [50] [8]
SERVICE ROAD
[13] TELECOMMUNICATION R/W TELECOMMUNICATION [535] [130] 1728.0116.15 1:10,000 Scale [11] [2]
2006 TRAFFIC VOLUMESTRAFFIC 2006 - EAST [58]
STATION MOBILE
TRANSPORTATION PLAN UPDATE DIO AD R TOWN BOUNDARY ITE S April 2009 April Date TOWN OFCOCHRANE Client/Project Exhibit Title 5 TRANSPORTATION PLAN UPDATE
16(22)[61] 404(227)[321] 100(121)[151] 129(122)[121] 62(213)[248] 29(166)[170] 100(111)[106] 41(20)[21] 5(12)[27] 164(191)[241] 20(13)[28] 20(43)[64] 4,560 47(33)[30]
34(33)[60]
28(51)[79]
277(202)[401] 277(235)[359] 170(172)[230]
16,600
[6] [2] [28] [50] [239] [5] [4] [122] [4] 26(78)[92] [3] [0]
[1] 17(31)[39} [30] 140(164)[180] 16(50)[31] 104(140)[172] [4] 29(59)[84] 33(45)[53] 48(53)[54] 3(8)[10] 49(142)[132] 81(95)[143] [57]
OILPIPELINE R/W [1] [327] GASPIPELINE R/W 7(8)[11] [171] 168(203)[258]
(78 57JK) (791 1140) 187(110)[155] 89(78)[93] 29(23)[52] 86(80)[80] 442(274)[264] 0(2)[0] 20(24)[30] 124(147)[241] 1(1)[3] 8(5)[4]
0(0)[0] 45(21)[39] 49(51)[47] 26(25)[32] 46(33)[43] 260(141)[163] 7(10)[5] 13(8)[10] 3(12)[1] 0(0)[0] 38(48)[83] 0(0)[0] 79(25)[18] 1(1)[0]
(791 1347) 0(0)[0]
GAS PIPELINE R/W
22(16)[58] 51(37)[45]
OILPIPELINE R/W 0(0)[0] 289(270)[487] GASPIPELINE R/W 0(1)[0] 1(2)[2]
(7857 JK) 1(1)[1]
(791 1140) 7(10)[7] TR A NS MISS IO N LI NE R /W
(RW393 ER)
(801 1413)
GAS PIPELINE R/W
GAS PIPELINE R/W PIPELINE GAS
(811 0246) (1056 ID)
(791 1347) (791
UTI LITY R/W
GAS TRA NS MI SS IO N LINE R/W
(78 57 JK)
TR A NS MISS IO N LI NE R /W
(791 1140)
(RW393 ER) OIL PIPELINE R/W
GAS PIPELINE R/W
(801 1413)
GAS PIPELINE R/W
(791 1347) (791
GASPIPELINE R/W
(801 1413)
OIL PIPELINE R/W PIPELINE OIL
GAS TRA NS MI SS IO N LINE R/W LINE N IO SS MI NS TRA GAS
GASPIPELINE R/W
7 7 JK) 57 (78
(791 1140)
(1056 ID)
GASPIPELINE R/W
(801 1413)
39(84)[40]
59(57)[24] 9(1)[6]
517(230)[257]
15(3)[5] 145(227)[587]
10,300 FIBRE R/W OPTICS CABLE
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. XX(YY)[ZZ] [ ] Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:12,000 April 2009 6 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 TRAFFIC VOLUMES -SOUTH www.urban-systems.com TRANSPORTATION PLAN UPDATE
ROADWAY
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:10,000 March 2008 7 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 LANE CONFIGURATION - NORTH www.urban-systems.com TRANSPORTATION PLAN UPDATE
ROADWAY
SERVICE ROAD TOWN BOUNDARY TOWN
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:10,000 March 2008 8 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 LANE CONFIGURATION - EAST www.urban-systems.com TRANSPORTATION PLAN UPDATE
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:12,000 March 2008 9 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2006 LANE CONFIGURATION - SOUTH www.urban-systems.com TRANSPORTATION PLAN UPDATE
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:40,000 March 2008 10 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 BICYCLE AND PEDESTRIAN NETWORK www.urban-systems.com
Town of Cochrane Transportation Study Update
4.0 2006 TRANSPORTATION MODEL
The 2002 Cochrane Transportation Model was updated and recalibrated using existing road network and land use data to create a 2006 Cochrane Transportation Model. It was necessary to recalibrate the model in order to reflect existing conditions because of changes in the traffic volumes, land use, and study area. As with the previous model, this transportation model will represent the afternoon peak hour.
4.1 Zone System
A similar transportation zone structure was used for the updated model. Adjustments were made to the zone boundaries for the area north of the existing town development. The original transportation zones (TZ) boundaries were determined by dividing the study area based on the following parameters:
• Zones' boundaries were defined by geographic or logical constraints, such as Town limits, major streets, topographic features or a railway line. • Zones were developed to ensure that the land uses within the zone were as homogeneous as possible, while maintaining consistent geographic sizes.
The study area consists of 121 zones. Zones 1 to 99 represent internal zones within the defined study area (town boundary and the developable area north and south of the Town). The external zones representing the external roadway connections to the study area were numbered in a clockwise direction from 100 to 121. The numbering started at the north leg of the Horse Creek Road and Highway 1A intersection and ended with the west leg of the same intersection.
The updated transportation zone network is shown in Exhibit 11.
4.2 Model Road Network
The model’s road network is simulated by a series of links and nodes that represent streets and intersections, which includes the classification, capacity, delays, and other characteristics of the roadway. The road network for the updated model used the same types of links and nodes for the framework.
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B o w R iv er
Highway 1a
Hig hw ay 1a
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:50,000 March 2008 11 1728.0116.15 Title Tel. 403.291.1193 28 Fax. 403.291.1374 TRANSPORTATION ZONE www.urban-systems.com NETWORK
Town of Cochrane Transportation Study Update
4.2.1 Nodes
Nodes in the TModel2 program have a variety of functions. For the Cochrane Transportation model, the three basic roles of the nodes are as follows:
1. Internal transportation zones, a load point for zone centroids (where trips are loaded for distribution). 2. External transportation zones, which represent connection points from the study area to roads external to the study area. 3. Non-transportation zone nodes include signalized and unsignalized intersections, as well as curves in the road alignment.
The characteristics of a node include class, capacity, area, type, special delays, and base delays. The nodes are grouped by node class, which represents the role of the node (i.e. traffic signal controlled intersection). A description of the node class is in Appendix A.
4.2.2 Links
Links represent either distributor links or roadways. Distributor links are used to put traffic onto the road network by connecting the transportation zones to the road network. The remaining links represent roadways and are used to join intersection nodes together to form the road network.
Each link is unique in that the modeller defines all of its characteristics. Link attributes include class, area, type, number of lanes, directional capacity, length, speed, one or two way travel, volumes, and link travel time. The class is the key characteristic that defines the link. A summary of the link class used to establish the road network for the 2006 Cochrane Transportation Model is in Appendix A.
4.2.3 Road Network
The road network for the Cochrane Transportation model was based on 2006 road infrastructure and proposed improvements for the future road network is based on information provided in background studies of communities and areas. Also provided by the Town of Cochrane was additional information on future improvements along Highway 1A between Centre Avenue and 6th Avenue. These improvements were assumed to be in place for the 10 year horizon. Future roadways were not in use until the pertinent future horizon year. A plot of the 2006 Cochrane Transportation model road network with the number of lanes and intersection control information is in Appendix B.
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4.3 Land Use
4.3.1 Land Use Categories
The land use categories were also slightly adjusted for the updated transportation model, and are as follows:
• LU1: Residential 1 – Detached • LU2: Residential 2 – Duplex / Semi-Detached • LU3: Residential 3 – Multi-unit Dwellings • LU4: Highway Commercial • LU5: Downtown Commercial • LU6: Light Industrial • LU7: Heavy Industrial • LU8: Office • LU9: School • LU10: Institutional • LU11: Recreational • LU12: Home Based Businesses
More details regarding the overall Town population and employment values determined for each horizon are found in the following sections.
4.3.2 Town of Cochrane Land Use
The land use was updated from the previous model based on historical census information over the past five years, building statistics indicating specific development growth and background studies.
According to StatsCan, the 2001 labour force participation rate (LFPR) is approximately 56 percent. However, information from the Cochrane Census indicated a lower LFPR averaging approximately 50 percent over the past five years. The StatsCan rate was used to determine the employment values for 2006 since there was potential for error in the Cochrane Census due to the response rate.
In regards to determining the location of employment, information from the more detailed Cochrane Census was used. Employment locations are based in Cochrane, Calgary, home based, and areas outside of Cochrane, but excluding Calgary. The five year average for the percent split of the employment
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location was used. The percent split was also distinguished between full time and part time employment. Table 3 summarizes the percent split for employment location based on type of employment.
Table 3 2006 Employment Location Percent Split for the Town of Cochrane Employment In Cochrane In Calgary Outside of Cochrane Home Based Type (excl. Calgary) Full Time 37% 44% 11% 8% Part Time 72% 21% 7% 0%
The overall land use in the Town of Cochrane for the 2006 horizon year model is summarized in Table 4.
Table 4 2006 Estimated Land Use for the Town of Cochrane Horizon Population Employment Students 2006 13,700 3,750 3,660
A table indicating the specific amount of land use for each category as defined on a transportation zonal basis is in Appendix B.
4.4 Afternoon Peak Hour Trip Rates
The trip rates from the previous model were reviewed and compared to current trip rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 2007. Cordons were again set up for Bow Meadows, Gleneagles Gate and Gleneagles Boulevard to establish the current local residential trip rates for the updated Cochrane Transportation model.
The updated trip rates used for the Cochrane Transportation model are shown in Table 5. The trip rates shown in the table are based on population volumes and jobs. However, more typical units for trip rates are the number of dwelling units and thousands of square feet of floor area. The equivalent rates for the more typical units are also included. These equivalent rates were converted using ratios determined from the ITE trip generation manual.
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Table 5 Trip Rates for Cochrane Transportation Model Model Equivalent Land Use Out % In % Units Trip Rate Units Trip Rate Split Split (per unit) (per unit) Residential 1 – Detached Pop. 32 68 0.26 DU 0.83 Residential 2 – Duplex / Pop. 33 67 0.23 DU 0.67 Semi-detached Residential 3 – Multi-unit Pop. 33 67 0.30 DU 0.54 Dwelling Highway Commercial Job 52 48 3.00 1k ft2 5.80 Downtown Commercial Job 58 42 1.50 1k ft2 2.90 Light Industrial Job 82 18 0.50 1k ft2 1.13 Heavy Industrial Job 60 40 0.60 1k ft2 1.06 Office Job 85 15 0.49 1k ft2 1.83 Schools Std. 65 35 0.075 Std. 0.075 Institutional Job 65 35 1.80 1k ft2 2.99 Recreation Job 52 48 1.50 Job 1.50 Home Based Businesses Job 35 65 0.28 Job 0.28
Note: Pop. = population, Std. = student, DU = dwelling unit, 1k ft2 = 1,000 ft2
4.5 Trip Distribution and Assignment
4.5.1 Trip Distribution
Each internal transportation zone is loaded with the calculated traffic volumes from the land use indicated in the previous table. The transportation model was built using TModel2 which uses the gravity model approach to distribute the trips. The number of trips distributed between zone pairs depends on the attractiveness of the zones and the travel time or distance between the zones. The same gravity model exponents as the previous model were used.
External volumes were input into the model through zones 100 to 121. External volumes were obtained from both traffic counts conducted by Urban Systems Ltd. in May 2006, and historical information obtained from Alberta Transportation. The distribution of external to internal and internal to external trips is achieved by normalizing the trip table until more balance between the origin and destination trips is reached.
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4.5.2 Trip Assignment
Trips are assigned iteratively to the route between the zone pairs that have the shortest travel time. At the beginning of each iteration run, the travel time is determined by the model to ensure that the shortest travel time route has not changed. A good and realistic balance between alternative routes is achieved in this manner.
4.6 External Trips
The study area is not isolated. Trips will enter the study area at one of the external road connections, such as Highway 22 south of the Town of Cochrane, with either an internal zone as its destination, or another external point as its destination. The former trips are called external to internal trips, while the latter are called through trips.
For the 2006 Cochrane Transportation Model, as noted in the previous section, the external volume information was obtained from traffic counts and historical data from AT. By analyzing travel volumes in and around the Town, a revised traversal matrix of the external to external (XX) through trips for each external connection was developed for 2006.
Similarly, the external values for the 2016 and 2026 horizon years were determined using growth volumes. The XX trips are assumed to increase by approximately 2% per year. The growth rate varied for the traffic volumes on each external connector. The annual growth rate on Highway 1A and Highway 22 was estimated using historical data from AT, as indicated in Section 2.0. The following is a list of the growth rates assumed on the main highways:
• Highway 1A, east of Cochrane: 5.4% • Highway 1A, west of Cochrane: 0.6% • Highway 22, north of Cochrane: 4.8% • Highway 22, south of Cochrane: 5.4%
The growth on all other external connections is assumed to be minimal.
4.7 Recalibrating the Cochrane Transportation Model
The 2002 Cochrane Transportation model was recalibrated to reflect 2006 land use and traffic conditions. Similar to the initial calibration process, the model is fine tuned by comparing the differences between the model volumes and the observed 2006 traffic volumes at screenlines and cordons. Changes to
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various elements of the model are made to minimize the differences between the two sets of traffic volumes. A model is often considered to be calibrated if the difference between the two volumes is less than 10 percent. Judgment is used in cases where screenline traffic volumes are low, and the sensitivity on the variance is high.
4.7.1 Screenline Comparisons
The following screenlines were used again in the calibration of the 2006 transportation model:
1. CP Railway 2. Highway 1A North 3. Highway 1A South 4. Bow River 5. Jumpingpound Creek 6. Highway 22 West 7. Highway 22 East
Each screenline total was compared with volumes from traffic counts carried out by Urban Systems Ltd. in May and June 2006. The results are summarized in Table 6. The total difference is approximately three percent for the northbound/westbound direction of travel and three percent in the southbound/ eastbound direction.
Table 6 Screenline Comparison Summary 2006 Volumes Model Volumes Accuracy (% Diff.) Screenline NB/WB SB/EB NB/WB SB/EB NB/WB SB/EB CP Railway 1,414 1,467 1,469 1,379 4% -6% Highway 1A North 637 631 628 703 -1% 11% Highway 1A South 1,529 1,538 1,418 1,463 -7% -5% Bow River 705 534 752 598 7% 12% Jumpingpound Creek 248 130 276 145 11% 12% Highway 22 West 1,486 997 1,574 1,152 6% 16% Highway 22 East 907 838 1,026 883 13% 5% Total 6,926 6,135 7,143 6,323 3% 3%
Note: NB = northbound; EB = eastbound; SB = southbound; WB = westbound; % Diff. = percent difference
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4.7.2 Cordon Comparisons
The following same cordons were used to compare the inbound and outbound traffic movement from the enclosed area:
1. Bow Meadows 2. Gleneagles Gate 3. Gleneagles Boulevard
The results of the summary are shown in Table 7. In comparison, the total difference between the model volumes and the 2006 traffic counts of all the cordons is within a 10 percent difference for inbound and outbound traffic movement from the cordons.
Table 7 Cordon Comparison Summary Accuracy 2006 Volumes Model Volumes Cordon (% Diff.) In Out In Out In Out Bow Meadows 113 66 120 57 6% -14% Gleneagles Gate 45 24 52 25 16% 4% Gleneagles Boulevard 194 108 199 99 3% -8% Total 352 198 371 181 5% -9%
Note: % Diff. = percent difference
4.8 2006 Modelling Results
4.8.1 2006 Traffic Volumes
The afternoon peak hour traffic volumes for roadway corridors in the study area are shown in a drawing included in Appendix B. These traffic volumes were estimated using the 2006 Cochrane Transportation model.
4.8.2 2006 Transportation Network Performance
The transportation model is used as a macro level tool to approximate improvements required for the road network area. The volume to capacity (v/c) ratio is the performance measure that is provided by the model. This measure will generally be used to identify locations where further review on a micro level should be completed.
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In urban areas, a v/c ratio of 0.90 (90%) or greater on a roadway or at an intersection typically indicates that improvements to the network are needed, or if changes such as additional lanes or traffic signals may resolve the possible congestion at these locations. However, one of the guiding principles of the Town of Cochrane is that the transportation system respects the small town atmosphere, thus, a lower v/c ratio threshold of 0.80 (80%) is used as a guideline to identify potential areas for network improvements.
A plot from the 2006 Cochrane Transportation Model, identifying all locations where the v/c ratios are greater than 80% on roadway and intersections is provided in Appendix B. There were no intersections where the v/c ratio was greater than 80%. The v/c ratio drawing for the 2006 Cochrane Transportation Model identifies a few sections of roadways where the v/c ratio exceeds 80%. These include the following:
• Highway 22 between Griffin Road and George Fox Trail: a. Northbound travel approaching 90% capacity • Highway 1A between the Gleneagles Drive ramps and Centre Avenue: a. Eastbound travel is at 100% capacity prior to the climbing lane b. Westbound travel is approaching 90% capacity
Alberta Transportation has indicated that there are plans in the future to twin Highway 1A from Highway 22 to east of Cochrane. Refer to Section 6.0 for more details regarding the future plans to twin Highway 1A.
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5.0 FUTURE CONDITIONS
The study years for the future condition are a 10 year (2016) horizon and a 20 year (2026) horizon. This section provides the methodology used to project the future land use and transportation condition for the Town of Cochrane. The future land use and transportation condition will be used in the development of the transportation forecast model. The forecast model will be used to estimate future traffic patterns and help determine future transportation network requirements.
5.1 Future Land Use
The land use for the 2016 and 2026 horizon years was determined based on discussions with the Town of Cochrane, as well as previously completed Area Structure Plans and studies for developable areas within and adjacent to the Town. In discussion with the planning department at the Town, an 8% growth rate for the population growth during the first 10 years (2016) was used to forecast the future population. A 5% growth rate was used for the subsequent 10 years; from 2016 to 2026. The resulting population projections for each of the forecast horizons vary from the population indicated in the Sanitary Sewer Master Plan and are a more conservative estimate. The population difference is because the assumptions made to determine the populations for the horizon years are what are relevant at the time of each study. The studies were completed at different times and thus, differing assumptions regarding what is the future snap shot in time. Instead of tying the road improvements to the horizon year, the infrastructure needs should be tied to the actual population horizon.
To determine the 2016 and 2026 labour force participation ratio (LFPR), the 2006 LFPR (as described in Section 4.3.2) was adjusted slightly and assumed to decrease by one percent every 10 years. Over time, the employment location also changes, as the percentage of employment within Cochrane is expected to increase as commuting traffic to Calgary decreases. Table 8 summarizes the breakdown of the change in employment location percentage. The percent of home based business is assumed to remain consistent.
Table 8 Future Employment Location Percent Split for the Town of Cochrane Horizon Employment Outside of Cochrane Home In Cochrane In Calgary Year Type (excl. Calgary) based 2016 Full Time 42% 39% 11% 8% Part Time 74% 21% 5% 0% 2026 Full Time 47% 34% 11% 8% Part Time 75% 21% 4% 0%
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The overall population and employment within the Town of Cochrane was determined for the 2016 and 2026 horizon years and are summarized in Table 9. A more detailed land use summary table on a zonal basis is included in Appendices C and D.
Table 9 Future Land Use for Town of Cochrane Horizon Population Employment Students 2016 30,000 9,130 8,500 2026 49,000 15,750 11,740
Table 10 has breakdowns of the distribution for the growth in employment and population, from 2006 to 2016, from 2016 to 2026, and an overall growth from 2006 to 2026.
Table 10 Distribution of Future Growth
Employment Growth (jobs) Population Growth (ppl) Growth Area 2006 to 2016 to 2006 to 2006 to 2016 to 2006 to 2016 2026 2026 2016 2026 2026 West Pointe (west of West Terrace) 10 (0.2%) 0 (0%) 10 (0.1%) 325 (2%) 0 (0%) 325 (1%) 2,100 2,880 4,980 TRC Ranch (north of West Terrace) 495 (9%) 220 (3%) 715 (6%) (13%) (15%) (14%) Area B / Heritage Hill 435 1,015 2,425 480 2,905 580 (11%) (north of Hwy 1A, west of Hwy 22) (6.5%) (8.5%) (15%) (2.5%) (8.5%) Sunset Ridge 400 1,000 4,530 5,375 9,905 600 (9%) (north of Hwy 1A, east of Hwy 22) (7.5%) (8.5%) (28%) (28.5%) (28%) 600 600 Gleneagles 10 (0.2%) 25 (0.5%) 35 (0.5%) 0 (0%) (3.5%) (1.5%) Burnco Site 685 685 0 (0%) 0 (0%) 0 (0%) 0 (0%) (south of Griffin Rd, east of River Ave) (10.5%) (5.5%) Bow Ridge South 740 30 (0.6%) 10 (0.5%) 40 (0.4%) 0 (0%) 740 (2%) (south of Bow Ridge) (4.5%) Area C / Southwest Annexation 945 1,165 2,110 230 865 1,095 (west of Hwy 22, south of Bow River) (17.5%) (17.5%) (17.5%) (1.5%) (4.5%) (3%) Area A / Southeast Annexation / 1,510 2,525 4,035 4,530 9,400 13,930 South Area (28%) (38%) (33.5%) (38%) (49.5%) (39.5%) (east of Hwy 22, south of Bow River) 1,065 1,800 Downtown / Central Area 735 (11%) 655 (4%) 0 (0%) 655 (2%) (20%) (15%) 220 555 165 Other 335 (6%) 165 (1%) 0 (0%) (3.5%) (4.5%) (0.5%) Total Growth 5,380 6,620 12,000 16,300 19,000 37,300
Note: ppl = people
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The growth in home based businesses is estimated to be approximately 500 businesses in 2016 and approximately 1,050 businesses in 2026.
5.2 Future Trip Generation Rates
The trip generation rates used for the 2016 and 2026 transportation models are the same as discussed earlier in Section 4.4 of the report.
5.3 Future Anticipated Base Road Network and Road Network Performance
The future road network is based largely on anticipated road improvements expected to be in place by the indicated horizon year. Constructions of the improvements are expected to be completed and functioning by the horizon year indicated, and the improvements may be in place any time prior to the horizon year that it is listed under, but after the last horizon year noted. For example, a project noted to be in place by 2026, but not present in the 2016 horizon could have been constructed as early as 2017 but as late as 2026. The anticipated road improvements are a combined result of anticipated development growth and anticipated infrastructure improvements by the Town and by Alberta Transportation.
5.3.1 2016 Base Road Network and Network Performance
The following table summarizes the major infrastructure changes assumed to be in place by the 2016 horizon year.
Table 11 2016 Anticipated Future Road Network Improvements Road Description Anticipated Future Road Network Improvements Highway 1A • Twinning from Highway 22 to east of Cochrane • Turn restrictions to/from highway between Highway 22 and Centre Avenue • Relocate traffic signal from 4th Avenue to 5th Avenue • Reduce speed to 60 kph west of Highway 22 to Horse Creek Road 4th Avenue • Close at-grade CPR crossing • Realignment north of Highway 1A to connect to 5th Avenue on the south side of the highway Centre Avenue • Open 2-lane at-grade CPR crossing • Extend south to Griffin Road Bow River Crossing • Open 2-lane bridge connecting to north side of South Ridge area Ranche Road • Restricted to right-in/right-out access to/from Highway 22
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Road Description Anticipated Future Road Network Improvements Horse Creek Road • Connects from Highway 1A to Quigley Drive • Realign north of Highway 1A to connect with Heritage Hill access • Open 2-lane at-grade CPR crossing Rolling Range Road • Close access to Highway 22 River Heights Drive • Close existing access – reopen approximately 550 metres south • New access open as four-lane arterial/primary collector road Grand Boulevard • Extends north to Railway Avenue Highway 1A / 5th Avenue • Remove traffic signals at 4th Avenue and Highway 1A and install new intersection traffic signals at 5th Avenue Highway 1A / Centre • Installation of traffic signals Avenue intersection River Avenue / Griffin • Installation of traffic signals Road intersection Gleneagles Drive (east) / • Installation of traffic signals Highway 1A Heritage Hill Community • New local residential and collector roads Sunset Ridge Community • New local residential, collector and arterial (main) roads South Ridge Community • New local residential, collector and arterial (main) roads
Model plots of the following are provide in Appendix C:
• 2016 road networks with the anticipated road improvements indicated in Table 11 • All volume to capacity (v/c) ratios greater than 0.80 on roadways and intersections • Estimated 2016 afternoon peak hour traffic volumes
As indicated in Section 4.0, a v/c ratio of 0.80 (80%) or greater on a roadway or at an intersection will determine whether improvements to the network are needed, or whether such changes as additional lanes or traffic signals may resolve the possible congestion at these locations.
For the 2016 Cochrane Transportation Model, the v/c ratio exceeded 0.80 at the following locations:
• Highway 22: a. Northbound travel from south of Cochrane to Highway 1A exceeds 100% capacity except between Quigley Drive and West Rock Road. The AADT just north of River Height Drive is estimated at 18,000 vehicles per day in 2016. b. Southbound travel north of Ranche Road exceeds 100% capacity. c. Southbound travel between Ranche Road and Highway 1A exceeds 100% capacity. d. Southbound travel between Highway 1A and Griffin Road approximately 85% capacity.
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e. Southbound travel between Griffin Road and George Fox Trail exceeds 100% capacity. f. Southbound travel between George Fox Trail and River Heights Drive at 86% capacity. • Highway 1A: a. Highway 1A from the commercial access to Highway 22 exceeds 100% capacity. The AADT just west of Highway 22 is estimated at 19,000 vehicles per day in 2016. • South Ridge Collector: a. Eastbound travel exceeds 100% from St. Mary’s church to east of Riversong development. • Griffin Road east of 2nd Avenue: a. Westbound travel exceeds 100% capacity just east of 2nd Avenue. b. Eastbound travel is just over 80% capacity east of 2nd Avenue. • Centre Avenue: a. Southbound travel approaches 90% capacity north of 1st Street, except between 1st Avenue and Highway 1A where the capacity exceeds 90%. b. Northbound travel exceeds 100% capacity between 1st Street and Railway Street, approaches 90% capacity north of 1st Street to 1st Avenue, and exceeds 90% capacity between 1st Avenue and Highway 1A. • 5th Avenue: a. Southbound/northbound travel exceeds 100% capacity between 1st Street and Railway Street. • Glenbow Drive: a. Westbound travel varies from 85 to 95% capacity between 5th Avenue and Glenpatrick Road. • Railway Street: a. Westbound travel varies from 89 to 98% capacity between Grande Boulevard and 5th Avenue. • Ranche Road: a. Eastbound travel east of Highway 22 exceeds 90% capacity. • George Fox Trail / Highway 22 intersection – at 86% capacity. • Highway 1A / Highway 22 intersection – at 83% capacity. • River Heights Drive / Highway 22 intersection – at 76% capacity.
At 2016, the population of the Town is estimated to have more than doubled. The increase in population and employment will in effect influence driver’s behaviour; further, expectations of road network operation will change. Maintaining a v/c ratio of 80% or less may not be achievable, so the typical 90% threshold should be used for assessing the performance of the road networks in the future horizon. Road networks exceeding 80% will still be identified; however, this does not indicate the need for improvements, but rather a need for further review. As well, a reassessment of the guideline for the roadway capacity may be considered on higher standard roadways such as arterial and highway.
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According to the Guidelines for Twinning Based on Level of Service for Rural Highways in Alberta (Alberta Transportation, Highway Geometric Design Guide, August 1999, Figure A-9), twinning will be warranted at an AADT of 8,500 vehicles per day assuming a minor arterial roadway with approximately 40% passing zones. The estimated daily traffic volume along sections of Highway 1A and Highway 22 indicated above more than what exceeds this threshold. Alberta Transportation (AT) has indicated that meeting the twinning warrant does not guarantee that the highway will be twinned, and that the warrant is more of a guideline. Other factors also include the safety and collision history of the highway, and funding availability. AT has a three year planning process for major infrastructure improvements. A review of the projects on the three year program is reviewed annually to determine the need and timing for the improvements. The Town needs to consider developing a policy of encouragement to senior level of government for action on road improvements when warranted.
A more detailed analysis should also be completed on a micro scale for the Highway 22 intersections at George Fox Trail and Highway 1A to determine if additional geometric improvements are required in the 2016 horizon. Additional analyses should also be done at River Heights Drive to determine if traffic signals will be required in the 2016 horizon. As well, these intersections should be monitored for congestion.
5.3.2 2026 Base Road Network and Network Performance
Based on the network performance result of the 2016 model run, Highway 22 needs to be twinned by the 2016 horizon north of Highway 1A and south of Griffin Road, thus Highway 22 is twinned as a base assumption for the 2026 horizon year at these sections. The following table summarizes the major infrastructure changes assumed to be in place by the 2026 horizon year.
Table 12 2026 Anticipated Future Road Network Improvements Road Description Anticipated Future Road Network Improvements Include 2016 Road Network Improvements from Table 11 Highway 22 • Upgrade to four-lanes Sunset Ridge (south access) to south of Cochrane Highway 1A • Upgrade to four-lanes from Highway 22 to Acera commercial access Centre Avenue • At Griffin Road adjust alignment to continue east along Griffin Road • Upgrade to four-lanes from Highway 1A to Griffin Road Ranche Road • No access to/from Highway 22 River Heights Drive • Extension of east-west road east of River Heights Drive, two-lane connects to South Ridge Drive Horse Creek Road / • Installation of traffic signals Cochrane West (Acera access) intersection
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Road Description Anticipated Future Road Network Improvements Centre Avenue / Griffin • Installation of traffic signals or roundabout Road intersection Centre Avenue / Railway • Installation of traffic signals Street intersection Southwest Annexation • New local residential, collector road, and main arterial access Area C Sunset Ridge Community • New local residential, collector road, and north arterial access South Ridge Community • New local residential, collector road, and extension of arterial (main) road southward
Model plots of the following are provide in Appendix D:
• 2026 road networks with the anticipated road improvements indicated in Table 12 • All volume to capacity (v/c) ratios greater than 0.80 on roadway and intersections • Estimated 2026 afternoon peak hour traffic volumes
As indicated in Section 4.0, a v/c ratio of 0.80 (80%) or greater on a roadway or at an intersection will determine whether improvements to the network are needed, or whether such changes as additional lanes or traffic signals may resolve the possible congestion at these locations. For the 2026 Cochrane Transportation Model, the v/c ratio exceeded 0.80 at the following locations:
• Highway 22: a. Northbound travel from River Heights Drive to Sunset Ridge (south access) exceeds 100% capacity. b. Southbound travel between Sunset Ridge south access and Highway 1A approaches 90% capacity. c. Southbound travel between Highway 1A and Griffin Road is below 80% capacity. d. Southbound travel between Griffin Road and George Fox Trail is at 100% capacity. e. Southbound travel between George Fox Trail and River Heights Drive at 80% capacity. • Highway 1A: a. Westbound travel from 5th Avenue to Highway 22 exceeds 100% capacity. b. Westbound travel from Gleneagles ramp access to Centre Avenue exceeds 90% capacity. c. Westbound travel from Gleneagles Drive to Gleneagles ramp access exceeds 90% capacity. d. Westbound from Highway 22 to the Cochrane West (Acera) commercial access is at 95% capacity. e. Eastbound travel from Highway 22 to 5th Avenue exceeds 90% capacity.
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• River Heights Drive/East-west South Area A road: a. Eastbound/westbound travel varies from 81 to 128% between Highway 22 and South Ridge Drive. b. Local collector roads exceed 80% capacity. • Griffin Road: a. Westbound travel varies from 85 to 103% capacity just east of 2nd Avenue. • Bow River Bridge: a. Eastbound/westbound travel exceeds 100% capacity. • Centre Avenue: a. Northbound/southbound travel varies from 81 to 100% capacity between 1st Street and Highway 1A. b. Northbound travel between 1st Street and Railway Street is at 100% capacity. • 5th Avenue: a. Southbound travel between 1st Street and Railway Street exceeds 100% capacity. • Glenbow Drive: a. Westbound travel varies from 92 to 97% between 5th Avenue and Glenpatrick Road. • Railway Street: a. Westbound travel varies from 82 to 89% between Grande Boulevard and 5th Avenue. • Heritage Hill (east) Access: a. Southbound/northbound travel varies from 83 to 95% capacity north of Highway 1A. • Sunset Ridge (south) access: a. Eastbound travel exceeds 100% capacity. • Sunset Ridge (south) Access / Highway 22 intersection – at 110% capacity. • Sunset Ridge (south) Access Road / Internal Sunset Ridge road intersection – at 109% capacity. • Highway 1A / Highway 22 intersection – at 85% capacity. • Highway 1A / Cochrane West (Acera) commercial Access – at 83% capacity. • West Rock Road / Highway 22 intersection – at 81% capacity. • Griffin Road / Highway 22 intersection – at 77% capacity. • George Fox Trail / Highway 22 intersection – at 86% capacity. • River Heights Drive / Highway 22 intersection – at 100% capacity. • River Heights Drive / East-west South Area A Road intersection – at 92% capacity. • Centre Avenue intersections between 1st Street and Highway 1A is just over 80% capacity.
The traffic pattern indicates that the River Avenue to Arena Road route to the Bow River Bridge is not as attractive as the Griffin Road route if it is not realigned to be more direct. Since the long-term design is to have the River Avenue/Centre Avenue connection as the main access route to the Bow River Bridge, there would not be much benefit in upgrading Griffin Road east of 2nd Avenue. The River Avenue/Centre
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Avenue connection was decided as the main approach to the Bow River Bridge because of geometric constraints associated with the approach from the Griffin Road/Arena Road connection.
A more detailed analysis should also be completed on all intersections exceeding 80% capacity to determine if traffic signals will be required in the 2026 horizon. As well, the intersection should be monitored for congestion. Improvements to the approaching roadways will also increase intersection capacities, thus the intersection should be reviewed after the road improvements are made.
Alberta Transportation (AT) current functional plans for Highway 22 does not include a future interchange at the intersection of Highway 22 and Highway 1A. However, due to extensive planned development in the area since the original functional plan was completed, an update to the functional plan should be done to ensure provisions for adequate right-of-way are made and that the planned infrastructure can accommodate the estimated traffic growth.
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6.0 TRANSPORTATION NETWORK EVALUATION
6.1 2016 Recommended Road Network Improvements and Performance
The following additional improvements are recommended for the 2016 horizon based on the performance results of the anticipated 2016 base road networks as identified in Section 5.3.1.
Table 13 2016 Recommended Future Road Network Improvements Road Description Recommended Future Road Network Improvements Highway 1A • Twinning from west commercial access to Highway 22 Highway 22 • Twinning from Highway 1A to south of Cochrane Centre Avenue • Upgrade to four lane from Highway 1A to Griffin Road Bow River Crossing • Improve direct route to bridge Ranche Road • Upgrade road standard to arterial/higher class collector
Model plots of the 2016 road networks with the recommended road improvements indicated in the table above are included in Appendix E. For the 2016 Cochrane Transportation Model with recommended improvements in place, the v/c ratio exceeded 0.80 at the following locations:
• Highway 22: a. Northbound travel from south of Cochrane to George Fox Trail is at 86% capacity. b. Northbound travel from George Fox Trail to Griffin Road is at 93% capacity. • George Fox Trail: a. Westbound travel from Highway 22 to Bow Meadow Drive is at 85% capacity. • Glenbow Drive: a. Westbound travel varies from 85 to 97% capacity between 5th Avenue and Glenpatrick Road. • Cochrane West (ACERA): a. Commercial access at 82% capacity. • Ranche Road: a. Inbound traffic exceeds 90% capacity. b. Commercial Access west of Highway 22 – at 80% capacity.
Twinning Highway 22 adjusted the traffic pattern flow and allowed for more traffic to use this route, as it appears to be more attractive to drivers. The increased capacity shifted traffic onto the highway. Measures such as ensuring the integrity of the roadway classification for the main north-south corridor through South Ridge should be taken. This will assure that the shift in travel is minimized, and the character of the highway is maintained.
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Traffic in the Bow Ridge and Bow Meadows area is primarily limited to the single access out of the area on George Fox Trail. Traffic then uses Highway 22 to access the main Town area. The v/c ratio indicates that this section is on the borderline of congestion. Twinning Highway 22 did increase the capacity; however, it also adjusted the traffic pattern flow and allowed for more traffic to use this route. Improvements to the geometric layout of Highway 22 between George Fox Trail and Griffin Road may be explored as traffic volumes increase.
6.2 2026 Recommended Road Network Improvements and Performance
The following additional improvements are recommended for the 2026 horizon based on the performance results of the anticipated 2026 base road networks as identified in Section 5.3.2.
Table 14 2026 Recommended Future Road Network Improvements Road Description Recommended Future Road Network Improvements Centre Avenue • Upgrade to four-lanes from Griffin Road to Bow River Bridge Bow River Crossing • Upgrade to four-lanes East-west Area A Road • Upgrade to four-lanes from River Heights Drive to South Ridge Drive Horse Creek Road • Upgrade to four-lanes from Highway 1A to Cochrane West (Acera) main access Sunset Ridge (south) • Installation of traffic signals Access / Highway 22 intersection Cochrane West (Acera) • Installation of traffic signals commercial Access / Highway 1A intersection Centre Avenue / 1st Street • Installation of traffic signals intersection Highway 22 / River • Installation of traffic signals Heights Drive intersection East-west Area A Road / • Installation of traffic signals River Heights Drive intersection South Ridge Drive • Installation of traffic signals intersections
Model plots of the 2026 road networks with the recommended improvements indicated in the table above are included in Appendix F. For the 2026 Cochrane Transportation Model with recommended improvements in place, the v/c ratio exceeded 0.80 at the following locations:
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• Highway 22: a. Northbound travel from River Heights Drive to Sunset Ridge (south access) exceeds 100% capacity. The AADT just north of Ranche Road is estimated at 36,000 vehicles per day and north of River Height Drive is estimated at 33,000 vehicles per day in 2026. b. Southbound travel between Sunset Ridge south access and Highway 1A exceeds 85% capacity. c. Southbound travel between Griffin Road and George Fox Trail exceeds 95% capacity. • Highway 1A: a. Westbound travel from 6th Avenue to Cochrane West (Acera) commercial access exceeds 100% capacity. The AADT at the east and west of Highway 22 is estimated at 31,500 vehicles per day in 2026. b. Westbound travel from Gleneagles ramp access to Centre Avenue exceeds 90% capacity. c. Westbound travel from Gleneagles Drive to Gleneagles ramp access exceeds 90% capacity. d. Eastbound travel from Highway 22 to 5th Avenue exceeds 90% capacity. • Griffin Road: a. Westbound travel varies from 81 to 87% capacity just east of 2nd Avenue. • Centre Avenue: a. Northbound/southbound travel varies from 76 to 96% capacity between Railway Street and Highway 1A. • Glenbow Drive: a. Westbound travel varies from 90 to 95% between 5th Avenue and Glenpatrick Road. The AADT just west of 5th Avenue is estimated at 9,200 vehicles per day in 2026. • Railway Street: a. Westbound travel varies from 87 to 93% between Grande Boulevard and 5th Avenue. The AADT just east of 5th Avenue is estimated at 12,000 vehicles per day in 2026. • 5th Avenue: a. Northbound travel is at 86% capacity between 1st Street and Railway Street. b. Southbound travel is at 106% capacity between 1st Street and Railway Street. • Sunset Ridge South Entrance: a. Inbound traffic exceeds 100% capacity. b. Outbound traffic exceeds 90% capacity. • Heritage Hill East Entrance: a. Inbound traffic exceeds 100% capacity. b. Outbound traffic is at 84% capacity. • Highway 22 / Sunset Ridge South access intersection – at 78% capacity. • Sunset Ridge (south) Access Road / Internal Sunset Ridge road intersection – at 110% capacity. • Highway 22 / Highway 1A intersection – at 86% capacity. • Highway 22 / Westrock Road intersection – at 89% capacity. • Highway 22 / George Fox Trail intersection – at 84% capacity.
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A factor in the high congestion along the highway is the large percentage of commuter traffic to and from Calgary.
The capacity along sections of Glenbow Drive and 5th Avenue indicates the potential for congestion. No additional improvements are recommended as increasing the capacity may, in turn, increase the attractiveness of this route. Since Glenbow Drive primarily services residential communities and passes near school areas, there is not a desire to increase traffic volumes on this road.
Based on information from Alberta Transportation, the potential long-range plans for the intersection of Highway 1A and Highway 22 includes twinning, but does not include an interchange. The exact timing of the improvements has not been established and will be largely dependent on provincial priority and funding. Although the current functional plan does not include an interchange, the extensive development in the area since the original functional plan was completed will require an update to the functional plan, and provisions for adequate right-of-way should be made for a future interchange since an at-grade intersection will not adequately accommodate traffic. Interim measures for improvements to the intersection are currently under review by Alberta Transportation.
Installation of traffic signals should be considered at new accesses to subdivisions via Highway 22 and via Highway 1A. As well, since there are limited accesses for new subdivisions, action should be taken to ensure that accesses are aligned across the highway, and that spacing requirements are met. The entrance roadway should also be designed to ensure that they have adequate capacity immediately off of the highway.
A lot of large scale improvements were recommended for the long range horizon. Even with all the recommended improvements there were still indications of higher than desirable congestion levels on some corridors. The Town’s population is estimated to have almost quadrupled by 2026 and would be more the size of a City than a Town. As such, Cochrane should explore alternate modes of travel to reduce congestion levels rather than additional improvements beyond those recommended. These are further explored in Section 6.4.
6.3 CPR Crossings
Transport Canada has developed guidelines to ensure the safe operation of rail crossings. This guideline is based on the cross product of daily train and daily vehicle volumes. There are several degrees of warning and control for rail crossings which range from signage to a grade-separated crossing. The following are general guidelines from Transport Canada regarding the provision of gate arms on at-grade rail crossings, and/or the provision of a grade separated crossing.
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• Warning signal with the gate arms are warranted if the cross product (i.e. number of trains per day multiplied by vehicles per day crossing the tracks) is greater than 50,000. • Grade separated crossing is warranted if the cross product is greater than 200,000.
The cross product, with respect to a railway grade crossing, means the product of the average annual daily traffic of trains and engines on the line of railway and the average annual daily number of vehicles on the road that pass over the grade crossing. The daily traffic volumes for the 2016 and 2026 horizons at each of the railway crossings were calculated by assuming that the afternoon peak hour volumes from the transportation model will represent approximately 10 percent of the daily volumes. Assuming the current operation of CPR, approximately 30 trains run on the line per day. The following degree of precaution should be enforced for the horizon and crossings indicated.
• 2006 Horizon: a. Gate arms warranted and in place at the 4th Avenue at-grade crossings i. 4th Avenue: 30 trains X 6,100 vehicles per day = 183,000 > 50,000 b. Grade separation warranted at the 5th Avenue and River Avenue at-grade crossings i. 5th Avenue: 30 trains X 9,800 vehicles per day = 294,000 > 200,000 ii. River Avenue: 30 trains X 7,300 vehicles per day = 219,000 > 200,000 • 2016 Horizon: a. Gate arms warranted and in place at the River Avenue crossing i. River Avenue: 30 trains X 3,500 vehicles per day = 105,000 > 50,000 b. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings i. 5th Avenue: 30 trains X 12,000 vehicles per day = 360,000 > 200,000 ii. Centre Avenue: 30 trains X 17,000 vehicles per day = 510,000 > 200,000 c. Gate arms warranted at Horse Creek Road crossing i. Horse Creek Road: 30 trains X 1,900 vehicles per day = 57,000 > 50,000 • 2026 Horizon: a. Gate arms warranted and in place at the River Avenue crossing i. River Avenue: 30 trains X 3,000 vehicles per day = 90,000 > 50,000 b. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings i. 5th Avenue: 30 trains X 14,500 vehicles per day = 435,000 > 200,000 ii. Centre Avenue: 30 trains X 26,900 vehicles per day = 807,000 > 200,000 iii. Horse Creek Road: 30 trains X 2,900 vehicles per day = 87,000 > 50,000
In past discussions with Transport Canada; however, they have indicated the following:
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• There are many at-grade railway crossings under their jurisdiction that currently exceed the cross- product total, and other factors are also taken into account before grade separation would be implemented. • These crossings remain at-grade for many different reasons and it is the traffic on the roads that is impacted. • Transport Canada does not require the grade separation until the rail operations are impacted. • Transport Canada does require that if new rail crossings will warrant grade separation in the future that these grade separations are planned for now.
The Town is currently in the process of implementing pre-emptive signal timing for the 5th Avenue crossing. The anticipated time for the pre-emptive signal to be in place is summer 2008. For the crossings in Cochrane, the following is recommended:
• For the Centre Avenue crossing, obtain right-of-way as it becomes available for a long-term grade separation at this location. • For the 5th Avenue crossing, obtain right-of-way as it becomes available for a long-term grade separation at this location.
A functional study should be completed to identify the extent of right-of-way required for the grade separation of the railway crossing.
6.4 Alternate Mode of Transportation
The Town’s population is estimated to be 30,000 people and 49,000 people in the 2016 horizon and 2026 horizons, respectively. This more than doubles the population within the next ten years and almost quadruples the population by the 20 year time frame. As such, Cochrane should explore alternate modes of travel to reduce congestion levels rather than additional roadway improvements beyond those recommended.
6.4.1 Future Bicycle and Pedestrian Network
Since the last update, there have been minimal improvements to the bicycle and pedestrian network. Provisions for improvements have been made by the Town under a separate plan as part of the overall Parks and Recreation Master Plan. By enhancing the existing non-automotive network and improving on the connectivity of the existing pathway system, as well as to encourage bicycle facility on the main road infrastructure, the Town would be promoting alternative modes of transportation.
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Town of Cochrane Transportation Study Update
The Geometric Design Guide for Canadian Roads by the Transportation Association of Canada (TAC) states that one of the basic requirements for a cyclist pathway is the connectivity between links. A review of the existing roadways should also be completed to identify areas where there is potential to retrofit bicycle facilities (i.e. room for bicycle lanes and/or wide curb lanes). The Town’s current bicycle facilities are primarily for recreational uses; by introducing bicycle facilities onto the road infrastructure, this will encourage commuting traffic to consider alternate transportation modes. Existing bike lanes and routes should also be clearly identified on pathway system maps.
The River Avenue Bridge has been closed to normal vehicular traffic and converted into a pedestrian and emergency vehicular traffic only crossing. This crossing will connect the existing pathway system to a future proposed pathway system located along the Bow River on the south side. The following are other proposed major pedestrian crossings and pedestrian network enhancements and include measures mentioned in the previous update and some new locations:
• Improved pedestrian environment and network in the commercial and industrial area around River Avenue – to reduce cost, improvements/sidewalks should be implemented when roads are upgraded or new roads are constructed • Sidewalks on the proposed future Arena Road bridge • Future pathway connection to Glenbow Ranch Provincial Park • Grade separated pedestrian crossing at 2nd Avenue over the CP rail line • Pedestrian crossing across Highway 1A at 5th Avenue and at 3rd Avenue • Grade separated pedestrian crossing over the CP rail line behind Midford Middle School into the future residential site of Boothby Lands • Grade separated pedestrian crossing across the CP rail line in the east Cochrane area
All signalized intersections should be marked for pedestrian crossings and allow pedestrians adequate time to cross. The proposed addition to the bicycle and pedestrian pathway system is shown in Exhibit 10.
6.4.2 External Transit Planning
There are currently a large percentage of employed people who commute out of Cochrane for work. Although this is expected to decrease over time as Cochrane establishes its own employment base, 50% of the labour force is still anticipated to commute out of Cochrane in the long range horizon.
Calgary Transit has in the past expressed an interest in the potential for transit services to outlying areas such as Cochrane. Recently, Calgary Transit has indicated that bus based service along Highway 1A
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Town of Cochrane Transportation Study Update
could be developed in the five year time frame; however, Light Rail Transit (LRT) services may still be 25 years away. Southland Transportation currently offers a commuter bus service to and from Calgary, but is limited by the fact it is not allowed to stop at LRT stations. The amount of commuters using the bus services may increase as accessibility and frequency increases.
The Calgary Regional Partnership (CRP) received funding, in spring 2008, to evaluate commuter transit opportunity through the CRP Exploring New Transit Paradigms project. The initiative will study various transit options available in the region including heavy rail, light rail and rapid transit bus. The study will also look into potential locations for transit nodes/centres, as well as work with existing rail companies in the area to identify potential commuter rail station and parking locations.
6.4.3 Local Transit Planning
In order to develop an efficient and effective transit system for non-metropolitan areas or small towns, proper planning is required. Adding a transit service at the end of the planning process, after the roads and land uses are in place and without consideration of the customer’s requirement and desires, generally means providing a less effective and more costly transit service. As a result, it is very important that the techniques be undertaken as early as possible in the planning and development process. In order to address the future growth and needs of Cochrane, it is recommended that a transit feasibility and development plan is undertaken. This would ensure proper planning and financial viability is considered prior to the implementation of any public transit service.
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Town of Cochrane Transportation Study Update
7.0 CONCLUSIONS AND RECOMMENDATIONS
7.1 Proposed Cochrane Transportation System
7.1.1 Road Network
The following table summarizes the major infrastructure changes assumed to be completed by the 2016 and 2026 horizons, and the additional recommended improvements based on the performance results.
Table 15 Future Road Network Road Description Description of Road Network Improvements 2016 Base Horizon Highway 1A • Twinning from Highway 22 to east of Cochrane • Turn restrictions to/from highway between Highway 22 & Centre Avenue • Relocate traffic signal from 4th Avenue to 5th Avenue • Reduce speed to 60 kph west of Highway 22 to Horse Creek Road 4th Avenue • Close at-grade CPR crossing • Realignment north of Highway 1A to connect to 5th Avenue on the south side of the highway Centre Avenue • Open 2-lane at-grade CPR crossing • Extend south to Griffin Road Bow River Crossing • Open 2-lane bridge connecting to north side of South Ridge area Ranche Road • Restricted to right-in/right-out access off Highway 22 Horse Creek Road • Connects from Highway 1A to Quigley Drive • Realign north of Highway 1A to connect with Heritage Hill access • Open 2-lane at-grade CPR crossing Rolling Range Road • Close access to Highway 22 River Heights Drive • Close existing access, reopen approximately 550 metres south • New access open as four-lane arterial/primary collector road Highway 1A / 5th Avenue • Remove traffic signals at 4th Avenue and Highway 1A and install new intersection traffic signals at 5th Avenue Highway 1A / Centre • Installation of traffic signals Avenue intersection River Avenue / Griffin • Installation of traffic signals Road intersection Gleneagles Drive (east) / • Installation of traffic signals Highway 1A Heritage Hill Community • New local residential and collector roads Sunset Ridge Community • New local residential, collector and arterial (main) roads South Ridge Community • New local residential, collector and arterial (main) roads
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Town of Cochrane Transportation Study Update
Road Description Description of Road Network Improvements 2016 Base Horizon with Recommended Improvements Highway 1A • Twinning from west commercial access to Highway 22 Highway 22 • Twinning from Highway 1A to south of Cochrane Centre Avenue • Upgrade to four lane from Highway 1A to Griffin Road Bow River Crossing • Improve direct route to bridge Ranche Road • Upgrade road standard to arterial/higher class collector 2026 Base Horizon Include Road Network Improvements 2016 Base Horizon Highway 22 • Upgrade to four-lanes Sunset Ridge (south access) to south of Cochrane Highway 1A • Upgrade to four-lanes from Highway 22 to Acera commercial access Centre Avenue • At Griffin Road adjust alignment to continue east along Griffin Road • Upgrade to four-lanes from Highway 1A to Griffin Road Ranche Road • No access to/from Highway 22 River Heights Drive • Extension of east-west road east of River Heights Drive, two-lane connects to South Ridge Drive Horse Creek Road / • Installation of traffic signals Cochrane West (Acera access) intersection Centre Avenue / Griffin • Installation of traffic signals or roundabout Road intersection Centre Avenue / Railway • Installation of traffic signals Street intersection Southwest Annexation • New local residential, collector road, and main arterial access Area C Sunset Ridge Community • New local residential, collector road, and north arterial access South Ridge Community • New local residential, collector road, and extension of arterial (main) road southward 2026 Base Horizon with Recommended Improvements Centre Avenue • Upgrade to four-lanes from Griffin Road to Bow River Bridge Bow River Crossing • Upgrade to four-lanes East-west Area A Road • Upgrade to four-lanes from River Heights Drive to South Ridge Drive Horse Creek Road • Upgrade to four-lanes from Highway 1A to Cochrane West (Acera) main access Sunset Ridge (south) • Installation of traffic signals Access / Highway 22 intersection Cochrane West (Acera) • Installation of traffic signals commercial Access / Highway 1A intersection Centre Avenue / 1st Street • Installation of traffic signals intersection
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Town of Cochrane Transportation Study Update
Road Description Description of Road Network Improvements Highway 22 / River • Installation of traffic signals Heights Drive intersection East-west Area A Road / • Installation of traffic signals River Heights Drive intersection South Ridge Drive • Installation of traffic signals intersections
Exhibits 12 and 13 illustrate the 2016 and 2026 overall recommended road networks for the Town of Cochrane, respectively. The proposed network for each model run is found in model plots in Appendices E and F.
Even with the improvements indicated above, some of the major roadways will still experience congestions at the 2026 horizon, in particular, the at-grade intersection of Highway 22 and Highway 1A. Alberta Transportation’s (AT) current functional plans for Highway 22 does not include a future interchange at this intersection. However, due to the extensive planned development in the area since the original functional plan was completed, an update to the functional plan should be done to ensure provisions for adequate right-of-way are made and that the planned infrastructure can accommodate the estimated traffic growth.
7.1.2 CPR Crossings
The railway warning system that is currently in place for the existing railway crossings are as follows: a. Warning signals with gate arms at 5th Avenue at-grade crossing b. Warning signals with gate arms at 4th Avenue at-grade crossing c. Warning signals with gate arms at the River Avenue crossing
Based on the Transport Canada cross-product guideline and assuming the current CPR operation of approximately 30 trains running on the line per day, the following degree of precaution should be enforced for the study horizon and crossing locations indicated. Detailed warrant calculations are included in Section 6.3.
• 2006 Horizon: a. Grade separation warranted at 5th Avenue and River Avenue at-grade crossings • 2016 Horizon: a. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings
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Town of Cochrane Transportation Study Update
b. Gates warranted at the Horse Creek Road crossing • 2026 Horizon: a. Grade separated crossings warranted at the 5th Avenue and Centre Avenue crossings
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TOWN BOUNDARY
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:30,000 April 2009 12 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2016 RECOMMENDED www.urban-systems.com FUTURE ROAD NETWORK TRANSPORTATION PLAN UPDATE TOWN BOUNDARY
TOWN BOUNDARY
Client/Project TOWN OF COCHRANE TRANSPORTATION PLAN UPDATE 101 - 2716 SUNRIDGE WAY N.E. Scale Date Exhibit CALGARY, AB, CANADA T1Y 0A5 1:30,000 April 2009 13 Tel. 403.291.1193 1728.0116.15 Title Fax. 403.291.1374 2026 RECOMMENDED www.urban-systems.com FUTURE ROAD NETWORK
Town of Cochrane Transportation Study Update
In past discussions with Transport Canada, although a grade separated crossing may be warranted, it might not necessarily be upgraded as a variety of other factors are in play. The Town is currently in the process of implementing the pre-emptive signal timing for the 5th Avenue crossing, and anticipates it to be completed by summer 2008.
For the crossings in Cochrane, the following is recommended:
• For the Centre Avenue crossing, obtain a right-of-way as it becomes available for a long-term grade separation at this location. • For the 5th Avenue crossing, obtain a right-of-way as it becomes available for a long-term grade separation at this location.
A functional study should be completed to identify the right-of-way required for the grade separation of the railway crossing.
7.1.3 Alternate Mode of Transportation
The Town’s population is estimated to grow substantially to 30,000 people and 49,000 people in the 2016 and 2026 horizons, respectively. As such, Cochrane should explore alternate modes of travel to reduce congestion levels rather than additional roadway improvements beyond those recommended.
Future Bicycle and Pedestrian Network
Provisions for enhancing the connectivity of the existing pathway system have been made by the Town under a separate plan as part of the overall Parks and Recreation Master Plan. This would serve as a means of promoting alternative modes of transportation. A review of the existing roadways should also be completed to identify areas where there is potential to retrofit bicycle facilities (i.e. room for bicycle lanes and/or wide curb lanes). The Town’s current bicycle facilities are primarily for recreational uses; by introducing bicycle facilities onto the road infrastructure, this will encourage commuting traffic to consider alternate transportation modes. Existing bike lanes and routes should also be clearly identified on pathway system maps.
The following are proposed major pedestrian crossings and pedestrian network enhancements, and include measures mentioned in the previous update and some new locations:
• Improved pedestrian environment and network in the commercial and industrial area around River Avenue – to reduce cost, improvements/sidewalks should be implemented when roads are upgraded or new roads are constructed
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Town of Cochrane Transportation Study Update
• Sidewalks on the proposed future Arena Road bridge • Future pathway connection to Glenbow Ranch Provincial Park • Grade separated pedestrian crossing at 2nd Avenue over the CP rail line • Pedestrian crossing across Highway 1A at 5th Avenue and at 3rd Avenue • Grade separated pedestrian crossing over the CP rail line behind Midford Middle School into the future residential site of Boothby Lands • Grade separated pedestrian crossing across the CP rail line in the east Cochrane area
All signalized intersections should be marked for pedestrian crossings and allow pedestrians adequate time to cross. The proposed addition to the bicycle and pedestrian pathway system is shown in Exhibit 10.
External Transit Planning
Calgary Transit has, in the past, expressed an interest in the potential for transit services to outlying areas such as Cochrane. Southland Transportation currently offers a commuter bus service to and from Calgary, but is limited by the fact it is not allowed to stop at LRT stations. The amount of commuters using the bus services may increase as accessibility and frequency increases.
Recently, Calgary Transit has indicated that bus based service along Highway 1A could be developed in the five year time frame; however, Light Rail Transit (LRT) services may still be 25 years away. In spring 2008, the Calgary Regional Partnership (CRP) received funding to evaluate commuter transit opportunities through the CRP Exploring New Transit Paradigms project. The initiative will study various transit options available in the region including heavy rail, light rail and rapid transit bus. The study will also look into potential locations for transit nodes/centres, as well as work with existing rail companies in the area to identify potential commuter rail station and parking locations.
Local Transit Planning
In order to develop an efficient and effective transit system for non-metropolitan areas or small towns, proper planning is required. Adding a transit service at the end of the planning process, after the roads and land uses are in place and without consideration of the customer’s requirement and desires, generally means providing a less effective and more costly transit service. In order to address the future growth and needs of Cochrane, it is recommended that a transit feasibility and development plan is undertaken. This would ensure proper planning and financial viability is considered prior to the implementation of any public transit service.
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Town of Cochrane Transportation Study Update
8.0 AUTHORIZATION AND CLOSING
This report, entitled “Transportation Study Update”, was prepared for Town of Cochrane by Urban Systems Ltd. The material in this report reflects the best judgment of Urban Systems Ltd. based on the information available at the time of preparation. Any use that a third party makes of this report, or reliance on or decisions made based on it is the responsibility of the third party. Urban Systems Ltd. accepts no responsibility for damages, if any, suffered by a third party as a result of decisions made or actions taken based on this report.
Prepared By:
Marcia Eng, P.Eng. Permit to Practice
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