City of North Battleford
Transportation Master Plan Technical Report FINAL
December 2017
CA000196
City of North Battleford Transportation Master Plan
Technical Report FINAL
Project noCA000196
17 12 21 Prepared by : ______Rosemarie Draskovic, P.Eng., PTOE, PTP
Verified by : ______René Rosvold, P.Eng. 17 12 21
CIMA+ 333 – 3rd Avenue N, 4th Floor Saskatoon SK S7K 2M2
December 2017 CA000196
City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table of Contents
1. Introduction ...... 1 1.1 Study Purpose ...... 1 1.2 Study Team ...... 1 1.3 Regional Context ...... 3 1.4 Previous Plans and Studies ...... 5 1.4.1 Land Use Plans ...... 5 1.4.2 Transportation Studies ...... 7
2. Public & Stakeholder Engagement ...... 12 2.1 Stakeholder Meetings ...... 12 2.2 Open House #1 ...... 12 2.3 Online Survey ...... 13
3. Vision, Goals and Objectives ...... 17
4. Policies ...... 18 4.1 Administration ...... 18 4.2 Vehicular Mobility ...... 19 4.3 Active Modes ...... 20 4.4 Transit ...... 21
5. Growth ...... 22 5.1 Residential ...... 24 5.2 Commercial ...... 25 5.3 Industrial ...... 25 5.4 Other ...... 26
6. Traffic Patterns ...... 27 6.1 Existing Conditions ...... 27 6.1.1 Traffic Counts ...... 27 6.1.2 External Origin-Destination Data ...... 34
6.2 Forecast...... 40 6.2.1 Regional Traffic Volumes ...... 40 CA000196 6.2.2 Urban Traffic Volumes ...... 41 6.3 Results ...... 44 6.3.1 Forecasting Tool ...... 48
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7. Roadway Network ...... 49 7.1 Existing Conditions ...... 53 7.1.1 Safety Review ...... 53 7.1.2 Capacity Analysis...... 55 7.2 25,000 Population Forecast Horizon ...... 59 7.2.1 Capacity Analysis...... 59 7.3 Roadway Cross-Sections ...... 65 7.3.1 Municipal Standard Review ...... 66 7.3.2 Complete Streets ...... 71 7.4 Urban Highway Connectors ...... 75 7.4.1 Provincial Level of Interest Review ...... 77 7.4.2 Guide Signage ...... 81 7.5 Improvement Plan ...... 83 7.6 Network Recommendations ...... 98
8. Active Modes Network ...... 101 8.1 Existing Conditions ...... 101 8.2 Network Recommendations ...... 104
9. Transportation Noise ...... 106 9.1 Analysis ...... 109
10. Railway Crossings ...... 112 10.1 Crossing Treatment Warrants ...... 114
11. Plan Implementation ...... 118
12. Conclusions and Recommendations ...... 120
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List of Tables Table 1: Population Growth Distribution Summary ...... 22 Table 2: Employment Growth Distribution Summary ...... 22 Table 3: Traffic Counting Program ...... 28 Table 4: Estimated 24 Hour Weekday Traffic Volumes ...... 31 Table 5: Distribution of Regional Trips (2015)...... 36 Table 6: Regional Trips Route Choice ...... 38 Table 7: Percentage of Pass Through Trips Making a Stop in North Battleford ...... 39 Table 8: MHI 15-Year Growth Factors and Annual Linear Growth Rates ...... 40 Table 9: Trip Generation Assumptions ...... 42 Table 10: MHI Roadside Management Manual Access Management Levels ...... 51 Table 11: Battlefords Highways Access Management Levels ...... 52 Table 12: High Proportion Test Results ...... 55 Table 13: LOS Criteria for Unsignalized and Signalized Intersections ...... 56 Table 14: Arterial Roadway Cross-Section Comparison ...... 67 Table 15: Collector Roadway Cross-Section Comparison ...... 68 Table 16: Local Roadway Cross-Section Comparison ...... 69 Table 17: Lane Cross-Section Comparison ...... 70 Table 18: North Battleford Cross-Section Guidelines ...... 74 Table 19: Provincial Level of Interest Assessment ...... 79 Table 20: Provincial Level of Interest Ranking ...... 80 Table 21: Improvement Plan ...... 89 Table 22: 2015 Pedestrian and Cyclist Volumes (Total AM Peak and PM Peak 4-hour Volumes) .. 103 Table 23 - Daily Average Noise Levels [Leq] by Volumes of Freely- flowing Traffic...... 107 Table 24: Summary of Noise Level Thresholds ...... 109 Table 25: Aberdeen Subdivision Line Railway Crossing Assessment Data ...... 115
Table 26: Railway Crossing Cross-Product Assessment Results ...... 116 CA000196 Table 27: Implementation Plan ...... 119
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List of Figures
Figure 1: Study Area ...... 2 Figure 2: Regional Context ...... 4 Figure 3: Future Land Use Concept ...... 6 Figure 4: Regional Growth Areas ...... 23 Figure 5: 2015 Morning and Afternoon Peak Hour Traffic Volumes ...... 29 Figure 6: 2015 Peak Hour Traffic Patterns ...... 30 Figure 7: Estimated 2015 Weekday 24-Hour Traffic Volumes ...... 32 Figure 8: 2015 Highways Average Annual Daily Traffic Volumes...... 33 Figure 9: Bluetooth Data Collection Locations ...... 35 Figure 10: Regional Travel Patterns ...... 37 Figure 11: 25,000 Population Horizon Morning and Afternoon Peak Hour Volumes...... 45 Figure 12: 25,000 Population Horizon Weekday 24-Hour Traffic Volumes ...... 46 Figure 13: 25,000 Population Horizon Peak Hour Traffic Patterns ...... 47 Figure 14: Existing Roadway Network ...... 50 Figure 15: Reported Collisions (2010 - 2014) ...... 53 Figure 16: Collision Distribution by Severity ...... 54 Figure 17: Collision Distribution by Configuration ...... 54 Figure 18: Collision Distribution by Weather Conditions ...... 54 Figure 19: Collision Distribution by Natural Lighting Conditions ...... 54 Figure 20: 2015 Measures of Effectiveness Morning Peak Hour ...... 57 Figure 21: 2015 Measures of Effectiveness Afternoon Peak Hour ...... 58 Figure 22: 25,000 Population Horizon Measures of Effectiveness Morning Peak Hour ...... 61 Figure 23: 25,000 Population Horizon Measures of Effectiveness Afternoon Peak Hour ...... 62 Figure 24: Provincial Level of Interest Map ...... 76
Figure 25: Existing Guide Sign Plan ...... 82 Figure 26: Roadway Network Improvement Plan ...... 94 CA000196 Figure 27: Highway 16 Bypass Recommendations ...... 95 Figure 28: Sobeys/Co-op Conceptual Access Recommendations ...... 96 Figure 29: Carlton Trail Conceptual Recommendations ...... 97
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Figure 30: Long-Term Roadway Network ...... 100 Figure 31: Existing Sidewalk & Pathway Network ...... 102 Figure 32: Long-Term Pedestrian Network ...... 105 Figure 33: Preliminary Noise Review Locations ...... 111 Figure 34: CN Aberdeen Subdivision through North Battleford ...... 113
List of Appendices
Appendix A – Previous Plan and Policy Information
Appendix B – Public Consultation Material
Appendix C – Traffic Data
Appendix D – Collision Analysis
Appendix E – Synchro Analysis Reports
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1. Introduction A Transportation Master Plan (TMP) is a long-range transportation planning document that provides a picture of how a community would like to see its mobility needs met. A TMP encompasses a relevant range of mobility components, it should be integrated into an overall vision of the community, have strategic goals and policies to guide its implementation, and action plans that can be further translated into short-term plans and budget documents. This TMP has been prepared by the City of North Battleford (City) in cooperation with the Saskatchewan Ministry of Highways and Infrastructure (MHI) based on the requirements of the Urban Highway Connector Program (UHCP). The UHCP is intended to support the efficient movement of long-distance travel through Saskatchewan’s urban municipalities.
The Transportation Master Plan focuses on the 25,000 regional population horizon, which is currently estimated to occur around the 2038 horizon but also considers future connections for long-term network planning. The Transportation Master Plan will complement the City’s Official Community Plan, and these two documents together will provide guidance for the development process. Figure 1 shows the Transportation Master Plan study area.
1.1 Study Purpose The Transportation Master Plan addresses two primary study purposes: 1. Provides the City with a long‐range transportation planning document to guide planning, upgrading and managing the operation of its transportation networks. 2. Provides MHI and the City with a current understanding of how effectively the UHCP roadway classifications, and associated performance levels, have been maintained in support of inter‐ regional travel through the City of North Battleford.
Furthermore, the Transportation Master Plan:
+ Refines the Official Community Plan transportation objectives and policies + Assesses provincial level-of-interest in urban connector routes through North Battleford + Defines long-range transportation networks + Determines infrastructure, program, and service needs
1.2 Study Team The development of the Transportation Master Plan was led by the City of North Battleford in
cooperation with the Saskatchewan Ministry of Highways and Infrastructure. Representatives from the surrounding municipalities of the Town of Battleford, Regional Municipality of North Battleford, and the
CA000196 Regional Municipality of Battle River, are included as study stakeholders. The involvement of these stakeholders at the beginning of the study provided the team with an understanding of future growth in the region as a whole, as well as regional transportation needs and concerns.
1 4 RM OF NORTH BATTLEFORD City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
P
P LEGEND
CITY OF NORTH BATTLEFORD CELMENTS DR CELMENTS BOUNDARY P TOWN OF BATTLEFORD BOUNDARY P S EXISTING RAILWAY TERRITORIAL DRIVE P S 19 AVE S COMMERCIAL AREA S WEARING RD P PARKS & FIELDS
91 ST S S S SCHOOL P 100 ST S 130 ST SHOPPING MALL S 15 AVE P CONVENTION CENTER S C 13 AVE CUPLEX S P PLAYGROUND
TERRITORIAL DR NORTH SASKATCHEWAN RIVER 110 ST H H HOSPITAL P S S RAILWAY AVE AIRPORT RD CITY OF NORTH BATTLEFORD P
16 C FIGURE 1 CANADIAN NATIONAL RAILWAY 40 STUDY AREA
POUNDMAKER
TRAIL
4 TOWN OF RM OF BATTLEFORD BATTLE 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
1.3 Regional Context The 2015 urban population of the Battlefords was estimated to be approximately 20,000 split mainly between the City of North Battleford with a 2011 population of 13,888, and the Town of Battleford with a 2011 population of 4,065. Between 2006 and 2011 the population of North Battleford increased by 5.3%. A population growth rate of 1% per year is anticipated to continue into the future. Statistics Canada indicates that in 2011, the median age in North Battleford was 36.9 years. In comparison, the median age of Saskatchewan was 38.2 years. The City’s boundary currently encompasses 33.6 square kilometers.
The Battlefords are located at a major junction, or “hub”, in the Provincial highway network, midway between Saskatoon (130 km to the southeast) and the Alberta border (140 km to the west). The “hub” spokes include Yellowhead Highway 16 northeast and southwest, Highway 4 north and south, Highway 40 east and west, and Highway 29 southwest. However, regional travel in and out of North Battleford is primarily limited to three approaches, namely Highways 16 and 40 join to enter from the southeast; Highways 16, 4, 40 and 29 converge on the river crossing to enter from the south; and Highway 4 enters from the north. Travel on the study area road network varies from interprovincial traffic on the Yellowhead Highway to local “commuter” traffic between Battleford and North Battleford as well as to/from other nearby communities. North Battleford’s location in this “hub” area means that the community’s growth needs to be understood in a local, regional, and provincial context. The North Saskatchewan River runs to the west and south of the City, creating the boundary with the Town of Battleford. Figure 2 shows the location of the City of North Battleford in the regional context.
The City of North Battleford features many parks, a beautiful North Saskatchewan River Valley and area lakes surrounded by the richest agricultural land in the world. A variety of recreation and leisure opportunities are available to all. Transportation options in the City include public transit, a Handi-Bus System, and taxis, as well as a number of active modes trails and pathways. Greyhound Canada and Saskatchewan Transportation Company (STC) provide daily service from North Battleford to Saskatoon (three daily departures), Meadow Lake (one daily departure), and Lloydminster (two daily departures), with one-way fares ranging from $26.00 to $35.00.
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3 TO WILKIE
TO WAINWRIGHT
RM OF BATTLE RIVER BATTLE OF RM TO EDMONTON TO
40 BATTLE RIVER BATTLE 16
29 NORTH SASKATCHEWAN RIVER SASKATCHEWAN NORTH
POUNDMAKER TRAIL
BATTLEFORD TOWN OF TOWN
CANADIAN NATIONAL 658
RAILWAY
22 ST 35 ST W ST 35
100 ST 99 ST 4 RAILWAY AVE E AVE RAILWAY & MEADOW LAKE PROVINCIAL PARK TO BATTLEFORDS
MILLER RD
TERRITORIAL DR
CITY OF NORTH OF CITY BATTLEFORD FOREST HALL RD 4 TO SWIFT CURRENT WEARING RD 378
16
CANADIAN NATIONAL RAILWAY NATIONAL CANADIAN
RM OF NORTH OF RM BATTLEFORD 40
TO PRINCE ALBERT TO SASKATOON TO LEGEND Date: Project No. City of North Battleford REGIONAL CONTEXT REGIONAL MUNICIPALITY BOUNDARY YELLOWHEAD HIGHWAY EXISTING RAILWAY TOWN OF BATTLEFORD BOUNDARY BOUNDARY CITY OF NORTH BATTLEFORD EXISTING ROAD NETWORK MASTER PLAN CA000196 FIGURE 2 NOT TO SCALE Checked by: Drawn by: RR RKG City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
1.4 Previous Plans and Studies The recently completed Official Community Plan provides the City with goals, objectives and policies to guide development over the next 20 years. Other previously completed studies include area master plans, traffic studies and functional planning studies. The last comprehensive traffic study was completed in 1994.
1.4.1 Land Use Plans Land use plans include overall planning studies such as community plans, and area specific planning studies such as neighbourhood development plans. Relevant studies completed to date for the City are summarized in the following section.
Official Community Plan The City of North Battleford Official Community Plan, completed in 2013, developed a vision for 2030 of a City that is Healthy, Green, Safe, and Strong. The purpose of the Official Community Plan is to provide direction for establishing by-laws, programs, and decision making for future land use and development proposals. The vision, goals, objectives, and policies developed in the Official Community Plan will be incorporated into the Transportation Master Plan and are discussed in more detail throughout this report.
The Official Community Plan also developed a future land use concept for the City. Figure 3, adapted from the plan, shows the land use concept. Future residential development is located primarily to the north side of the city, with the majority of future industrial and commercial development anticipated in the southeast quadrant of the city.
Downtown Master Plan The City of North Battleford retained Crosby Hanna & Associates Landscape Architecture and Community Planning in 2014 to undertake a Downtown Revitalization Action Plan. The Downtown Plan is intended to guide development in the city centre over the next 25 years and to serve as a catalyst for generating investment, economic activity, and enjoyable street life in the heart of North Battleford. It provides a framework and policies to shape revitalization, including increased emphasis on the pedestrian realm. The vision statement from the plan is:
Downtown North Battleford is the place to be — an active and inviting boutique shopping destination with a mix of retail, restaurants, and events. The downtown is a safe and lively
environment that encourages walking and rewards exploration.
CA000196 The downtown is the beating heart of North Battleford — the place where its past, present and future converge, and its citizens come together.
5 4 City of North Battleford
MASTER PLAN RAILWAY AVE RAILWAY RM OF NORTH BATTLEFORD
LEGEND CITY OF NORTH BATTLEFORD CITY OF NORTH BATTLEFORD LANDFILL BOUNDARY
TERRITORIAL DRIVE TOWN OF BATTLEFORD BOUNDARY WEARING RD EXISTING RAILWAY 16 130 ST 100 ST
NORTH SASKATCHEWAN RIVER EXISTING ROAD NETWORK
TERRITORIAL DR EXISTING FUTURE POTENTIAL
RAILWAY AVE RESIDENTIAL AIRPORT RD AIRPORT COMMERCIAL INDUSTRIAL COMMUNITY SERVICE OPEN SPACE
40 AIRPORT URBAN RESERVE SOURCE: NORTH BATTLEFORD OFFICIAL COMMUNITY PLAN
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40 CANOLA AVE 16
CANADIAN NATIONAL RAILWAY FIGURE 3 FUTURE LAND
RM OF BATTLE 29 RIVER TOWN OF BATTLEFORD
Project No. CA000196 Drawn by: RKG 44 Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Fairview Heights Master Plan Fairview Heights is a residential development located in northeast North Battleford north of Territorial Drive between Millar Road and 100 Street. The Fairview Heights Master Plan was completed by AECOM for the City of North Battleford in 2013 to guide the development of the remaining land in the Fairview Heights Neighbourhood. The Fairview Heights II neighbourhood will contain a blend of residential land uses, including single-family attached, single family detached, multi-family parcels, and apartment sites. There are also commercial sites, a community plaza, a school site, and a large municipal reserve. Approximately 3,627 people or 1,415 homes are anticipated at full build-out. A copy of the concept plan for the development is provided in Appendix A. Access to Fairview Heights from Territorial Drive is via Clements Drive, Scott Drive, and Miller Road. The development can also be accessed from Highway 4 using 25 Avenue to 100 Street then 27 Avenue. A DRAFT Traffic Impact Assessment completed by AECOM in June 2013 indicated the need for signalization on Territorial Drive at Clements Drive and Scott Drive, as well as dedicated eastbound right turn and westbound left turn lanes.
Parsons Industrial Park Land Use Study Parsons Industrial Park is an 185-acre commercial and industrial development located in southeast North Battleford, accessed from Highway 16 at Simmental Street and Hereford Street. The Parsons Industrial Park Study was completed by AECOM in 2010 to guide development of the area. A transportation study was not conducted in this review. A copy of the concept plan for the development is provided in Appendix A.
1.4.2 Transportation Studies A number of traffic studies ranging from network planning to area specific studies have been completed in and around North Battleford. The studies are summarized below and presented in reverse-chronological order. Recommendations that have been implemented are noted.
Carlton Trail Transportation Impact Assessment In early 2016, CIMA+ completed a Transportation Impact Assessment (TIA) for the City of North Battleford in response to proposed restaurant, retail, and hotel development on the south side of Carlton Trail between Frontier Way and Heritage Way. The TIA used the recommendations from the Frontier Mall Access Review as the ultimate plan and provided recommendations for staged implementation required to serve the proposed development. The following recommendations are made in the report:
+ Revise the laning assignment for the southbound movements to allow for a shared through and left-turn movement with split phasing for the northbound and southbound directions at Pioneer
CA000196 Avenue/Carlton Trail and Territorial Drive
+ Convert the Frontier Way and mid Wal-Mart accesses to right-in/right-out only + Signalize the intersection of Carlton Trail and the east Wal-Mart Access
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+ Construct the proposed new right-in/right out access and intersection to the south right-in/right-out intersections. Left-turn access to be provided at the east Wal-Mart access intersection.
To date, these changes have not been implemented. A figure from the study, showing the recommendations is provided in Appendix A.
Battleford Highway 16 Functional Planning Report In 2014, MHI commissioned Watt Consulting Group to carry out a Functional Planning Study for an Interchange on Highway 16, review the traffic operations for a proposed intersection at Highway 16 and Yellowhead Crossing access, and to develop a short-term and long-term access management plan for the area. The study recommends two interim at-grade accesses on Highway 16, consolidated to a single location with an interchange at the west end of the development in the long-term, as follows:
+ Construct an at-grade intersection (Access Point 1) at 400 m west of the existing cemetery access on Highway 16.
+ Add traffic signals to this intersection when signals are warranted (expected to be at the 15-year horizon).
+ Update signal timings at Access Point 1 on Highway 16 and at 29th Street on Highway 4 periodically as the increasing traffic demands dictate.
+ Add another at-grade intersection (Access Point 2 - optional) 1.6 km west of Access Point 1 on Highway 16 when the capacity at the other intersections is reached (expected to be at the 25-year horizon when Phase 1 and 17% of Phase 2 of the development is complete.
+ Construct a diamond interchange at Location 2 and remove the at-grade intersections on Highway 16 when required by the growth of the traffic volumes (expected to be at the full build-out of Phase 1 and Phase 2 of the development). Although a diamond-type interchange should provide adequate capacity to accommodate traffic generated by the proposed development, detailed review of the interchange layout at the time of technical design would be required.
Copies of the interim ultimate access management strategies are provided in Appendix A. To date Access Point 1 has been constructed at-grade and some development had progressed in the Yellowhead Crossing area.
Traffic Study for Territorial Drive between 95th Street and 100th Street This traffic study was completed by AECOM in 2013 to conduct a traffic signal warrant analyses and explore access alternatives for the Sobeys/Tim Hortons site. Recommendations included the installation of signals at Territorial Drive and the Sobeys/Co-op intersection, and a right-in/right-out
access to the Sobeys site from Highway 4. Highway 4 was considered an urban arterial development of the recommendations. Due to the close proximity to Territorial Drive, the proposed right-in/right-out CA000196 configuration included an extended barrier to prohibit traffic from weaving across three lanes of traffic to make a left turn onto Territorial Drive. The recommendations for the right-in/right-out also included more clearly defined circulation routes in the Sobeys parking lot. To date, neither of these
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recommendations have been implemented. A figure from the study, showing the recommendations for the right-in/right out is provided in Appendix A.
Frontier Mall Access Review The Frontier Mall Access Review, completed by AECOM in 2010 reviewed existing traffic operations at the mall access points, developed an enhanced roadway alignment for the right-in/right out access on to Territorial Drive south of Carlton Trail, and created an access management plan for Carlton Trail in anticipation of future mall expansion. The study recommended that the City look closer at four alternative solutions for the Intersection of the Frontier Mall service road and Territorial Drive including:
+ Closure of the west leg + Realignment of the west leg + A new right-turn lane onto Railway Avenue + Restrictions of turning movements to the east and a new T-intersection located to the north Figures from the study, showing the recommendations and alternatives are provided in Appendix A for reference. To date, only the revisions to the right-in/right-out alignment onto Territorial Drive south of Carlton Trail have been implemented.
South East Quadrant Traffic Study The South East Quadrant Traffic Study was completed by UMA Engineering Ltd. for the City of North Battleford in 2003 to review and address safety and operational concerns related to existing conditions and proposed development along Highway 16, Territorial Drive, and Carlton Trail. The traffic study used a population forecast horizon of 25,000. A number of recommendations related to traffic operations, safety and access management were made; relevant recommendations include:
+ Signalization of the Carlton Trail and Frontier Way Intersection + Signals at Territorial Drive and the Frontier Mall Service Road (coordinated with Territorial Drive and Railway Avenue)
+ Additional curb or barriers along the Frontier Mall Service Road and in the Frontier Mall parking lot to provide additional guidance for circulating traffic
+ A northbound deceleration lane for the right-in/right-out access on Territorial Drive north of the Frontier Mall Service Road
+ Realignment of Highway 40 and the Frontier Mall service Road north of the intersection at Highway 16 (concept provided in Appendix A)
+ Bulbing of the right-in/right-out access at the casino and hotel if the Frontier Mall Service Road east of this location is re-opened (concept provided in Appendix A) CA000196 + Realignment of the west leg of the intersection of Territorial Drive and the Frontier Mall Service Road
+ Signals at Territorial Drive and Railway Avenue
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+ No additional access southbound from Territorial Drive between Pioneer Trail and the Frontier Mall Service Road
To date, some of the additional guidance in the Frontier Mall parking lot and signals at the intersection of Territorial Drive and Railway Avenue have been implemented.
Highway 16/40 Intersection Analysis An intersection analysis study for the Highway 16 and Highway 40 intersection was completed in 1999 by Reid Crowther & Partners Ltd., to address safety and operational concerns. Recommendations from the study included:
+ Signalization, with actuation for the side streets and protected left turns on Highway 16 + Advanced warning lights for the signal on Highway 16 + Railway pre-emption circuits and cross arm installation Signals with advanced warning lights and railway cross arms were installed following the completion of this study; however, protected left-turns off Highway 16 were not included. As of March 2016, the actuation on the side streets was not working and the signal had been set to pre-timed with recalls on side streets. The City has plans to repair the signals in 2016.
Battlefords Regional Traffic Study The latest overall transportation study to be completed is the 1994 Battlefords Region Transportation Study. This study was completed for Saskatchewan Highways and Transportation by Reid Crowther and Partners Ltd. The forecast horizon for the study was an urban regional population of 21,500. This study focused on the provincial roadways within the Battlefords area and looked specifically at 15 locations along the highway corridors. Two sets of recommendations were developed, the first based on implementation of free flow conditions along Highway 16 and the second based on traffic warrants for the planning horizon. For reference, tables and exhibits from the reports showing key recommendations are provided in Appendix A. Recommendations for a free flow facility included, (those noted with an asterisk (*) have been fully or partially implemented):
+ Relocation of the Highway 40 intersection to Hereford Street, including re-alignment of Highway 16 in the vicinity of the interchange
+ Flyover interchange at Highway 16 and Railway Avenue + Diamond interchange at Highway 16 and Battleford Road (if geotechnically feasible) or an alternative interchange configuration to tie into Territorial Drive
+ Twinning of Highway 16 between Railway Avenue and the river bridge* + Twinning of Highway 16 across the river and west of Highway 4 and the accompanying CA000196 improvements to the Highway 16 and Highway 4 interchange*
+ Conversion of the Poundmaker Trail Bridge to recreational use only*
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The recommendations from this study form the starting point for current Transportation Master Plan analysis of the Highway 16 corridor.
Traffic Study The 1989 City of North Battleford Traffic study was completed by Delcan. Study tasks included reviewing existing traffic conditions, preparing short-term recommendations, updating the Transportation Master Plan for population levels of 25,000 and 31,000, and localized studies of Territorial Drive, Highway 16, Downtown and Highway 40 & 16. The study developed a number of recommendations for improvements along with roadway classifications for the target and long range planning horizons. Copies of the figures which outline the recommended improvements are provided in Appendix A. The most notable changes in the roadway network since the development of this plan are the twinning of Highway 16 over the North Saskatchewan River and the decommissioning of the Highway 16A (Poundmaker Trail) bridge. A number of the recommendations from this study have been implemented, including construction of Carlton Trail/Pioneer Drive, improvements to Territorial Drive between Railway Avenue and Carlton Trail, and various signal installations. Other recommendations were based on development that has yet to come to fruition/changed over time.
Functional Report Interchange at Junction of Highways 4 & 16 Battleford This study completed by Delcan in 1981, for the Saskatchewan Department of Highways and Transportation, looked at the junction of Highway 4 and Highway 16 in preparation for twinning of Highway 16 and construction of a new river bridge and in response to safety concerns. Recommendations included the realignment of Highway 16 to the west of the interchange and increased design speeds for the interchange ramps. With twinning of the highway, some of the recommendations from this study have been implemented. A copy of the recommended plan is provided in Appendix A.
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2. Public & Stakeholder Engagement Public engagement is important to assist in determining the vision for the City’s transportation networks, to educate the public as to the purpose and use of the Transportation Master Plan, and to inform the project team as to issues, concerns, wants and needs. Consultation activities have served to introduce the study and gather feedback from the public on what aspects of transportation are most important to them, their concerns regarding transportation in and around North Battleford today and in the future, and their ideas for improvement. A public open house was held in December 2015 and an online survey was conducted in January 2016.
2.1 Stakeholder Meetings Initial stakeholder meetings with the Regional Municipality of North Battleford, Saskatchewan Ministry of Highways and Infrastructure, Town of Battleford and Regional Municipality of Battle River were held at the beginning of July in 2016. The purpose of these initial stakeholder meetings was to introduce the study and learn about any interests or concerns which may influence the development of the Transportation Master Plan for the City of North Battleford.
2.2 Open House #1 A public open house was held the afternoon/evening of December 15, 2015 from 3:00 P.M. – 7:00 P.M. at Discovery Co-op Mall. An advertisement for the open house was posted two weeks prior to the event in the local newspaper, as well as on Facebook and Twitter, and the City’s web page.
The open house presented information on the study objectives and provided the public with an opportunity to express their existing transportation concerns and their vision for the future of transportation in and around North Battleford. Staff from the City and CIMA+ attended to answer any questions and discuss concerns with the public.
Copies of the open house advertisement, displays and comment forms are provided in Appendix B.
Approximately 20 people attended the open house and 12 comment forms were received, following CA000196 the open house some of the material was displayed in City hall and a further 10 comment forms were collected.
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Open House Comments From the 22 comment sheets received, most respondents indicated that they lived (66.7%) and worked (76.2%) within the City of North Battleford. Travel by auto was ranked as the primary mode of transportation and most respondents indicated that they are currently generally satisfied with how they currently travel within the City.
When asked to provide their general feedback on existing transportation within and outside of North Battleford, the desire for roadway twinning, particularly along Highway 4, and improved local transit service were recurring themes.
2.3 Online Survey An online survey was conducted to obtain a general understanding of the public’s opinion on the existing state of transportation and what elements of transportation they would like to see in the future in the City of North Battleford, as well as their current travel habits.
Online Survey Results An online user survey was made available to the public beginning on Thursday, January 14, 2016 and closed at the end of the day on Wednesday, February 3, 2016. Announcements for the survey were made at the open house as well as distributed via newspaper advertisements, social media (Facebook and Twitter), and the City’s web page. Note that the information gathered is not statistically valid; rather it was used to provide general insight into the respondents’ travel activity and feedback on transportation issues.
The survey collected information to provide general insight into CA000196 residents’ travel patterns and attitudes towards transportation in North Battleford. Through the survey, members of the public were
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provided an opportunity to provide information on their current travel modes, frequent destinations, and their thoughts on the existing state of transportation, and their vision for the future of transportation
in North Battleford. A total of 64 completed survey responses were received.
A copy of the survey questions and a comprehensive summary of survey responses and detailed comments are provided in Appendix B. Results of key "Where do you live?" Other ‐ themes of the survey are summarized below. Regional Please Municipality of specify: LOCATION OF SURVEY RESPONDENTS Battle River 8% 2% Most survey respondents (81.3%) identified Town of Battleford themselves as residents of the City North 9% Battleford, 9.4% identified as residents of the Town of Battleford, and 1.6% as residents of the Rural
Municipality of Battle River. 7.8 % of respondents City of indicated they were residents of municipalities other North Battleford than the above-listed, areas including: Rabbit Lake (1), 81% Little Pine First Nations (1), Mosquito Reserve (1), and Town of Wilke (1). No respondents were residents of the Rural Municipality of North Battleford.
WORK / SCHOOL PLACE OF RESPONDENTS Most survey respondents indicated that they work or attend school within the City of North Battleford (81.3%), 6.3% of respondents indicated they work or attend school outside of North Battleford (Town of Battleford, RM of North Battleford, Lloydminster). The remaining respondents indicated that they work from home, or do not work or attend school.
"What are the primary destinations for your trips within the City of North Battleford?" MAIN DESTINATIONS Rank Item Score 1 Work / School 244 Main destinations of travellers varied Commercial Destinations (i.e. Shopping centres, depending on whether they were 2 grocery stores) 231 Community Destinations (i.e. Church, Libraries, travelling within or outside of North 3 Hospital, Post Office) 109 Recreational Destinations (i.e. cuplex, golf, Battleford. 4 casino, parks) 94 Work and school were ranked as the 5 Other. Please specify in comment box below. 15 most frequent destination within North
"What are the primary destinations for your trips outside Battleford, followed by commercial the City of North Battleford?" destinations such as shopping centres Rank Item Score Commercial Destinations (i.e. Shopping centres, and grocery stores, community 1 grocery stores) 103 destinations, and then recreational Recreational and Tourist Destinations (i.e. 2 Camping, Golf, Jackfish Lake) 65 destinations. Other common 3 Other. Please specify in the comment box below. 55 destinations included residential areas CA000196 Community Destinations (i.e. Church, Medical (visiting family and/or friends). 4 Services, Hospitals) 49 5 Work / School 36 Score is a weighted calculation. Items ranked first are valued higher than the following ranks, the score is the sum of all weighted rank counts.
14 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Outside of North Battleford, commercial What are your primary modes of transportation when travelling to your destinations within the City of North destinations, were ranked as primary Battleford? destinations, followed by recreational and Rank Mode Score 1 Auto - Single Occupant (Driver) 153 tourist destinations (such as camping, golf, 2 Auto - Carpool (two or more passengers) 73 and Jackfish Lake), residential visits to family 3 Walking 58 residing outside of the City. 4 Taxi 19 5 Cycling 11 6 Public transit 6 TRANSPORTATION MODES 7 Other 2
Travel by single occupant vehicle (driver) "What are your primary modes of transportation when was ranked as the primary mode of travelling to your destinations outside the City of North Battleford?" transportation within and outside of the City. Rank Mode Score 1 Auto - Single Occupant (Driver) 142 Approximately 60% of respondents indicated 2 Auto - Carpool (two or more passengers) 105 that to travel to their most frequent destination 3 Bus 15 4 Cycling 4 takes less than 10 minutes. 5 Taxi 3 6 Other 2 When asked if they were satisfied with their Score is a weighted calculation. Items ranked first are valued higher than the following ranks, the score is the sum of all weighted rank counts. existing travel mode within the City, 71% of respondents indicated that they are currently satisfied. The remaining 29% indicated that they would like to see improvements with respect to transit, roadway conditions and maintenance, walkability, traffic control, and safety. Other network concerns included improvements to access on to Territorial Drive and law enforcement.
90% of respondents indicated that they are satisfied with their current mode of travel to destinations outside of North Battleford. When those who responded that they were not satisfied were asked to elaborate, five respondents indicated a desire for improved and/or cheaper regional bus service.
TRANSIT Most respondents indicated that they do not use public transit (88.7%). When asked what prevented them from using transit, the top three reasons cited "What prevents you from using public transit?" Reason Count were: travelling by car was more convenient Car is more convenient 41 74.6% (74.6%), followed by long transit travel times Long transit travel times 14 25.5% (25.5%), and transit service times (18.2%). Other 11 20.0% Notably, 5.5% of those not using transit indicated Transit service times 10 18.2% that they lacked transit information or were Prefer to walk or cycle 8 14.6% unaware that the City provided transit service. Infrequent buses 8 14.6% Neighbourhoods / areas not Of the 11.3% of respondents that indicated that covered by the route 5 9.1% they use the City of North Battleford transit Work at home 0 0.0% services, 14.3% indicated they use the service daily, 28.6% indicated they use the service weekly, and 57.1% indicated they use the service on a CA000196 monthly basis. 85.7% of those who use transit indicated that they were not satisfied with the existing state of transit services. When asked what would improve their experience, extended service hours, service on Sundays and holidays, and shorter travel times (all three tied at 66.7%) were cited.
15 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Commercial destinations, such as shopping centres and grocery stores, were ranked as the most frequent transit destinations within and outside of North Battleford, followed by recreational destinations, and then work and school. What is most important to you for long-term LONG-TERM TRANSPORTATION PLANNING transportation planning in and around the City of North Battleford?" When asked what was most important for Rank Item Score 1 Roadway Network Safety 129 long-term transportation planning in North 2 Increased Local Transit 113 Battleford, the top five issues were: 3 Economy – Attracting Business 90 4 Pedestrian & Cyclist Networks Safety 87 1. Roadway network safety 5 Walkability 83 Optimization - Maximize Use of 2. Increased local transit 6 Existing Infrastructure 67 7 Reduced Delay at Intersections 66 3. Economy – Attracting business 8 Expanded Roadway Network 60 9 Cycling Facilities 32 4. Pedestrian & cyclist networks safety 10 Environmental Impacts 28 11 Other 4 5. Walkability Score is a weighted calculation. Items ranked first are valued higher than the following ranks, the score is the sum of all weighted rank counts.
When asked for any additional comments regarding existing transportation concerns and the future of transportation in North Battleford, two main themes reoccurred:
+ The desire for additional / improved walking cycling facilities (10) + The desire for improved local transit (8)
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3. Vision, Goals and Objectives In 2013, the City of North Battleford undertook an Official Community Plan exercise, which resulted in a vision, goals and objectives for the City. The vision, goals, and objectives outlined in the Official Community Plan lead the development of the Transportation Master Plan and the Transportation Master Plan policies. The vision is to create a City that is Healthy, Green, Safe, and Strong as it moves forward towards 2030.
FORWARD 2030: HEALTHY, GREEN, SAFE, STRONG
The following goals from the Official Community Plan influenced the development of the Transportation Master Plan:
+ To direct City development and growth towards a diversification of land uses in a manner that will maintain a positive relationship with the North Saskatchewan River Valley, the rich diversity of its people, the City's resource capabilities and broader regional interests.
+ To improve the aesthetics of the key City entryways and use them to promote the City and its businesses, attractions and culture.
+ To obtain the support and assistance of senior governments in realizing the goals and objectives of this plan, consistent with the protection and maintenance of federal and provincial interest.
+ To facilitate neighbourhood and commercial development that provides for a high quality of life for residents, by providing healthy transportation options, mixed use developments, and consistent development standards across jurisdictions.
+ To support and complement the Statements of Provincial Interest. The City’s transportation network plays a role in reaching the vision and goals, by promoting economic development through safe and efficient travel and access to businesses, and by encouraging active transportation modes through a pathway system that provides access to key destinations and landmarks. The transportation objective developed in the Official Community Plan is:
To protect and facilitate the various functions of the provincial highway and municipal road system in North Battleford in order to maintain safe and efficient traffic movement that promotes land use and development patterns, which ensures pedestrian and traffic safety, while providing opportunities for the further development of walking, cycling and transit facilities.
CA000196
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4. Policies Transportation policies have been divided into four categories – Administration, Active Modes, Transit, and Vehicular Mobility. The policies outlined in each of the categories incorporate, complement, and build on the policies relating to mobility in the Official Community Plan. Transportation networks should be developed in a complete manner that considers all transportation modes and is compatible with adjacent land uses and land use objectives. The blended application of the transportation policies will require consideration of the specific local context, and judgement to determine the optimum balance between them when they impact each other. For example, the ability to separate travel modes for comfort and safety, may require different solutions in existing constrained right-of-way, than in new development areas.
4.1 Administration A transportation system is a vital asset to the social and economic well-being of a community, stewardship of the system in a manner that is comprehensive, cost-effective and creative will provide the best mobility benefits for the residents of North Battleford.
Policy A.1 Review transportation infrastructure continuously as North Battleford grows, adapting current best transportation service practices and intelligent transportation systems to the characteristics and needs of the City.
Policy A.2 Maintain the Transportation Master Plan as a relevant policy document by undertaking periodic reviews and updates to reflect community values and aspirations. Maintain an awareness of mobility needs and issues through ongoing dialogue with residents.
Policy A.3 Liaise with the Town of Battleford, Regional Municipality of North Battleford, Regional Municipality of Battle River, and the Canadian National Railway on transportation matters of mutual interest.
Policy A.4 Ensure that transportation decisions, strategies and investments are coordinated with and support the City’s land use objectives, with consideration given to compatibility of uses (e.g. directing land uses associated with heavy truck traffic away from pedestrians and to areas where their impact on municipal roads will be minimized).
Policy A.5 Provide for appropriate public consultation in the delivery of transportation services, resulting in a fair distribution that reflects community desires.
Policy A.6 Implement the principles of Crime Prevention Through Environmental Design (CPTED) to enhance the development of a safe and sustainable city.
CA000196 Policy A.7 Administer various dangerous good, traffic and taxi bylaws to regulate the operation of the transportation system in a safe and orderly manner
Policy A.8 Seek opportunities for coordination of transportation infrastructure projects with the development of enhanced streetscapes, public spaces, and gateways into
18 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
the City of North Battleford. Work with CN Rail in improving the aesthetics of the rail corridor and yards within the City of North Battleford.
Policy A.9 Streets should provide multi-purpose public spaces that are designed to balance their role for traffic with other roles as community spaces, pedestrian environments, parking, and as settings for residential and commercial uses.
Policy A.10 Landscape the street environment at entry and exit points into the City, the downtown area and other key transportation corridors and destination sites. Encourage development with urban design principles in mind and promote North Battleford as a pleasing and inviting urban environment for people to stop shop and play in.
Policy A.11 Incorporate environmental best practices into infrastructure planning and management activities.
Policy A.12 Manage transportation infrastructure through operations, maintenance, rehabilitation and replacement in a manner that ensures that infrastructure is safe, reliable and achieves its optimum life-cycle.
Policy A.13 Participate in regular and ongoing dialog with the Saskatchewan Ministry of Transportation to discuss matters of mutual interest and periodically review statements of provincial interest on urban connectors.
4.2 Vehicular Mobility Streets provide access to properties and businesses, accessibility throughout the City and the region, and facilitate the movement of trucks, service vehicles, transit and personal vehicles. Safe and efficient travel and access is important to vehicular mobility. Vehicular mobility plays an important role in promoting economic development.
Policy VM.1 Consider connectivity and traffic safety for vehicles in all land use and development decisions.
Policy VM.2 Recognize the importance of intermodal facilities and a connected goods
CA000196 movement network for reliable goods movement and land accessibility.
Policy VM.3 Evaluate intensification within existing residential neighbourhoods and development in new areas in terms of potential off-site transportation
19 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
infrastructure requirements. Developers shall be responsible for the cost of such upgrades.
Policy VM.4 Design street layouts to provide safe spaces for all users, including pedestrians, cyclists, vehicles and emergency response services.
Policy VM.5 Develop a framework for designating roadways that creates a hierarchy and considers accommodation of active modes.
Policy VM.6 Apply access management principles based on the functional characteristics of a roadway and surrounding uses.
Policy VM.7 Provide roadway network signage that directs people to key destinations and allows for informed decisions on route selection.
Policy VM.8 Develop a traffic calming process that identifies the need, allows for prioritization of roadways and the development of traffic calming plans, in a consistent and well-documented manner. Consider placement of speed observation signs to advise drivers of speed and educate them regarding posted speed limits. When habitual traffic law offenders are not responsive to passive traffic speed control measures, enforcement is needed.
Policy VM.9 Develop a Transportation Noise Policy that would provide guidance on dealing with transportation noise issues and on the responsibility of new development proposals to mitigate the possibility of noise problems to proposed developments.
4.3 Active Modes Active transportation, such as walking and cycling, provides many health and exercise benefits to users while also providing environmental, social, and financial benefits to society, and strengthening a sense of community. Accommodation for pedestrians and cyclists should consider varying levels of experience and comfort levels.
Policy AM.1 Consider connectivity and traffic safety for pedestrians, cyclists in all land use and development decisions.
Policy AM.2 Facilitate the development of a walkable
community, through consideration for the provision of adequate sidewalks,
CA000196 pathways in linear parks and adequate lighting. Integrate the development of new parks and open space into existing areas to foster connectivity throughout the City as a whole.
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Policy AM.3 Increase pedestrian access by providing important linkages between residential areas and destinations sites, including cultural and recreational areas, downtown and commercial areas.
Policy AM.4 Provide interesting and attractive surroundings on streets and pathways with supportive street furniture and amenities such as garbage receptacles, benches, and bike racks at municipal destinations.
Policy AM.5 Provide wayfinding signage on pathways that directs people to key destinations and allows for informed decisions on route selection.
Policy AM.6 Consider walking and cycling transportation options for residents in the design of new and revitalization of existing neighbourhoods.
Policy AM.7 Advocate for increased active modes, support programs that encourage active mode travel, such as safe route to school programs and bike to work initiatives, and investigate and embrace City opportunities for promotion, education and leadership.
Policy AM.8 Include key pedestrian and cycle facilities in the snow removal program.
4.4 Transit Transit provides an important sustainable mode of travel to residents and benefits the economy, the environment and provides opportunity to residents1. Transit systems can provide access to educational, employment, recreational, and social opportunities and can help attract young families looking to raise their children outside of an urban environment to communities by providing an alternative to two-car ownership2.
Policy T.1 Continue to support the delivery of transit services by the Battlefords Transit System.
Policy T.2 Continue to support the delivery of the Handi-Bus Service.
Policy T.3 Review the delivery of transit and Handi‐Bus services periodically through a
CA000196 collaborative approach with key stakeholder groups.
Policy T.4 Ensure that new development plans include consideration for potential future transit routes to provide service coverage to the community.
1 Public Transit in Small Communities, Canadian Urban Transit Association (CUTA), 2005. Pg 1 2 Improving Travel Options in Small & Rural Communities, Transport Canada, 2009. Pg 23.
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5. Growth The 2015 estimated urban area population for the Battlefords is 20,000 people. The planning horizon for the Transportation Master Plan is 25,000 people. With a currently anticipated 1% annual growth rate, the population will likely reach this horizon within the next 20 years or so. Based on a current average persons per dwelling of 2.2 and population and employment ratios from the 2011 census data for the area, 2,275 residences and 2,500 jobs will be needed to accommodate the additional population.
Figure 3 shown previously, illustrates the future land use concept for the City of North Battleford developed through the Official Community Plan. Figure 4 shows the anticipated regional growth areas for the 25,000 population horizon. The existing boundary of the City of North Battleford can accommodate growth up to and beyond the 25,000 population horizon. Table 1 and Table 2 summarize the allocation of population and employment growth, respectively for the 25,000 population horizon.
The following sections provide a summary of the future residential, commercial, and industrial land uses for the City of North Battleford, Town of Battleford, and the Regional Municipalities of North Battleford and Battle River.
Table 1: Population Growth Distribution Summary
CITY OF NORTH BATTLEFORD TOWN OF TOTAL BATTLEFORD KILLDEER FAIRVIEW
Population - 25,000 Horizon 335 2450 2215 5000
Table 2: Employment Growth Distribution Summary
REGIONAL CITY OF NORTH BATTLEFORD TOWN OF MUNICIPALITY BATTLEFORD OF NORTH EXISTING CARLTON KILLDEER & DOWNTOWN BATTLEFORD AREAS TRAIL FAIRVIEW
Retail 75 75 500 75
Commercial 175 200
Industrial 125 150 150
Agriculture 50
CA000196 Health/Education 550 200
Public Services 175
TOTAL 375 200 450 700 500 275
22 4 City of North Battleford
MASTER PLAN
RM OF NORTH
RAILWAY AVE RAILWAY BATTLEFORD
LEGEND
DRIVE CITY OF NORTH BATTLEFORD BOUNDARY
TERRITORIAL TOWN OF BATTLEFORD BOUNDARY WEARING RD EXISTING RAILWAY 130 ST 100 ST BLUETOOTH COLLECTION LOCATION
RESIDENTIAL NORTH SASKATCHEWAN RIVER 16 COMMERCIAL/LIGHT INDUSTRIAL RAILWAY AVE TERRITORIAL DR AIRPORT RD INDUSTRIAL CITY OF NORTH BATTLEFORD
40 POUNDMAKER
TRAIL
CANADIAN NATIONAL RAILWAY
40 CANOLA AVE
16
FIGURE 4 REGIONAL GROWTH
RM OF BATTLE RIVER 29 4 TOWN OF BATTLEFORD
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
5.1 Residential Residential growth is focused on three major areas, on the northeast (Fairview) and northwest (Killdeer) sides of North Battleford, and the west side of Battleford (Battleford West). The City of North Battleford Official Community Plan has some general policy statements regarding support for infill development but there are no specific plans or programs for this so, for the purposes of this study, it is assumed that it will be minimal and is not factored into the projected growth.
The existing residential areas plus the full build-out of the three growth areas will accommodate in excess of 28,000 residents. As such, it is assumed that growth to a population of 25,000 will occur within the three growth areas identified above. For the purposes of traffic forecasting, it is further assumed that development will be evenly distributed across all three growth areas.
City of North Battleford Within the City of North Battleford, there are two new neighborhoods, Killdeer Park and Fairview, which are in the process of coming on stream. Both are situated north of Territorial Drive and east/west of the arterial commercial development along Highway 4.
Killdeer Park is located west of Highway 4, just north of Sobeys. To date, 49 lots have been serviced. There is an additional 135 hectares of land within the neighbourhood boundary. The developer does not have a full concept for future phases; however, given the North Battleford average of 2.2 residents per household and the City’s Official Community Plan target residential density of 8 to 14 dwelling units per gross hectare, this would add between 2,400 and 4,200 new residents. For the purposes of this study, it was assumed that the actual density would be 11 dwelling units per hectare, an average of these two scenarios.
Fairview Heights, which is being developed by the City, is located east of Highway 4. The concept plan for the 73.36 hectare neighbourhood is intended to accommodate 3,627 new residents.
For the 25,000 population horizon, 1,114 dwelling units are forecast for Killdeer and 1007 units for Fairview.
Town of Battleford New residential development in the Town of Battleford will be focused west of Highway 4 between 31st Street and Highway 40 in the approximately 53 hectare, Battleford West project. The Master Plan for the area includes a mix of one-unit dwellings, multi-unit dwellings and large-lot estate housing, with a combined 250 residences. Based on an average of 2.2 residents per household this would add 550 new residents at full build-out. For the 25,000 population horizon, 152 dwelling units are forecast in
the Town of Battleford.
CA000196 R.M of Battle River and R.M. of North Battleford Neither the R.M. of Battle River nor the R.M. of North Battleford have identified or are planning for significant residential growth. The R.M. of North Battleford has plans for a 14-parcel country residential
24 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
development at the edge of the riverbank west of the Killdeer neighbourhood; however, at the time of this study, the subdivision had not received provincial approval.
5.2 Commercial Commercial development is anticipated to occur mainly within the City of North Battleford and the Town of Battleford.
City of North Battleford The City of North Battleford’s Official Community Plan Future Land use map has identified approximately 130 acres on the quarter section immediately east of the Golden Eagle Casino for future regional commercial development. The southwest corner of this land is adjacent to the intersection of Highway 16 and Highway 40. The southeast portion of the quarter contains the municipal cemetery, which will not be part of the future commercial land use. Additional lands available for commercial development include north of Carlton Trail between Wal-Mart and the CUplex.
For the 25,000 population horizon, 500 commercial jobs are anticipated in the vicinity of Carlton Trail, In the longer range, if the corporate limits were altered to include the two quarter sections east of this land as well as the three quarter sections south of those and north of Highway 16, these areas would also be intended for commercial development.
Town of Battleford There is a proposed plan of subdivision, which has not yet received ministerial approval, for a commercial arterial/light industrial development along the west/south side of Highway 16 between Highway 4 and the existing Kramer (Finning) dealership. It is located north of the Battleford West residential area. The proposed development would contain 21 two- to three-acre parcels, a service road running parallel to Highway 16 and a turning exit off Highway 16 at the northwest corner of the development. Approval of this development was anticipated to occur in late 2015. For the 25,000 population horizon, 175 commercial jobs are anticipated in this area.
R.M of Battle River and R.M. of North Battleford No commercial development is proposed, nor land zoned for future commercial development.
5.3 Industrial Industrial development is anticipated to occur within the City of North Battleford, the Town of Battleford, and the RM of North Battleford.
City of North Battleford CA000196 The City’s Official Community Plan has identified two areas for future industrial development, around the airport and in the southeastern area of the city, south of Highway 16. This latter area is where industrial land uses are anticipated to grow in the short to medium term. It includes the existing Parson’s Industrial Park, which has an additional 40 acres of serviced land, between Marquis Avenue
25 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
and Aberdeen Street, currently coming on stream. Future industrial land use will include the remainder of the land within the City’s Corporate Limits south of Highway 16, comprised of approximately five quarters of land. Servicing will proceed southward as there is additional demand for industrial lots. For the 25,000 population horizon, 150 industrial jobs are anticipated in this area.
Town of Battleford There is a proposed plan of subdivision, which has not yet received ministerial approval, for a commercial arterial/light industrial along the west /south side of Highway 16 between Highway 4 and the existing Kramer (Finning) dealership. It is located north of the Battleford West residential area. The proposed development would contain 21 two- to three-acre parcels, a service road running parallel to Highway 16 and a turning exit off Highway 16 at the northwest corner of the development. Approval of this development was anticipated to occur in late 2015. For the 25,000 population horizon, 125 industrial jobs are anticipated in this area.
R.M of Battle River No industrial development is proposed, nor land zoned for future industrial development.
R.M. of North Battleford There is a small industrial area adjacent to the City of North Battleford corporate limits, west of Railway Avenue East and northwest of Territorial Drive. The land has been zoned as Industrial for a number of years and has been slowly developing. The minister recently approved a subdivision, consisting of nine parcels within the area. A grain terminal is proposed in this industrial area, other uses have not been specifically identified. For the 25,000 population horizon 150 industrial jobs are anticipated in this area of the R.M.
The City of North Battleford’s Official Community Plan has identified potential future industrial development (long term) on the approximately 2.5 quarters of land in the R.M. of North Battleford, east of the existing and future industrial area in the southeast portion of the City. Based on the amount of land within the City and R.M.’s existing industrial subdivisions, it is unlikely that this boundary alteration would happen prior to reaching the study’s 25,000 population level.
5.4 Other Public services, health, education and agriculture jobs will also be created with growth to the 25,000 population horizon. Additional public services jobs are assumed to occur mainly within the downtown area, as the municipalities increase employment to serve the growing needs of the populations. New
education employment is anticipated to be mainly in the new communities of Fairview and Killdeer serving new schools in the neighbourhoods. Health jobs will be focused mainly at the existing hospital
CA000196 and the Saskatchewan hospital that is currently under construction. Agriculture jobs are assumed in the RM of North Battleford.
26 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6. Traffic Patterns Existing and forecasted transportation data provides information on how a transportation system is working, how and where people travel, and assists with the identification of needs for improvement. To determine traffic patterns, a comprehensive set of 2015 transportation data was collected. Using this 2015 data as a base, and considering the anticipated growth in the region, a 25,000 population forecast was developed.
6.1 Existing Conditions To determine existing travel patterns, a combination of turning movement counts, 24-hour volume counts and Bluetooth data collection was used.
6.1.1 Traffic Counts Existing 24-hour volume and turning movement counts (TMC) were completed by ME2 Transportation Data (ME2). Turning movement data was collected at 30 locations from June 2 – 4, 2015 between the hours of 7:00 A.M. and 9:00 A.M., and 4:00 P.M. and 6:00 P.M. The City of North Battleford provided historical turning movement counts at seven intersections along Territorial Drive. 24-hour counts were completed at nine locations corresponding with the Bluetooth data collection, described in the next section. Table 3 summarizes the data collected.
The historical traffic counts were forecasted to 2015 volumes using an annual linear growth rate of 1% and where appropriate, volumes were balanced between intersections for use in analysis. Figure 5 illustrates the existing 2015 morning and afternoon peak hour traffic volumes at the study intersections. The overall peak morning and afternoon hours were identified as 8:00 A.M. to 9:00 A.M. and 4:30 P.M. to 5:30 P.M., respectively. A detailed summary of the volumes is provided in Appendix C. Figure 6 illustrates peak hour traffic patterns throughout the City; peak hour traffic patterns are comparable to 24-hour traffic patterns.
To estimate weekday 24-hour traffic volumes, the afternoon peak hour volumes were multiplied by a factor of 10.5 and 11.9 for urban segments and highways, respectively. These values were calculated based on a comparison of the peak hour and 24-hour data collected by ME2, as well as, 24-hour data collected by the City of North Battleford. Table 4 provides the estimated 24-hour weekday volumes for key routes in the City and adjacent highways and Figure 7 illustrates the estimated weekday 24-hour traffic volumes. The 24-hour weekday estimates are not the same as the Average Annual Daily Traffic (AADT), which takes into account variation in traffic volumes throughout the days of the week and months of the year and generally requires continuous and historical data in order to calculate. Furthermore, the 24-hour data shown represents only one day of data; variation over the days of the week and seasons used to calculate AADT can be significant. On the Highway surrounding the City, the difference is most prevalent on Highway 16. The 24-hour estimates will be used as an order of CA000196 magnitude gauge to review traffic volumes versus roadway classifications. Figure 8 shows the 2015 AADT values published by MHI for the highways around the Battlefords, these values are also shown in Table 4 for ease of comparison to the 24-hour.
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Table 3: Traffic Counting Program
LOCATION COUNT TYPE DATE SOURCE Territorial Drive & Pioneer Avenue TMC June 3, 2015 ME2 Territorial Drive/South Railway Avenue & Highway 4 TMC June 3, 2015 ME2 Highway 16 & Battleford Road TMC June 2, 2015 ME2 91 Street & 19 Avenue TMC June 4, 2015 ME2 100 Street & 19 Avenue TMC June 3, 2015 ME2 100 Street & 15 Avenue TMC June 3, 2015 ME2 100 Street & 13 Avenue TMC June 3, 2015 ME2 101 Street & 13 Avenue TMC June 3, 2015 ME2 102 Street & 13 Avenue TMC June 3, 2015 ME2 100 Street & 11 Avenue TMC June 4, 2015 ME2 101 Street & 11 Avenue TMC June 4, 2015 ME2 101 Street & Railway Avenue TMC June 4, 2015 ME2 Battleford Road & Railway Avenue TMC June 2, 2015 ME2 110 Street & Diefenbaker Drive TMC June 2, 2015 ME2 110 Street & 15 Avenue TMC June 2, 2015 ME2 110 Street & 13 Avenue TMC June 2, 2015 ME2 110 Street & 11 Avenue TMC June 2, 2015 ME2 Territorial Drive & Railway Avenue West TMC June 4, 2015 ME2 Territorial Drive & Frontier Mall Service Road TMC June 2, 2015 ME2 Highway 16 & Highway 40/ Simmental Street TMC June 3, 2015 ME2 Territorial Drive & Railway Avenue East TMC June 2, 2015 ME2 Territorial Drive & 100 Street TMC February 12, 2013 CONB Territorial Drive & Clements Drive West TMC January 16, 2013 CONB Territorial Drive and Miller Road TMC January 23, 2013 CONB Territorial Drive & 95 Avenue TMC April 4, 2013 CONB Territorial Drive & Sobeys/Co-op Mall Entrance TMC May 17, 2013 CONB Territorial Drive & Scott Drive/Clements Drive East TMC February 6, 2013 CONB Highway 4 & 25 Avenue TMC April 4, 2013 CONB Highway 4 north of Forest Hall Road 24-hour June 1-4, 2013 ME2 Territorial Drive West, north of Railway Avenue 24-hour June 1-4, 2013 ME2 Territorial Drive East, north of 15 Avenue 24-hour June 1-4, 2013 ME2 Highway 16 East, east of Hereford Street 24-hour June 1-4, 2013 ME2 Highway 40 East, east of Cemetery 24-hour June 1-4, 2013 ME2
Highway 16 West, west of cat dealership 24-hour June 1-4, 2013 ME2 Highway 4 South, north of Highway 658 24-hour June 1-4, 2013 ME2 CA000196 Highway 40 West, West of Battle River 24-hour June 1-4, 2013 ME2 Highway 4, North of 35 Street 24-hour June 1-4, 2013 ME2
28 RM OF NORTH 76 (115) 0 (2) 391 (424) BATTLEFORD City of North Battleford 2 (2) 1 (3) 150 (253) 0 (0) 108 (176) 183 (212) 147 (133) 2 (8) 382 (390) 0 (1) 24 (11) 79 (70) 31 (23) 11 (7) 6 (8) 136 (364) 149 (378) 107 (118) 1 (8) 4 (6) 3 (3) 6 (7) 168 (254) 0 (1) 3 (10) MASTER PLAN 189 (107) 4 (21) 25 (108) 60 (77) 67 (161)
16 (40) 399 (395) 144 (165) 115 (194)
234 (329) 10 (51) 5 (3) 131 (87) 60 (52) 174 (351) 369 (412) 4 (3) 15 (7) 205 (190) 25 (63) 44 (32) 49 (122) 12 (35) 18 (41) 127 (246) 72 (96) 17 (17) 145 (102) 67 (87) 27 (35) 339 (426) 26 (38) 476 (486) 20 (17) 70 (158) 4
42 (36) 21 (109) 3 (55) 143 (351) 100 (85) 200 (258) 1 (3) 36 (40) 16 (16) 1 (3) 113 (74) 274 (225) 13 (60) 18 (18) 23 (31) 28 (19) 60 (43) 0 (0)
79 (100) 17 (31) 12 (28)
45 (152) 40 (35) 92 (59) 42 (78) 40 (61) LEGEND 0 (7) 274 (593)
208 (226) 18 (49) 0 (7) 1 (10) 8 (11) 10 (27) 132 (110) 48 (44) 61 (58) 47 (83) 27 (78) CITY OF NORTH BATTLEFORD
27 (52) 443 (440)
459 (477) 459 BOUNDARY 7 (5) 7 38 (46) 7 (5) 7 (4) 21 (16) 57 (108) 177 (242) 11 (15) 34 (25) 86 (69) 32 (30) 44 (81) TOWN OF BATTLEFORD BOUNDARY 5 (12) 46 (33) 9 (13) 31 (44) 32 (99)
9 (7) 2 (4) 146 (455)
157 (456) 157 10 (15) 10 4 (3) 11 (7) 29 (38) EXISTING RAILWAY 54 (82) 2 (13)
5 (6) 25 (37) 17 (45) 73 (140) AM (PM) PEAK HOUR TRAFFIC VOLUME 157 (177) 13 (13) 91 ST INTERSECTION 0 (3) 47 (82) 0 (4) 67 (76) 36 (32) 439 (514) 3 (11) 35 (37) 461 (463) 40 (59) 3 (2) 28 (38) 10 (18) 30 (46) 0 (1) 57 (67) 6 (10)
46 (145) 18 (28) 23 (52)
33 (31) 24 (36) 29 (22) 40 (60) 3 (3) 182 (553) 26 (18) 341 (416) 121 (90) 397 (665) 38 (20)
19 (42) 37 (38) 84 (90) 10 (3) 0 (6) 15 (15) 11 (4) 19 (52) 2 (0) 4 (2) 7 (5) 23 (27) 65 (75) 19 (13) 23 (17) 89 (87) 17 (14) 55 (21) 10 (14) 43 (64) 0 (3) 23 (35)
21 (17) 14 (32) 23 (34)
6 (4) 0 (4) 2 (6) 36 (32) 439 (514) 3 (11) 395 (519) 11 (24) 48 (101)
49 (34) 40 (111) 65 (138) 3 (2)
2 (6) 46 (85)
31 (17) 11 (28) 10 (18)
15 (25) 15 (33) 18 (17) 10 (18) 71 (146) 0 (1) 6 (10)
16 (26) 23 (52)
43 (31) 444 (490) 8 (19) 182 (553) 84 (145)
7 (19) 53 (87) 25 (30) 24 (61) 17 (21) 85 (190) 16 (35) 48 (63) 22 (27) 142 (276) 29 (213) 34 (67) 113 (237) 4 (12) 28 (52) 45 (6) 141 (93) 30 (55)
162 (519)
42 (45) 19 (70) 45 (84) 22 (23)
47 (59)
3 (7) 41 (65) 51 (34) 104 (106) 158 (232) 222 (402) 117 (172) 149 (298) 214 (244) 22 (102) 57 (94) 27 (62) 45 (103) 19 (29) 1 (2) 76 (82) 39 (73) 28 (110) 20 (14) 13 (22) 156 (216) 20 (23) 81 (155) 19 (62) 16 10 (13) 34 (39) 35 (49) 4 (24) 153 (233) 274 (203) 54 (76) 80 (151)
5 (54) 4 (29) 27 (59) 8 (41) 92 (191) 39 (44) 29 (97) 4 (5) 144 (153) 5 (14) 140 (226) 87 (222) 178 (336)35 (69) 525 (334)18 (19) 166 (237) 167 (226) 108 (121) 2 (11) 3 (11)
FIGURE 5 301 (224) 4 (24)
241 (177) 168 (308)
6 (8) 142 (232)
60 (17) 29 (44) 22 (44) 109 (269) 40
119 (316) 107 (293) 186 (201) 39 (55) 8 (15) 122 (235) 188 (355) 7 (10) 113 (118) 126 (209) 191 (180) 101 (175) 49 (60) 100 (154) 8 (8) 6 (2) 24 (24) 175 (118) 7 (26) 255 (406)5 (2) 1 (17) 2 (5) 223 (296) 0 (0) 22 (46) 64 (81) 38 (115) 3 (1) 214 (278)9 (5) 37 (87) 141 (299) 0 (1) 1 (1) 3 (10) 115 (296) 3 (2) 153 (235)
0 (1) 146 (84) 0 (2) 4 (1) RM OF 227 (384) 110 (174) 5 (205)
BATTLE Project No. CA000196 Drawn by: RKG RIVER 16 4 Date: Checked by: RR NOT TO SCALE BATTLEFORD TOWN OF
16 NORTH SASKATCHEWAN RIVER SASKATCHEWAN NORTH
RAILWAY AVE RAILWAY AVE RAILWAY
TERRITORIAL DRIVE
4 4 RAILWAY AVE RAILWAY
91 ST WALKER DR DR KILLDEER
HWY 4 19 AVE 19 25 AVE 4 4 HWY 4
100 ST 101 ST 102 ST
CLEMENTS DR
RAILWAY AVE RAILWAY
15 AVE 15
11 AVE 11
13 AVE 13 DIEFENBAKER DR DIEFENBAKER
ROAD SCOTT DR CLEMENTS DR
110 ST
HWY 16 HWY
PIONEER AVE PIONEER
TRAIL POUNDMAKER
MILLER RD TERRITORIAL DR
CARLTON TRAIL CARLTON CITY OF NORTH
BATTLEFORD
HWY 16 HWY 16
THATCHER AVE THATCHER
HWY 40 HWY
130 ST
16
RM OF NORTH OF RM BATTLEFORD
40 40 40 2015 TWO-WAY PEAK HOUR TRAFFIC VOLUMES: LEGEND 2015 PEAK HOUR TRAFFIC Date: Project No. City of North Battleford EXISTING RAILWAY TOWN OF BATTLEFORD BOUNDARY BOUNDARY CITY OF NORTH BATTLEFORD 1000 500 100 50 MASTER PLAN CA000196 FIGURE 6 NOT TO SCALE Checked by: Drawn by: RR RKG City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 4: Estimated 24 Hour Weekday Traffic Volumes
ROADWAY 24 Hour Weekday Traffic Volumes (2015) AADT (2015)
Territorial Drive East 8400 – 11600
Territorial Drive West 4500 – 12500*
91 Street 900
95 Street 2500
100 Street 9700 – 14200
101 Street (Railway Avenue to 15 Avenue) 2600 – 3900
102 Street (11 Avenue to 15 Avenue) 1200 – 2200
110 Street 2000 – 4500
Diefenbaker Drive 1700 – 2300
Railway Avenue East 8000 – 9700
Railway Avenue West 1100
South Railway Avenue 2600
19 Avenue 1400 – 3000
15 Avenue 3100 – 3500
13 Avenue 1800 – 2700
Battleford Road 6500
Carlton Trail 7800
Pioneer Avenue 5000
Thatcher Avenue 4600
Poundmaker Trail 1600
Highway 16 (Highway 40 to Railway Avenue) 13500
Highway 16 (Railway Avenue to Battleford Road) 5200
Highway 16 (Battleford Road to Highway 4) 11000 9500
Highway 40 East 2000 1210
Highway 40 West 4200 1760 - 3570
Highway 16 East 12500 7520
Highway 16 West 9400 5800 CA000196
Highway 4 North 7000 6840
Highway 4 South 2600 2120
* Between Sobeys entrance and 100 Street only.
31 4 City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
RM OF NORTH BATTLEFORD
LEGEND 8,800 1,700 3,300
5,400 CITY OF NORTH BATTLEFORD
10,900 300 8,200 11,400 10,400 9,200 BOUNDARY
8,500 300 5,500
TOWN OF BATTLEFORD BOUNDARY 5,100
1,200
2,100 11,300 400 EXISTING RAILWAY TERRITORIAL 1,400DRIVE
350 1,300 3,000 2,300 1,100 WEARING RD 14,000
900 2,300 2,100 3,600 1,700 130 ST 100 ST 3,100 3,600 3,100 4,500
3,500
2,600 3,300
13,000 1,800 2,700 2,300 7,600 6,400
3,900
2,200
4,100 3,500
TERRITORIAL DR NORTH SASKATCHEWAN RIVER 11,100 6,800 3,400 3,100 13,600 9,700 9,700
100 4,700
12,000 RAILWAY AVE AIRPORT RD
2,600 CITY OF NORTH 8,000 BATTLEFORD
4,900 16 6,900 7,800 9,700 1,200
8,400 6,700 10,600 10,900 5,500 9,400 22,600
1,700 7,400 FIGURE 7 CANADIAN12,200 NATIONAL RAILWAY
40 1,600 ESTIMATED 2015 WEEKDAY
POUNDMAKER 24-HOUR TRAFFIC VOLUMES 4,800 10,800 TRAIL
20,600
4 RM OF TOWN OF BATTLE BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
CA000196 Figure 8: 2015 Highways Average Annual Daily Traffic Volumes Source: Government of Saskatchewan Ministry of Highways
33 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6.1.2 External Origin-Destination Data To gather information on external origin and destinations, Bluetooth data was collected. Bluetooth data collection units, supplied by TPA North America Inc., were mounted roadside to detect signals from cellphones and vehicles with the Bluetooth feature enabled. Bluetooth units can detect a vehicle within 100 metres of the device by identifying the unique machine access code for the vehicle. The detector records the access code and the time of detection. As the vehicle passes by multiple locations, its unique access code and time stamp can be used to estimate travel time, and develop origin, destination, and route profiles. Bluetooth data was collected at nine locations in and around the City of North Battleford, shown in Figure 9, from May 30 to June 6, 2015.
To support the Bluetooth data collection effort, volume count data was also collected at the selected locations. Although volume counts do not provide the vehicle identification capabilities possible with Bluetooth data collection, it does allow for the calculation of an approximate capture rate for the Bluetooth data collection effort. The capture rate is the proportion of total volume passing the count locations that was captured by the respective Bluetooth data collection unit. Based on a review of a mid-week 24-hour count period, capture rates at the selected locations ranged between 5% and 11 %. Five percent of trips is an industry standard capture rate for developing trip patterns to traffic forecasting.
For this study, the Bluetooth data was used to determine regional travel patterns and estimate what portions of trips on the highway network are destined to North Battleford and which are passing though. The data was further processed to estimate the travel routes for trips passing through the City and to estimate the portion of these trips that make a short stop in the City before continuing to their destinations.
Table 5 provides the average trip distribution for trips detected at each of the external Bluetooth units. Similar to the calculation of the capture rate, a mid-week 24-hour count period (Wednesday June 3rd, 2015) was utilized as the study period for this analysis in order to provide a snapshot of trip distribution patterns for a typical 24-hour weekday. These distributions are illustrated in Figure 9. The 24-hour traffic volumes shown represent two-way volumes.
The trips that pass through (pass through trips include those that go straight through and those that make a short stop before continuing to their ultimate destination) the City of North Battleford to and from Highway 4 north of the City have three main route options, Territorial Drive East, Territorial Drive West and 100 Street. Table 6 provides a summary of the route choices for trips through the City derived from the Bluetooth data. A combination of regional trip distribution and the route choice will be used to assign future highway traffic to the roadway network. In order to improve the accuracy of this review of route choices, known as trip assignment, a dataset greater than one 24-hour collection period
was utilized. Therefore, Bluetooth data from a study period of five consecutive weekdays st th
CA000196 (Monday, June 1 to Friday June 5 , 2015) was employed for the trip assignment analysis. This allowed for a more robust analysis of route choices, as some route choices received very low count frequencies and would have produced negligible results if the study period were only a single 24-hour period.
34 4 City of North Battleford
7,000 MASTER PLAN
RM OF NORTH
RAILWAY AVE RAILWAY BATTLEFORD
LEGEND
DRIVE CITY OF NORTH BATTLEFORD BOUNDARY
TERRITORIAL TOWN OF BATTLEFORD BOUNDARY WEARING RD 10,800 5,800 EXISTING RAILWAY
16 130 ST 100 ST 100 BLUETOOTH COLLECTION LOCATION
# 2015 24HR TOTAL WEEKDAY TRAFFIC NORTH SASKATCHEWAN RIVER VOLUME
RAILWAY AVE
TERRITORIAL DR AIRPORT RD CITY OF NORTH BATTLEFORD
9,400
40 POUNDMAKER 1,600
TRAIL
CANADIAN NATIONAL RAILWAY
20,600
40 CANOLA AVE
12,500 4,200 16
FIGURE 9 BLUETOOTH DATA
2,600 RM OF BATTLE RIVER 29 4 TOWN OF BATTLEFORD
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 5: Distribution of Regional Trips (2015)
HIGHWAY 4 NORTH TRIP 24-HOUR HIGHWAY 4/658 SOUTH TRIP 24-HOUR
TO/FROM DISTRIBUTION VOLUME TO/FROM DISTRIBUTION VOLUME
Highway 4 / 658 South 4% 260 Highway 4 North 6% 170
Highway 16 East 11% 775 Highway 16 East 1% 30
Highway 16 West 2% 125 Highway 16 West 2% 60
Highway 40 / 29 West 3% 240 Highway 40 / 29 West 3% 70
Highway 40 East 1% 90 Highway 40 East 0.3% 10
City of North Battleford 64% 4450 City of North Battleford 42% 1100
Town of Battleford 15% 1060 Town of Battleford 45% 1160
Total 100% 7000 Total 100% 2600
HIGHWAY 16 EAST TRIP 24-HOUR HIGHWAY 16 WEST TRIP 24-HOUR
TO/FROM DISTRIBUTION VOLUME TO/FROM DISTRIBUTION VOLUME
Highway 4 North 7% 935 Highway 4 North 2% 150
Highway 4 / 658 South 0.4% 60 Highway 4 / 658 South 1% 110
Highway 16 West 42% 5225 Highway 16 East 54% 5100
Highway 40 / 29 West 5% 640 Highway 40 / 29 West 1% 110
Highway 40 East 4% 490 Highway 40 East 8% 710
City of North Battleford 28% 3550 City of North Battleford 22% 2080
Town of Battleford 13% 1600 Town of Battleford 12% 1140
Total 100% 12500 Total 100% 9400
HIGHWAY 40 EAST TRIP 24-HOUR HIGHWAY 40/29 WEST TRIP 24-HOUR
TO/FROM DISTRIBUTION VOLUME TO/FROM DISTRIBUTION VOLUME
Highway 4 North 4% 60 Highway 4 North 4% 150
Highway 4 / 658 South 0% 10 Highway 4 / 658 South 2% 70
Highway 16 East 22% 350 Highway 16 East 8% 330
Highway 16 West 27% 440 Highway 16 West 1% 60
Highway 40 / 29 West 3% 50 Highway 40 East 1% 50 CA000196 City of North Battleford 22% 350 City of North Battleford 42% 1760
Town of Battleford 21% 340 Town of Battleford 42% 1780
Total 100% 1600 Total 100% 4200
36 City of North Battleford
MASTER PLAN
LEGEND
CITY OF NORTH BATTLEFORD BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY RM BOUNDARY
EXISTING ROAD TRAFFIC DISTRIBUTION
#
10%
25%
50%
NOTE: ARROWS REPRESENT PERCENT TRIP DISTRIBUTION AND ARE NOT PORPORTIONAL TO TRAFFIC VOLUMES BETWEEN GRAPHICS.
FIGURE 10 REGIONAL TRAVEL
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 6: Regional Trips Route Choice
ROUTE HIGHWAY 4 NORTH 24-HOUR TOTAL TO/FROM TERRITORIAL TERRITORIAL VOLUME 100 STREET DRIVE WEST DRIVE EAST
Highway 4/658 South 87% 5% 8% 100% 260
Highway 16 East 1% 85% 14% 100% 775
Highway 16 West 67% 7% 26% 100% 125
Highway 40/29 West 76% 1% 23% 100% 240
Highway 40 East 0% 92% 8% 100% 90
The Bluetooth data that was collected was also analyzed to estimate the percentage of trips passing through North Battleford that make a stop in the City before continuing on their trip. Overall, approximately 20% of trips passing through North Battleford on the regional road network are estimated to make a stop in the City before continuing on to their destination. Table 7 shows a summary of the percentage of pass through trips that are estimated to make a stop in North Battleford based on their origin and destination. Percentages shown represent a rounded average proportion of trips between three and four minutes over the estimated google trip time. Because the exact routes and location of stops for pass-by trips are unknown, the numbers shown are approximate estimates. Table 7 also shows the total number of trips at each to and from each location that are estimated to pass through the City in a 24-hour period.
CA000196
38 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 7: Percentage of Pass Through Trips Making a Stop in North Battleford
HIGHWAY 4 NORTH 24-HOUR PERCENT TRIPS HIGHWAY 16 EAST 24-HOUR PERCENT TRIPS
TO/FROM VOLUME MAKING A STOP TO/FROM VOLUME MAKING A STOP
Highway 16 East 775 30% Highway 4 North 935 30%
Highway 40 East 90 35% Highway 16 West 5225 15%
Highway 16 West 125 50% Highway 4/658 South 60 35%
Highway 4/658 South 265 35% Highway 40/29 West 640 25%
Highway 40/29 West 240 15% Highway 40 East 490 25%
All Pass Through Trips 1500 30% All Pass Through Trips 7350 20%
HIGHWAY 40 EAST 24-HOUR PERCENT TRIPS HIGHWAY 16 WEST 24-HOUR PERCENT TRIPS
TO/FROM VOLUME MAKING A STOP TO/FROM VOLUME MAKING A STOP
Highway 4 North 60 25% Highway 4 North 150 35%
Highway 16 East 350 30% Highway 16 East 5100 15%
Highway 4/658 South 10 0% Highway 40 East 710 25%
Highway 40/29 West 50 20% All Pass Through Trips 5960 15%
Highway 16 West 440 10%
All Pass Through Trips 910 25%
HIGHWAY 40/29 WEST 24-HOUR PERCENT TRIPS HIGHWAY 4/658 SOUTH 24-HOUR PERCENT TRIPS
TO/FROM VOLUME MAKING A STOP TO/FROM VOLUME MAKING A STOP
Highway 4 North 150 35% Highway 4 North 170 45%
Highway 16 East 330 15% Highway 16 East 30 35%
Highway 40 East 50 30% Highway 40 East 10 35%
All Pass Through Trips 530 25% All Pass Through Trips 210 40%
CA000196
39 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6.2 Forecast To create the 25,000 population horizon forecast, growth in both regional and urban traffic volumes were considered. Existing highway traffic volumes and growth factors were used to estimate future regional background traffic volumes, and combined with existing urban City traffic volumes and estimated traffic from urban growth areas to develop the forecast.
6.2.1 Regional Traffic Volumes The regional forecast accounts for traffic volume growth outside of the urban development areas. To estimate future volumes, highway growth factors combined with regional trip pattern data was used.
The Saskatchewan Ministry of Highways and Infrastructure (MHI) provided 15-year growth factors for the highways entering the City, which were converted to annual linear growth rates. The existing highway volumes were forecasted to 25,000 population horizon using the calculated annual linear growth rates, summarized in Table 8.
Regional trip pattern information was determined using Bluetooth data, described previously, collected for external origin and destinations. Bluetooth data was also used to estimate portions of trips on the highway network which are destined to North Battleford and which are passing though. The highway trips that pass through (pass-through trips include those that go straight through and those that make a short stop before continuing to their ultimate destination) the City of North Battleford to and from Highway 4 north of the City have three main route options, Territorial Drive East, Territorial Drive West and 100 Street. A combination of regional trip distribution and the route choice was used to assign future highway traffic to the roadway network.
Table 8: MHI 15-Year Growth Factors and Annual Linear Growth Rates
Control Section Highway MHI 15-Year Growth Factor Linear Annual Growth Rates
00413 Highway 4 South 1.35 0.02
00414 Highway 4 North 1.20 0.01
01626 Highway 16 Southeast 1.45 0.03
01627 Highway 16 Northwest 1.45 0.03
04003 Highway 40 East 1.25 0.02
04004 Highway 40 West 1.30 0.02 CA000196
40 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6.2.2 Urban Traffic Volumes Urban traffic is that destined to and from future development areas. To estimate future urban traffic volumes, trips generated to and from future development areas were distributed and assigned to the roadway network, then added to existing traffic volumes. Figure 4 shown previously provides the anticipated regional growth areas for the 25,000 population horizon.
Trip Generation Trip generation refers to the estimate of vehicle trips to and from a development site. Vehicles travelling to and from the site will be comprised of a combination new traffic on the adjacent road network and redistributed trips from existing areas.
Expected traffic generation considered characteristics of each of the anticipated new development areas in Battleford and North Battleford, including the distribution of land uses, key ratios (e.g. persons/household or # units/building), and previously completed traffic impact assessments. Detailed trip generation was then estimated based rates outlined in the Institute of Transportation Engineers (ITE) 9th Edition Trip Generation Manual. Table 9 details the assumptions used in each of the proposed development areas.
Trip Distribution and Assignment The trip distribution is the general direction that new trips to and from a site are expected to travel based on their likely origins and destinations. Trips were distributed from residential areas proportionally to areas with new employment. It was also estimated conservatively, based on the results of the public survey indicating that 6.3 percent of respondents work or go to school outside of the Battlefords, that five percent (5%) of residential trips would originate and be destined for sites external to the City (i.e. highway trips).
Trip assignment is the allocation of the new trips onto the corresponding portions of the roadway network. During regular weekday operations, it was assumed that motorists would choose the most convenient route from their origin to destination. Additional assignment assumptions include the desire for the shortest travel distance, right turns will be preferred over left turns, and left turns will be made at signalized intersections where possible.
CA000196
41 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 9: Trip Generation Assumptions
ITE Land Use Other Assumptions Land Use (ITE # Code) Description
Single Family Detached Primarily single family detached housing Residential 210 Housing 2.20 residents per household
Typical residential-retail shopping centre, such as a strip mall Retail 820 Shopping Center Typical 700 square feet of retail space per Residential employee NW Medical Dental Office Health 720 Building
520, A blended rate of Elementary, Middle / Education 522, K-12 Custom Blended Junior High, and High School. 530
Single Family Detached Primarily single family detached housing Residential 210 Housing 2.20 residents per household
Typical residential-retail shopping centre, such as a strip mall Retail 852 Shopping Center Typical 700 square feet of retail space per Residential employee NE Medical Dental Office Health 720 Building
520, A blended rate of Elementary, Middle / Education 522, K-12 Custom Blended Junior High, and High School. 530
Single Family Detached Primarily single family detached housing Residential 210 Housing 2.20 residents per household
Convenience Market Typical residential-retail 4,000 square foot Retail 852 (Open 15-16 Hours) convenience store Residential SW Medical Dental Office Health 720 Building
520, A blended rate of Elementary, Middle / Education 522, Custom Blended Junior High, and High School. CA000196 530
McMillan Industrial Industrial NW Industrial Custom Blended Park Development
42 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
ITE Land Use Other Assumptions Land Use (ITE # Code) Description
Industrial SE Industrial SE 130 Industrial Park
Retail 130 Industrial Park
Battleford Commercial / Commercial 130 Industrial Park Light Industrial
Industrial 130 Industrial Park
Adapted from the Carlton Trail Traffic Carlton Trail Area Carlton Trail Impact Assessment, 2016 Commercial Area Casino Area 854 Discount Super Store
Retail 820 Shopping Center
Downtown Commercial 710 General Office Building Commercial
Public Services 710 General Office Building
Downtown Hospital 610 Hospital Hospital
Hospital SE Hospital 610 Hospital
Agricultural An assumed rate of one (1) trip per
(surrounding RM) employee was used
Health (existing Medical Dental Office 720 neighbourhoods) Building Other Areas
520, Education A blended rate of Elementary, Middle / 522, (existing Blended Junior High, High School, and
CA000196 530, neighbourhoods) Junior/Community College 540
43 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6.3 Results To determine the total future traffic volumes for the 25,000 population forecast horizon, existing 2015 traffic volumes were combined with future highway background traffic volumes and estimated future development traffic for the morning and afternoon peak hours. As with existing conditions, the afternoon peak hour volumes were multiplied a factor of 10.5 and 11.9 for urban segments and highways, respectively, to estimate weekday 24-hour traffic volumes. Figure 11 illustrates the forecasted morning and afternoon peak hour turning movement volumes for the 25,000 population forecast horizon and Figure 12 illustrates the forecasted weekday 24-hour traffic volumes.
The results of the forecasting exercise indicates that overall 24-hour weekday traffic volumes are anticipated to increase 54%, or roughly by 2% per year linearly, at the 25,000 population forecast horizon as a result of the new trips generated by the 5,000-person population increase. A comparison of traffic flow at the 25,000 population forecast horizon versus the existing 2015 traffic flow is illustrated in Figure 13. Although the City is anticipated to experience an overall 54% increase in traffic, most of the increase is expected to be concentrated to the arterial and expressway network, particularly along Territorial Drive. Local and collector streets in existing residential areas are expected to see relatively low increases in traffic volume. Based on the forecast results, it is recommended that for future Traffic Impact Assessments in the City of North Battleford, the linear annual growth rate for future scenarios be estimated to be 4% for Territorial Drive and 2% for all other roadways. Highway growth rates should continue to be estimated using 15-year growth factors as outlined in Table 8 or as provided by MHI.
CA000196
44 RM OF NORTH
391 (424) 55 (110) 110 (185) 5 (5) 95 (70) BATTLEFORD City of North Battleford 425 (670) 5 (5) 145 (200) 200 (225) 205 (170) 5 (10) 495 (465) 5 (5) 110 (85) 170 (185) 30 (25) 40 (105) 35 (105) 380 (890) 330 (950) 130 (145) 5 (10) 100 (70) 5 (5) 95 (80) 495 (640) 5 (5) 5 (10) MASTER PLAN 315 (190) 5 (20) 25 (110) 60 (75)
35 (80) 890 (810) 185 (300) 125 (215) 100 (275) 300 (450) 40 (150) 55 (110) 230 (160) 145 (125) 480 (835) 369 (412) 5 (5) 15 (5) 205 (190) 25 (63) 45 (30) 105 (235) 30 (95) 20 (40) 480 (820) 70 (95) 15 (15) 145 (100) 130 (165) 25 (35) 695 (860) 30 (40) 170 (645) 20 (15) 70 (100) 4
40 (35) 40 (210) 130 (355) 335 (960) 100 (85) 420 (530)
85 (50) 5 (5) 350 (285) 5 (5) 35 (40) 750 (720) 15 (60) 20 (20) 25 (30) 30 (20) 60 (45) 5 (5)
80 (100) 15 (30) 10 (30)
45 (150) 40 (35) 95 (60) 45 (80) 40 (60) LEGEND 30 (75) 365 (865)
445 (500) 20 (50) 5 (10)
5 (10) 10 (10) 10 (25) 135 (110) 50 (45) 60 (60) 45 (85) 25 (80) CITY OF NORTH BATTLEFORD
60 (105)
960 (855) 1000 (960) 1000
20 (15) 20 BOUNDARY 40 (45) 120 (220) 20 (15) 50 (40) 75 (115) 190 (190) 355 (340) 20 (30) 35 (25) 85 (70) 30 (30) 85 (155) TOWN OF BATTLEFORD BOUNDARY 45 (35) 10 (15) 20 (10) 30 (45)
60 (190) 85 (55) 10 (35)
325 (1145)
355 (1155) 355 20 (30) 20 10 (5) 30 (40) EXISTING RAILWAY 60 (100) 5 (15)
25 (35) 15 (45) 55 (95) 75 (140) AM (PM) PEAK HOUR TRAFFIC VOLUME 240 (340) 15 (15) 91 ST INTERSECTION 5 (15) 50 (90) 95 (115) 70 (80) 5 (10) 35 (25) 10 (5) 35 (40) 461 (463) 50 (65) 25 (20) 30 (40) 10 (10) 30 (46) 125 (120) 60 (70)
55 (175) 65 (40) 20 (70) 20 (50) 10 (40)
35 (30) 25 (35) 35 (25) 40 (85) 5 (5) 40 (25) 570 (560) 155 (105) 485 (920) 40 (20)
20 (55) 45 (40) 85 (90) 10 (5) 5 (5) 15 (15) 10 (5) 20 (55) 5 (5) 5 (5) 5 (5) 30 (35) 95 (95) 20 (15) 25 (15) 90 (85) 15 (15) 55 (20) 15 (15) 45 (65) 0 (10) 25 (35)
20 (15) 15 (30) 30 (40)
5 (5) 0 (10) 5 (5) 80 (65) 925 (1010) 10 (30) 485 (740) 10 (25) 50 (100)
55 (35) 40 (110) 65 (140) 5 (5)
5 (5) 65 (120)
30 (15) 10 (30) 10 (20)
15 (25) 15 (35) 20 (15) 25 (45) 70 (145) 0 (0)
30 (50) 10 (20) 45 (100)
95 (65) 10 (20) 950 (975) 385 (1300) 90 (100) 10 (35) 65 (90) 25 (30) 25 (60) 25 (25) 85 (190) 35 (85) 20 (25) 50 (65) 65 (130) 220 (385) 30 (215) 15 (20) 155 (355) 35 (55) 105 (185)
100 (105) 60 (105)
350 (1250)
42 (45) 45 (85) 25 (30) 25 (110)
50 (65)
5 (35) 40 (65) 60 (40) 105 (105) 350 (350) 295 (475) 220 (370) 155 (330) 550 (675) 145 (695) 35 (20) 60 (95) 35 (80) 50 (105) 20 (30) 75 (85) 40 (95) 30 (110) 25 (20) 15 (20) 365 (340) 35 (55) 80 (155) 75 (295) 16 10 (15) 35 (40) 50 (60) 5 (25) 365 (550) 274 (203) 55 (75) 80 (150)
5 (65) 5 (30) 10 (40) 95 (220) 45 (50) 30 (60) 5 (5) 260 (340) 50 (105) 255 (30) 140 (225) 100 (250) 5 (15) 580 (410)20 (20) 166 (237) 167 (226) 108 (121) 165 (210) 5 (10) 5 (10) FIGURE 11
355 (290) 5 (25) 25,000 POP. HORIZON 270 (200) 380 (610) 140 (230) 5 (10) 60 (25) 30 (55) 20 (45) 185 (520) 40 MORNING AND AFTERNOON
170 (485) 150 (420) 320 (265) 45 (60) 10 (15) 260 (415) 355 (210) 5 (10) 145 (150) 190 (355) 280 (270) 125 (220) 65 (75) 215 (330) 10 (10) 10 (5) 35 (30) 75 (100) 15 (20) 10 (30) 450 (540) 5 (25) 5 (5) 450 (720) 5 (5) 25 (55) 215 (130) 40 (120) 5 (5) 15 (10) 305 (370) 40 (95) 80 (430) 5 (5) 5 (5) 5 (10) 125 (335) 5 (5) 465 (410)
5 (5) 5 (5) 5 (5) 5 (5) RM OF 315 (570) 5 (5) 290 (470) 225 (330) BATTLE Project No. CA000196 Drawn by: RKG RIVER 16 4 Date: Checked by: RR NOT TO SCALE 4 City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
RM OF NORTH BATTLEFORD
LEGEND
11,200 8,200
7,000
5,400 CITY OF NORTH BATTLEFORD
13,100 3,900 19,400 22,600 22,000 20,800 20,200 BOUNDARY 3,900 12,300
TOWN OF BATTLEFORD BOUNDARY 5,100
1,300 2,200 15,800 6,400 EXISTING RAILWAY TERRITORIAL 1,500DRIVE
300 1,400 3,000 2,300 1,500 WEARING RD 18,600
1,000
2,300 2,200 3,700 1,800 130 ST 100 ST 3,200 3,800 3,400 8,700
3,900 3,000 3,300
17,400 2,200 3,300 1,900
8,500 8,900 4,400
5,000 3,500
2,600
TERRITORIAL DR NORTH SASKATCHEWAN RIVER 15,100 7,300 4,900 17,600 3,400
21,000 11,800
200 4,700
16,800 RAILWAY AVE AIRPORT RD
3,100 CITY OF NORTH 10,500 BATTLEFORD
5,000 16 6,900 20,100 14,800 1,300
9,700 14,800 17,800 17,300 9,800 10,800 34,600 FIGURE 12
15,800 2,000 CANADIAN21,500 NATIONAL RAILWAY 25,000 POPULATION
40 HORIZON 2,600
POUNDMAKER 5,400 15,400 TRAIL
31,700 4 RM OF TOWN OF BATTLE BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE BATTLEFORD TOWN OF
16 NORTH SASKATCHEWAN RIVER SASKATCHEWAN NORTH
RAILWAY AVE RAILWAY AVE RAILWAY
TERRITORIAL DRIVE
4 4 RAILWAY AVE RAILWAY
91 ST WALKER DR DR KILLDEER
HWY 4 19 AVE 19 25 AVE 4 4 HWY 4
100 ST 101 ST 102 ST
CLEMENTS DR
RAILWAY AVE RAILWAY
15 AVE 15
11 AVE 11
13 AVE 13 DIEFENBAKER DR DIEFENBAKER
ROAD SCOTT DR CLEMENTS DR
110 ST
HWY 16 HWY
PIONEER AVE PIONEER
TRAIL POUNDMAKER
MILLER RD TERRITORIAL DR
CARLTON TRAIL CARLTON CITY OF NORTH
BATTLEFORD
HWY 16 HWY 16
THATCHER AVE THATCHER
HWY 40 HWY
130 ST
16
RM OF NORTH OF RM BATTLEFORD
40 40 40 POPULATION HORIZON: TWO-WAY PEAK HOUR TRAFFIC VOLUMES 25,000 2015 TWO-WAY PEAK HOUR TRAFFIC VOLUMES: LEGEND Date: Project No. City of North Battleford 25,000 POPULATION EXISTING RAILWAY TOWN OF BATTLEFORD BOUNDARY BOUNDARY CITY OF NORTH BATTLEFORD 1000 500 100 50 1000T 500 100 50 MASTER PLAN FIGURE 13 CA000196 HORIZON NOT TO SCALE Checked by: Drawn by: RR RKG City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
6.3.1 Forecasting Tool The transportation forecast was developed in a spreadsheet format for ease of use by City staff in the future. Using the tool, City staff can perform basic sensitivity analyses in the future to test different scenarios. The Excel Spreadsheet tool “City of North Battleford Traffic Forecast Tool (25,000 Population Forecast Horizon).xlsx” is provided electronically separate from this report. Synchro 9 (industry-standard analysis and simulation software) files are also provided, to assist in conducting intersection analysis of future scenarios, should the City wish to purchase the Synchro analysis software.
It should be noted that while changes in population and employment estimates can be tested, the anticipated locations of the new development areas are static and variations to their locations would require adjustments to the model calculations and assumptions.
To adjust land use assumptions:
+ In the spreadsheet titled “City of North Battleford Traffic Forecast Tool (25,000 Population Forecast Horizon)”, navigate to the Inputs tab. In this tab, the estimate of the number of new residents and jobs (by job type) within each land use area, can be adjusted. Cells where inputs can be changed are highlighted in green The default total population and job increase from 2015 conditions to the 25,000 population forecast are as follows: Residents 5,000 Jobs 2,500
+ To evaluate an alternative increase in population, a 2:1 resident to job ratio must be observed. For example, to evaluate an increase to 28,000 residents, the residents and jobs must total 8,000 and 4,000, respectively. The spreadsheet will flag summed values if the ratio is not observed.
The Results of the changes can be viewed in the subsequent tabs:
+ Forecast Peak Hour Volumes – This tab illustrates the estimated number of trips generated by each land use area, as well as, the estimated intersection turning movement volumes, for both the morning and afternoon peak hours.
+ Forecast Pop. 24-HR Volumes – This tab illustrates the estimated two-way weekday 24-hour roadway volumes.
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48 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
7. Roadway Network Roadways provide access to property and accessibility throughout the City and the region for a variety of users ranging from pedestrians to heavy commercial vehicles. The existing roadway network within the City of North Battleford limits consist of a hierarchy of roads, which includes local, collector, arterial and expressways; the current roadway classifications provided by the City are shown in Figure 14. Expressways within City limits include Highway 16 and Highway 4 north. Territorial Drive and Highway 4 south are the only roadways classified as arterials. The Transportation Association of Canada provides the following descriptions for the types of roadways:
+ Freeway – freeways are designed for optimum mobility, full access control is required and no at- grade access is permitted.
+ Expressway – Traffic movement is the primary consideration on an expressway. Some at-grade access may be permitted, however, expressways are often planned for ultimate upgrading to a freeway.
+ Arterial – Roads where traffic movement is the primary consideration and land access is a secondary function.
+ Collector – Roadways serving residential, industrial and commercial properties. Traffic movement and land access are of equal importance.
+ Local – Roadways which allow vehicles to reach residential, commercial and industrial properties. The main function of a local roadway is access.
In addition to the urban roadway network, the Battlefords are located at a major junction, or “hub”, in the Provincial highway network, Highway 16, Highway 4, Highway 40, and Highway 29 all converge around the City and Town. Highway 16 also forms part of the National Highway System. The Saskatchewan Ministry of Highways has two classification systems for its roadways – Functional and Access Management. Functional classifications for the Highways around the Battlefords, based on Standard Plan No. 20000 are:
+ Highway 16 – Major Arterial + Highway 4 North – Major Arterial + Highway 4 South – Minor Arterial + Highway 40 – Minor Arterial + Highway 29 – Minor Arterial The MHI Roadside Management Manual indicates that the main purpose/function of the arterial system
is to provide a high level of mobility for through movements, it is divided into major and minor arterials and consists of divided and undivided Highways. The size of urban population centres served, service
CA000196 of areas of regional significance, traffic volumes, and route continuity are factors in determination of the functional classification.
49 4 City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
RM OF NORTH BATTLEFORD
LEGEND
CITY OF NORTH BATTLEFORD
CLEMENTS DR CLEMENTS BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY TERRITORIAL DRIVE 19 AVE EXPRESSWAY WEARING RD ARTERIAL
91 ST COLLECTOR 100 ST 100 15 AVE ST 130 LOCAL
13 AVE
TERRITORIAL DR 110 ST NORTH SASKATCHEWAN RIVER 11 AVE
RAILWAY AVE AIRPORT RD CITY OF NORTH BATTLEFORD
16
FIGURE 14 CANADIAN NATIONAL RAILWAY 40 EXISTING ROAD
POUNDMAKER
TRAIL
4 RM OF TOWN OF BATTLE BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
The access management classifications were established to achieve uniformity and consistency in allowing access to the system and protection of the main corridors, and efficient administration and implementation of access management policies. Access management classifications for the rural highway system range from R-1 to R-5, with R-1 representing the highest level of control. The access management level is determined based on the 20 year projected AADT. For the urban highway system classifications range from U-1 to U-3. Table 10 summarizes MHI’s access management levels. Additional details for each level can be found in Section 430-30 of the Roadside Management Manual.
Table 10: MHI Roadside Management Manual Access Management Levels
MHI Access Management Level Rural Urban
+ AADT > 9000 + No at-grade + No at-grade intersections allowed intersections allowed Level 1 + Interchanges are + Interchanges are allowed at a minimum allowed at a minimum spacing of 3.2 km (8 km spacing of 3.2 km desirable)
+ 7000 < AADT < 9000 + Permanent access + At-grade intersections points are located at a Level 2 are allowed only at road minimum of 3.2 km to allowances at minimum protect ROW for future spacing of 3.2 km (8 km interchange desirable)
+ 2000 < AADT < 7000 Permanent at-grade + + Permanent access Level 3 intersections are points are 2 to 5 blocks allowed at a minimum apart spacing of 3.2 km (8 km desirable)
+ 1000 < AADT < 2000 + Permanent access is allowed at most public Level 4 N/A road allowances with minimum spacing of 1.6 km
+ AADT < 1000 + Under normal rural conditions, one Level 5 N/A approach may be allowed to each separate parcel
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51 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
The existing access management levels were determined with a base year of 1996 and a 2016 horizon. The classifications for highways in and around the Battlefords are:
+ Highway 16 East (east of Highway 40) – Level 3 + Highway 16: Highway 40 to Highway 4 (bypass) – Level 1 + Highway 16 West – Level 3 + Highway 4 North (including bridge) – Level 3 + Highway 4 South – Level 4 + Highway 40 – Level 4 + Highway 29 – Level 4 These existing levels were reviewed against the 25,000 population horizon volume forecasts determined for this Transportation Master Plan and upgraded access management levels are recommended where they are warranted by the forecasted volumes. Table 11 summarizes the existing, actual, and recommended upgraded access management levels for the highways in and around the Battlefords.
Table 11: Battlefords Highways Access Management Levels
Upgraded Access Current Access Access Management Management Management Level based on Level Level Existing
Control Section Highway Volumes (RSMM 430-30, (25,000
20-year population (Estimated 2015 projection from forecast 24-Hour 1996) projection from Volumes) 2015)
Highway 16 East (east of Highway 40) Level 3 01626 Level 1 Level 1 Highway 16: Highway 40 to Highway 4 (bypass) Level 1
01627 Highway 16 West Level 3 Level 2 Level 1
Highway 4: Bridge River Crossing to 25th Avenue Level 1 00414 Level 3 Level 1 Highway 4 North: North of 25th Avenue Level 2
00413 Highway 4 South Level 4 Level 3 Level 3
04003 Highway 40 East Level 4 Level 4 Level 3
Highway 40 West: West of Highway 29 Junction Level 4 Level 4 No Forecast data 04004 CA000196 Highway 40 West: Highway 29 to Highway 4 South Level 4 Level 3 Level 3
02902 Highway 29 Level 4 Level 4 No Forecast data
52 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Based on the classification system outlined in the Roadside Management Manual and the projected traffic volumes at the 25,000 population horizon forecast, the classifications of Highway 16 East, Highway 16 West, and Highway 4 North, should be upgraded to Level 1. Additionally, Highway 4 South, and Highway 40 will should be upgraded to Level 3 highways.
Under existing conditions, access along these highways does not follow the guidelines as prescribed in the Roadside Management Manual. Moving forward as the City of North Battleford continues to grow and new development is being considered near these highways, it is important for both the City and MHI to keep these access levels in mind and minimize the impact from the competing land access and mobility functions of each highway level.
7.1 Existing Conditions To evaluate existing roadway network conditions, a safety review and capacity analysis was undertaken. The following sections summaries the methodology and describe the results of the analysis.
7.1.1 Safety Review A safety review of the study roadway network was conducted at a high level through office investigation. The assessment included a review of historical collision data and network screening by statistical high proportion testing.
Five-year (2010-2014) collision data were provided by MHI and Saskatchewan Government Insurance (SGI). Collisions with unspecified locations (cited as “unknown,” “private,” or “alley”) were removed from the data set.
From 2010 to 2014, 1,457 collisions were reported at specified locations within the study area. The annual distributions of collisions are summarized in Figure 15. The average number of collisions Figure 15: Reported Collisions (2010 - 2014) per year is 291.4.
The collision distributions on various categories were reviewed. Figure 16 through Figure 19 summarize the collision history by various categories (severity, configuration, natural lighting conditions, and weather conditions). Angle collisions (right-angle, left-turn, right-turn) were the most frequently reported collision configuration (44%) and most collisions (80%) resulted in property damage only (PDO). Additionally, the review indicates that many collisions have occurred under ideal
driving conditions (daylight [69%] and clear weather [69%]).
CA000196 One fatal collision was reported and occurred along the 1500 block of 100th Street (MHI CS 0041400MUA KM 3.6) on February 19, 2013. A single vehicle that lost control and entered the area to the right of the road surface. The lighting and weather conditions were reported as dark and clear, respectively.
53 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Figure 16: Collision Distribution by Severity Figure 17: Collision Distribution by Configuration
Figure 18: Collision Distribution by Figure 19: Collision Distribution by Weather Conditions Natural Lighting Conditions
Statistical high proportion testing was conducted to screen the study network for potentially hazardous locations and to identify sites with the potential for safety improvements.
High proportion testing seeks to identify if the number of collisions of a particular type (such as angle collisions or injury collisions) has occurred at a location at a higher proportion than one would normally expect at similar locations. Collision frequencies at each individual intersection (by control type) and segment (by roadway classification) within the city were compared to the city average for similar crash types and locations. Sites which have experienced a higher number of any particular collision type compared to similar North Battleford locations, and have experienced five or more collisions from 2010 to 2014 (one or more collisions per year, on average) are summarized in Table 12. Detailed results of the calculations for the high proportion test can be found in Appendix D. Locations tagged in the high
proportion test were reviewed in the development of recommendations along with areas where capacity concerns were noted. CA000196
54 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 12: High Proportion Test Results
Total Collisions High Proportion Location Location Type (2010-2014) Concern
Territorial Drive & Sobeys/Co-op Mall Access Unsignalized Intersection 22 Angle
18 Avenue & 101 Street Unsignalized Intersection 20 Angle
16 Avenue & 101 Street Unsignalized Intersection 11 Angle
Territorial Drive & Frontier Mall Service Rd Unsignalized Intersection 10 Angle
Carlton Trail & Frontier Way/Wal-Mart Access Unsignalized Intersection 7 Angle
Highway 4 Bridge Freeway Segment 14 Rear End
100 Street/Highway 4 North & Territorial Dr Signalized Intersection 50 Rear End
Battleford Road & Railway Avenue Signalized Intersection 30 Rear End
Highway 16 & Battleford Road Unsignalized Intersection 21 Rear End
Battleford Road & South Railway Ave Unsignalized Intersection 10 Rear End
Territorial Drive East: Highway 4 to Railway Ave Arterial Segment 6 Roadway Departure
7.1.2 Capacity Analysis Existing traffic operations at the study intersections have been assessed using Synchro 9. Signal timing clearances were obtained from existing signal timing plans, as provided by the City of North Battleford.
Level of service (LOS) analysis assesses the effectiveness of a transportation system alphabetically from A to F, with LOS A equating to the best operating conditions and LOS F representing failure of a movement or intersection. LOS C or better is typically desired for peak hours in smaller urban centres for the purposes of planning intersection upgrades. As the City continues to grow, LOS D is the typical standard for urban intersections in larger urban areas and LOS E may be acceptable for left-turn movements in order to provide better service to opposing through movements. In the interim, locations operating at LOS D or LOS E should be monitored for indications of failure. Detailed level of service definitions are provided in Table 13.
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55 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 13: LOS Criteria for Unsignalized and Signalized Intersections
Average Total Delay (seconds) Average Total Delay (seconds) Level of Service Unsignalized Intersections Signalized Intersections
A 10.0 or less 10.0 or less
B 10.1 to 15.0 10.1 to 20.0
C 15.1 to 25.0 20.1 to 35.0
D 25.1 to 35.0 35.1 to 55.0
E 35.1 to 50.0 55.1 to 80.0
F Greater than 50.0 Greater than 80.0
Other measures, such as volume-to-capacity (v/c) ratio also assist with the assessment. The v/c ratio represents the amount of congestion and available capacity at an intersection and for each individual movement at an intersection and is generally indicative of an intersection’s flexibility and ability to accommodate fluctuations in traffic flow. Volume-to-capacity values of 0.80 for peak hour operations is accepted as the maximum desirable for design of long-term intersection improvements.
Most intersections and individual movements operate within acceptable limits (overall LOS D or better) during both the morning and afternoon peak hours. The following summarizes the capacity analysis for locations at which the level of service is approaching failure or is failing under existing conditions. Results of the capacity analysis for the morning and afternoon peak hours are illustrated in Figure 20 and Figure 21. Detailed analysis outputs from the Synchro analysis are provided in Appendix E.
Highway 4 & 25 Avenue Although the intersection operates reasonably well (overall LOS A), the westbound left-turn at the intersection of Highway 4 & 25 Avenue operates at LOS D during the morning peak hour. Westbound movements operate with greater level of service (LOS C) during the afternoon peak hours. All other movements operate at LOS B or better. The maximum v/c is 0.23 and 0.16 for the morning and afternoon peak hours, respectively, and queuing is not a concern.
Territorial Drive & Sobeys / Co-op Access The southbound movements (leaving Sobeys) at the intersection of Territorial Drive & the Sobeys Access currently fail (LOS F) during both the morning and afternoon peak hours. The intersection
operates at LOS C and LOS D overall during the morning and afternoon peak hours, respectively. All other movements operate at LOS C or better. The maximum v/c is 0.89 and 1.16 for the morning and CA000196 afternoon peak hours, respectively. The southbound 95th percentile queue length is 90 metres and traffic may extend through the development parking lot.
56 City of North Battleford
MASTER PLAN
4
LEGEND
CITY OF NORTH BATTLEFORD BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY
MOVEMENT LOS A - C OR V/C < 0.80 91 ST
MOVEMENT LOS F OR V/C > 0.90
INTERSECTION LOS A - C
INTERSECTION LOS D - E
INTERSECTION LOS F
16
FIGURE 20
16 40
4
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford
MASTER PLAN
4
LEGEND
CITY OF NORTH BATTLEFORD BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY
MOVEMENT LOS A - C OR V/C < 0.80 91 ST
MOVEMENT LOS F OR V/C > 0.90
INTERSECTION LOS A - C
INTERSECTION LOS D - E
INTERSECTION LOS F
16
FIGURE 21
40
4
16 Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Highway 4 & Territorial Drive / South Railway Avenue The intersection of Highway 4 & West Territorial Drive / South Railway Avenue operates reasonably well (overall LOS A) during both the morning and afternoon peak hours. However, the westbound left- turn movement fails (LOS F) and the westbound through movement approaches failure (LOS E) during both peak hours. All other movements operate at LOS C or better. The maximum v/c is 0.34 for both the morning and afternoon peak hours, and queuing is not a concern.
Highway 16 Bypass & Battleford Road The northbound movements at the intersection of Highway 16 Bypass & Battleford Road are currently approaching failure (LOS E) during the afternoon peak hour and the southbound shared through/left lane is beginning to experience delays (LOS D) during the afternoon peak hour. However, the intersections operates well within acceptable limits at LOS A and LOS B overall during the morning and afternoon peak hours, respectively. All other movements operate at LOS C or better. The maximum v/c is 0.20 and 0.51 for the morning and afternoon peak hours, respectively, and queuing is not a concern.
Frontier Mall Service Road & Territorial Drive During the morning peak hours, the intersection of the Frontier Mall Service Road & Territorial Drive operates well overall (LOS A) and all individual movements operate at LOS B or better. However, during the afternoon peak hour, the westbound movements fail (LOS F) causing the intersection to fail overall. The maximum v/c is 0.34 and 1.32 during the morning and afternoon peak hours, respectively. The westbound 95th percentile queue length is 171 metres in the afternoon and traffic may extend beyond the adjacent Frontier Mall accesses.
7.2 25,000 Population Forecast Horizon Analysis of traffic operations at 25,000 population horizon for the study intersections were also assessed using Synchro 9. Mitigation measures will be required to maintain acceptable levels of service. The following summarizes the capacity analysis for locations at which the level of service is anticipated to approach failure or fail at the 25,000 population forecast horizon, without mitigation measures. Results of the 25,000 population forecast horizon capacity analysis for the morning and afternoon peak hours are illustrated in Figure 22 and Figure 23. Detailed analysis outputs from the Synchro analysis are provided in Appendix E. Results of the analysis were used in the development of the improvements plan presented later in this report.
7.2.1 Capacity Analysis
Highway 4 & 25 Avenue CA000196 At the 25,000 population forecast horizon, the intersection of Highway 4 & 25 Avenue is anticipated to continue operating well overall at LOS A. However, the westbound movements are expected to operate at LOS E and LOS D in the morning and afternoon peak hours, respectively. All other movements operate at LOS C or better. The maximum v/c is 0.37 and 0.20 for the morning and
59 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
afternoon peak hours, respectively. The westbound 95th percentile queue is 13 metres and may extend into the adjacent service road.
Territorial Drive & Railway Avenue (West) At the 25,000 population forecast horizon, the eastbound movements at the intersection of Territorial Drive & Railway Avenue (West) are expected to fail at LOS F during both peak hours, causing the intersection to fail overall. All other movements operate at LOS C or better. The maximum v/c is 2.05 and 1.84 for the morning and afternoon peak hours, respectively, and queuing is not a concern.
Territorial Drive & Killdeer Drive / 95 Street The southbound movements at the intersection of Territorial Drive & Killdeer Drive / 95 Street are expected to fail at LOS F during both peak hours, at the 25,000 population forecast horizon, causing the intersection to fail overall. All other movements operate at LOS C or better. The maximum v/c is 5.38 and 4.28 for the morning and afternoon peak hours, respectively. The southbound 95th percentile queue length exceeds capacity.
Territorial Drive & Sobeys / Co-op Access At the 25,000 population forecast horizon, operations at the intersection of Territorial Drive & the Sobeys / Co-op Access are anticipated to continue deteriorating. While eastbound and westbound movements along West Territorial Drive are expected to operate at LOS B or better, both southbound and northbound movements are expected to fail at (LOS F) and the intersection fails overall at LOS F. The maximum v/c 2.78 in the morning peak hour. The northbound and southbound 95th percentile queue lengths and afternoon peak maximum v/c exceeds capacity.
Territorial Drive & Highway 4 / 100 Street Without any change to signal operations at the 25,000 population forecast horizon, the Territorial Drive & Highway 4 / 100 Street intersection is anticipated to generally operate well with LOS B and LOS D overall, during the morning and afternoon peak hours, respectively. Northbound and southbound movements are anticipated to operate at LOS C or better during both peak hours. However, during the morning peak hour, the westbound left-turn movement is expected to operate at LOS D and during the afternoon peak hour, both the eastbound and westbound left-turn movements are expected to fail (LOS F). The westbound through movement also reaches LOS D in the afternoon peak hour. The maximum v/c 0.76 and 1.88 during the morning and afternoon peak hours, respectively. Queuing is not a concern.
Territorial Drive & Clements Drive (West)
CA000196 The southbound movements at the intersection of Territorial Drive & Clements Drive (West) are expected to fail at LOS F during both peak hours, at the 25,000 population forecast horizon, causing the intersection to fail overall. All other movements operate at LOS B or better. The maximum v/c 1.87 in the morning peak hour. The southbound 95th percentile queue lengths and afternoon peak maximum v/c exceeds capacity.
60 City of North Battleford
MASTER PLAN
4
LEGEND
CITY OF NORTH BATTLEFORD BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY
MOVEMENT LOS A - C OR V/C < 0.80 91 ST
MOVEMENT LOS F OR V/C > 0.90
INTERSECTION LOS A - C
INTERSECTION LOS D - E
INTERSECTION LOS F
16
FIGURE 22
16 40
4
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford
MASTER PLAN
4
LEGEND
CITY OF NORTH BATTLEFORD BOUNDARY
TOWN OF BATTLEFORD BOUNDARY
EXISTING RAILWAY
MOVEMENT LOS A - C OR V/C < 0.80 91 ST
MOVEMENT LOS F OR V/C > 0.90
INTERSECTION LOS A - C
INTERSECTION LOS D - E
INTERSECTION LOS F
16
FIGURE 23
16 25,000 POPULATION 40 AFTERNOON PEAK HOUR
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Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Territorial Drive & Clements Drive (East) / Scott Drive Without any change to signal operations at the 25,000 population forecast horizon, the Territorial Drive & Clements Drive (East) / Scott Drive intersection is anticipated to generally operate well with LOS B and LOS C overall, during the morning and afternoon peak hours, respectively. However, during the afternoon peak hour, the eastbound left-turn movement is expected to fail at LOS F. All other movements operate at LOS C or better. The maximum v/c ratios are0.79 and 1.23 during the morning and afternoon peak hours, respectively. Queuing is not a concern.
Territorial Drive & Miller Road At the 25,000 population forecast horizon, eastbound and westbound movements at the intersection of Territorial Drive & Miller Road operate at LOS A. However southbound movements from Miller Road are anticipated to fail (LOS F), causing the intersection to fail overall. The maximum v/c is 1.05 and 3.17 during the morning and afternoon peak hours, respectively. The southbound 95th percentile queue length exceeds capacity.
Territorial Drive & Douglas Avenue At the 25,000 population forecast horizon, northbound and southbound movements at the intersection of Territorial Drive & Douglas Avenue operate at LOS B or better during both peak hours. During the morning peak hour, the intersection is anticipated to operate well overall (LOS A) with eastbound movements from Douglas Avenue anticipated to operate at LOS D. During the afternoon peak hour, however, the eastbound movements from Douglas Avenue are anticipated to fail (LOS F) causing the intersection to fail overall. The maximum v/c is 0.56 and 6.16 during the morning and afternoon peak hours, respectively. The eastbound 95th percentile queue length exceeds capacity.
Territorial Drive & Wearing Road At the 25,000 population forecast horizon, the intersection of Territorial Drive & Wearing Road is expected to generally operate well overall during both the morning and afternoon peak hours with LOS A. However, during the afternoon peak hour, westbound movements from Wearing Road are anticipated to fail (LOS F). All other movements operate at LOS C or better. The maximum v/c is 0.63 and 0.93 during the morning and afternoon peak hours, respectively, and queuing is not a concern.
Territorial Drive & 15 Avenue At the 25,000 population forecast horizon, northbound and southbound movements at the intersection of Territorial Drive & 15 Avenue operate at LOS B or better during both peak hours. During the morning
peak hour, the intersection is anticipated to operate well overall (LOS A). During the morning peak hour, eastbound movements from 15 Avenue are anticipated to operate at LOS E. During the
CA000196 afternoon peak hour, the eastbound movements from 15 Avenue are anticipated to fail (LOS F) causing the intersection to fail overall. The maximum v/c is 0.67 and 3.50 during the morning and afternoon peak hours, respectively. The eastbound 95th percentile queue length exceeds capacity.
63 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Territorial Drive & 13 Avenue At the 25,000 population forecast horizon, northbound and southbound movements at the intersection of Territorial Drive & 13 Avenue operate at LOS B or better during both peak hours. During the morning peak hour, the intersection is anticipated to operate well overall (LOS A). During the morning peak hour, eastbound movements from 13 Avenue are anticipated to operate at LOS E. During the afternoon peak hour, the eastbound movements from 13 Avenue are anticipated to fail (LOS F) causing the intersection to fail overall. The maximum v/c is 0.64 and 4.71 during the morning and afternoon peak hours, respectively. The eastbound 95th percentile queue length exceeds capacity.
Territorial Drive & 8 Avenue / Airport Drive At the 25,000 population forecast horizon, the eastbound and westbound movements at the intersection of Territorial Drive & 8 Avenue / Airport Drive are anticipated to fail (LOS F) during both the morning and afternoon peak hours. All other movements are anticipated to operate at LOS B or better. The maximum v/c is 0.63 and 29.60 during the morning and afternoon peak hours, respectively. The eastbound 95th percentile queue length exceeds capacity.
Territorial Drive & Pioneer Avenue / Carlton Drive At the 25,000 population forecast horizon, the intersection of Territorial Drive & Pioneer Avenue / Carlton Drive is anticipated to operate well at an overall LOS C during the morning peak hour. Further, during the morning peak hour, all individual movements are expected to operate at LOS C or better, except for the southbound left-turn, which is expected to operate at LOS E. During the afternoon peak hour, however, the intersection is anticipated to fail (LOS F). The westbound left- and right-turn movements, as well as the southbound left-turn movement are all anticipated to fail (LOS F). All other movements are expected to operate at LOS D or better during the afternoon peak hour. The maximum v/c is 1.07 and 1.59 during the morning and afternoon peak hours, respectively. The southbound left- turn 95th percentile queue reaches 227 metres in the afternoon peak hour, exceeding the existing storage length. Additionally, the westbound 95th percentile queue length reaches 164 metres, which extends beyond the existing mid-Wal-Mart Access intersection.
Frontier Mall Service Road & Territorial Drive During the morning peak hours, the intersection of the Frontier Mall Service Road & Territorial Drive is anticipated to operate well overall (LOS A) and all individual movements operate at LOS D or better at the 25,000 population forecast horizon. However, during the afternoon peak hour, the eastbound movements are expected to operate at LOS E and the westbound movements fail (LOS F) causing the intersection to fail overall. The maximum v/c is 0.61 and 3.23 during the morning and peak hours,
respectively. The westbound 95th percentile queue length exceeds capacity. CA000196 Highway 4 & Territorial Drive / South Railway Avenue Operations at the intersection of Highway 4 & Territorial Drive / South Railway Avenue are anticipated to continue deteriorating into the 25,000 population forecast horizon. Eastbound and westbound
64 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
movements are expected to fail (LOS F) during both the morning and afternoon peak hours. The northbound and southbound movements will operate at LOS B or better. The maximum v/c is 4.59 and 4.27 during the morning and afternoon peak hours, respectively, and the eastbound and westbound 95th percentile queue lengths exceed capacity.
Highway 16 Bypass & Battleford Road Operations at the intersection of Highway 16 Bypass & Battleford Road are anticipated to continue deteriorating into the 25,000 population forecast horizon. Northbound and southbound movements are expected to fail (LOS F) during both the morning and afternoon peak hours. The eastbound and westbound movements will operate at LOS B or better. The maximum v/c is 0.58 and 29.84 during the morning and afternoon peak hours, respectively, and the northbound 95th percentile queue length exceeds capacity.
7.3 Roadway Cross-Sections Roadway cross-section standards provide guidance for the City and developers when upgrading existing and planning new roadways. Roadways that are complete streets accommodate all users, including pedestrians, bicyclists, motorists, and transit. Roadway rights-of-way also accommodate underground and overhead utilities, overland drainage, and other miscellaneous items that must be considered in the allocation of roadway space.
The City of North Battleford currently does not have published standards or guidelines for roadway cross-sections and typically relies upon the Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads and the Design Manuals from the Saskatchewan Ministry of Highways and Infrastructure (MHI) for reference. Urban roadway cross-sections within the City include collector and local roadways. In most cases, these roadways include one travel lane per direction, with parking and sidewalks (mono) on both sides of the roadway. The roadway and sidewalk widths vary. Spot checks indicated that the pavement width typically ranges between 13 metres and 14 metres for collector and local roadways. In newer developments such as those north of Territorial Drive, local roads have pavement widths closer to 11m. Sidewalk widths were found to be varied, with some measuring just over one metre and others 2.5 metres. Currently, the only roadway classified as an arterial is Territorial Drive, which is a rural two-lane cross-section, with a separate pathway along the inside of most of the corridor.
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guidelines, and the guidelines of other municipalities were reviewed. Complete street concepts were also considered and incorporated in to the recommendations.
7.3.1 Municipal Standard Review Table 14 through Table 15 provide a summary of the cross-section components for Regina, Saskatoon, Prince Albert, Lloydminster, and Stony Plain (Alberta), for arterial, collector and local roadways, as well as lanes. Sources of information for each of the jurisdictions are:
+ City of Regina – Development Standards Manual 2010 + City of Saskatoon – New Neighbourhood Design and development Manual January 2016 + City of Prince Albert – Design Standards 2015 + City of Lloydminster Municipal Development Standards, March 2014 + Town of Stoney Plain (Alberta)– Municipal Development Standards, April 2006 Differences that can be seen between the jurisdictions for all roadway types include lane widths, which range from 3.1 metres to 4.5 metres on collector roadways and 3.5 metres to 3.95 metres on arterials. Specific lane widths on local roadways are not specified and vary depending on parking arrangements. On collector and arterial roadways, the presence of landscaped boulevards between the roadway and pedestrian accommodation also varies. A key difference in the cross-sections is the accommodation of active modes, only the Cities of Saskatoon and Prince Albert, which specify bicycle accommodation on arterial roadways, provide accommodation of active modes outside of walking. None of the jurisdictions specify bicycle accommodation for collector or local roadways.
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Table 14: Arterial Roadway Cross-Section Comparison
Sub Traffic Volume No. of Landscape Posted Divided Lane Width Access Spacing Active Mode Accommodation Parking Jurisdiction Classification (vehicles/day) Lanes Boulevard Buffer Speed (km/hr)
3.95 – 4 lanes Major Yes 10,000 – 30,000 4 or 6 400 m No Sidewalk Both Sides No 70 3.67 – 6 lanes Regina
Minor No 5,000 – 20,000 4 3.35 200 m No Sidewalk Both Sides Optional 60
450 m (Desirable) Sidewalk One Side and Shared Pedestrian / Bicycle Class A Yes 5,000 – 30,000 6 3.60 Yes No 70 (Maximum) 250 m (Minimum) Pathway or Exclusive Bicycle Lane on Roadway
450 m (Desirable) Sidewalk One Side and Shared Pedestrian / Bicycle Saskatoon Class B Yes 5,000 – 30,000 4 3.60 Yes No 70 (Maximum) 250 m (Minimum) Pathway or Exclusive Bicycle Lane on Roadway
450 m (Desirable) Sidewalk One Side and Shared Pedestrian / Bicycle Class C No 5,000 – 30,000 4 3.60 Yes No 70 (Maximum) 250 m (Minimum) Pathway or Exclusive Bicycle Lane on Roadway
200 m (Uncontrolled) Separate Sidewalk One Side and Prince Albert No 10,000 – 25,000 2 to 6 3.50 Yes No 50 - 60 400 m (Controlled) Regional Pathway One Side
Divided Yes 12,000 – 30,000 4 3.70 Not Specified Yes Separate Sidewalk One or Both Sides No 60 - 70 Lloydminster Undivided No 5,000 – 12,000 4 3.70 Not Specified Optional Sidewalk One or Both Sides No 60
Divided Yes 12,000 – 30,000 4 3.70 Not Specified Yes Separate Sidewalk One or Both Sides No 60 - 70 Stony Plain (Alberta) Undivided No 5,000 – 12,000 4 3.70 Not Specified Optional Sidewalk One or Both Sides No 60
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Table 15: Collector Roadway Cross-Section Comparison
Traffic Volume Posted Sub Classification Divided No. of Lanes Lane Width Access Spacing Landscape Boulevard Buffer Active Mode Accommodation Parking Jurisdiction (vehicles/day) Speed (km/hr)
Residential/Commercial No 4(1) 3.7(2) 60 m No Sidewalk Both Sides No 50 Regina Industrial No 4(1) 3.7(2) 60 m No Sidewalk One Side No 50
Class A No 1,000 – 15,000 2 3.6 60 m Yes Sidewalk Both Sides Both Sides 50
Saskatoon Class B No 1,000 – 15,000 2 3.6 60 m Yes Sidewalk Both Sides One Side 50
Class C No 1,000 – 15,000 2 4.5 60 m Yes Sidewalk Both Sides No 50
Minor Collector No 2,000 – 10,000 2 3.5 100 m Optional Sidewalk Both Sides Yes 50 – 60 Prince Albert Major Collector No 2,000 – 10,000 4 3.5 100 m Optional Sidewalk Both Sides No 50 – 60
Urban Residential - Major No 2,500 – 5,000 2 3.6 60 m Yes Sidewalk Both Sides Yes 50
Urban Residential - Minor No 1,000 – 2,500 2 3.1 60 m Yes Sidewalk Both Sides Yes 50
Lloydminster Urban Industrial/Commercial No 1,000 – 5,000 2 3.7 60 m Yes Sidewalk Both Sides Yes 50
Rural Residential No 1,000 – 5,000 2 8.0(3) 60 m Yes Optional 3.0 m ACP No 70
Rural Industrial No 1,000 – 5,000 2 9.0(3) 60 m Yes Optional 3.0 m ACP No 70
Urban Residential - Major No 2,500 – 5,000 2 3.6 60 m Yes Sidewalk One or Both Sides Yes 50
Urban Residential - Minor No 1,000 – 2,500 2 3.1 60 m Yes Sidewalk One or Both Sides Yes 50 Stony Plain Urban Industrial/Commercial No 1,000 – 5,000 2 3.7 60 m Yes Sidewalk One or Both Sides Yes 50 (Alberta) Rural Residential No 1,000 – 5,000 2 8.0(3) 60 m Yes Sidewalk One or Both Sides No 70
Rural Industrial No 1,000 – 5,000 2 9.0(3) 60 m Yes Sidewalk One or Both Sides No 70
Notes: (1) Two lanes allowed on a 8.0m pavement width, no parking 000196 A C (2) Second lanes can be 3.0m (3) Pavement width – no painted lanes
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Table 16: Local Roadway Cross-Section Comparison
Traffic No. of Lane Width Access Landscape Boulevard Active Mode Posted Sub Classification Divided Volume Parking Bus Route Jurisdiction Lanes (m) Spacing Buffer Accommodation Speed (km/hr) (vehicles/day)
No 2 8.7(1) 60 m No Sidewalk One Side(2) Both Sides 50 No Regina No 2 11.0(1) 60 m No One Side 50 Yes
One Side Saskatoon No <1,000 2 9.50 min.(1)(3) Not Specified No Sidewalk One or Both Sides(3) 50 Not Specified (min.)
Prince Albert No <2,000 2 11.0(1) 40 m No Sidewalk Both Sides Both Sides 40 Not Specified
Urban Residential No <1,000 2 9.5(1) Not Specified No Sidewalk One or Both Sides Permitted 50 Prohibited
Urban No <1,000 2 12.0(1) Not Specified No Sidewalk One or Both Sides Permitted 50 Prohibited Industrial/Commercial Lloydminster
Rural Residential No <1,000 2 7.0(1) Not Specified No Optional No 50 Restricted
Rural Industrial No <1,000 2 8.0(1) Not Specified No Optional No 50 Restricted
Urban Residential No <1,000 2 9.5(1) Not Specified No Sidewalk One or Both Sides Permitted 50 Prohibited
Urban No <1,000 2 12.0(1) Not Specified No Sidewalk One or Both Sides Permitted 50 Prohibited Stony Plain Industrial/Commercial (Alberta) Rural Residential No <1,000 2 7.0(1) Not Specified No Optional No 50 Restricted
Rural Industrial No <1,000 2 8.0(1) Not Specified No Optional No 50 Restricted
Notes: (1) Two lanes allowed on a 8.0m pavement width, no parking (2) Second lanes can be 3.0m (3) Pavement width – no painted lanes
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Table 17: Lane Cross-Section Comparison
Landscape Boulevard Posted Sub Classification No. of Lanes Lane Width Access Spacing Active Mode Accommodation Parking Jurisdiction Buffer Speed (km/hr)
Single-Family 2 5.5 m(1) Not Specified No None Regina Multi-Family 2 8.5 m(1) Not Specified No None
Saskatoon 2 6.0 m(1) Not Specified No None
Prince Albert 2 6.0 m(2) 30 m No None No 20
Residential 2 4.5 m(1) Not Specified No None Lloydminster Industrial / Commercial 2 6.0 m(1) Not Specified No None
Stony Plain (AB) 2 6.0 m(1) Not Specified No None
Notes: (1) Surface width – no painted lanes (2) Right-of-Way Width
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7.3.2 Complete Streets
Complete Streets are streets built for everyone. They are designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. Complete Streets make it easy to cross the street, walk to shops, and bicycle to work. 3 The focus of the complete streets designation is the mobility function of various types of roads. The main function of roads is to provide access to property and accessibility between various destinations.
A key feature of complete streets is promotion of multi-modal transportation and encouraging the use of active modes of transportation. This implies providing a higher quality of facilities rather than simply accommodating pedestrians and cyclists. Consideration of safe and comfortable user space and attractive surroundings with suitable amenities, and connectivity are paramount in the design of complete streets. Recent planning in the City of North Battleford, such as the development of the Downtown Master Plan, has placed increased importance on accommodation and encouragement of active modes. In the online survey, when asked what is most important for long term transportation planning, pedestrian and cyclist safety and walkability ranked number four and five, respectively.
User space and segregation are related matters. At present, North Battleford has no exclusive space for cycling. Cyclists either mix with other vehicular traffic or share the multi-use trails with other active modes. Many jurisdictions are adding exclusive and semi- exclusive cycling facilities into their
roadway standards, especially when developing complete streets
CA000196 initiatives. The different facilities have various advantages/disadvantages related to user service, operational service,
3 Smart Growth America – National Complete Streets Coalition
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and cost. Key considerations in selecting facilities are acknowledgement of the range of ability and user expectations that need to be accommodated; and the understanding and respect that drivers/parkers will accord to vulnerable users on street facilities. The context of the application is also important – traffic volumes, speed, active modes volumes, and street/community character.
To provide comfortable user spaces active modes facilities should be lit, have attractive amenities such as benches, bike racks, and garbage cans. Landscaping and wayfinding signage are also important features when promoting multi-mode travel.
The success of a complete streets framework also Grid Network Example depends largely on the arrangement of the active modes Source: Calgary Transportation Plan –Connectivity Handbook, Draft 2010 travel. Connectivity refers to “the density of connections in path or road network and the directness of links. A well-connected road or path network has many short links, numerous intersections, and minimal dead-ends (cul- de-sacs). As connectivity increases, travel distances decrease and route options increase, allowing more direct travel between destinations, creating a more accessible and resilient system that reflects Complete Streets principles.”4 Connectivity principles apply to both neighbourhood and overall transportation networks. Connectivity of the active modes network is also a key component for encouraging increased active modes use. Benefits of
increased connectivity include increased Curvlinear Network Example accessibility for emergency services, Source: Calgary Transportation Plan –Connectivity Handbook, Draft 2010 increase viability of active modes transportation, increased accessibility to regional roadway systems, and improved adaptability for
CA000196 communities to respond to changes in economic, social and environmental conditions. Grid networks provide the highest levels of connectivity for both vehicles and active modes, whereas curvilinear networks provide the lowest levels of connectivity. Combinations of these layouts have been used to balance active modes connectivity with concerns of speeding and shortcutting. Within the limits of
4 Victoria Policy Institute, http://www.vtpi.org/tdm/tdm116.htm
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Territorial Drive, the roadways were constructed in a grid network; the newer neighbourhoods of Killdeer and Fairview follow a more curvilinear pattern.
Table 18 outlines proposed cross-section guidelines for the City of North Battleford. This is a general guideline that should be applied adaptively to both new and existing roadways taking into account the local context. Since on street accommodation of bicycles, is not comfortable for all users, exclusive lanes can be expensive and require additional space, the recommended option for the City of North Battleford is accommodation of cyclists with pedestrians on multi-use trails on collector and arterial roadways, and on street for local roadways. A standard lane width of 3.5 metres for collector and arterial roadways allows for increased boulevard width and provides space for multi-use trails instead of sidewalks.
Effective application of these guidelines would be appropriate to create an attractive and pleasant environment to encourage active modes users. In addition, landscaping, corner cuts, bulb outs and human level lighting can be applied to encourage walking and cycling. These cross-section guidelines should be carried forward into the development of design guidelines for the City.
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Table 18: North Battleford Cross-Section Guidelines
Sub- Active Modes Landscaped Classification Typical Mobility Function Target Volume Traffic Lanes Parking Transit Posted Speed Classification Accommodation Boulevard Buffer
Divided <30,000 Serves heavier volumes of longer distance travel Separated Pathway One or Two One or two lanes each 60 km/hr 7 to Arterial than collectors. Direct access is generally not Sides Both Sides Optional 6 Yes direction 4 5 80 km/hr 8 permitted. Sidewalk One Side Undivided <20,000
Residential <15,000 Divided Collects and distributes traffic from local streets. Separated Pathway One Side Both Sides Provides circulation within neighbourhoods, Sidewalk One Side Residential Permitted on Collector direct access to abutting property is permitted <5,000 One lane each direction 4 Yes 50 km/h Undivided both sides except where there is a median divider in the road.9 Industrial Separated Pathway (one side) 3 One Side <10,000
Pedestrians – Sidewalks (both Provides direct access to abutting property. sides) Residential Street design is focused on the needs of local Optional <1,000 Permitted on Local users and the character of the neighbourhood. 1 2 One lane each direction 10 No 50 km/h Cyclists – On Street both sides Most streets in the community are local streets serving residential and industrial land. Industrial Separate Pathway (one side) 3 One Side <3,000
Provides secondary access to property. Often Lane N/A Shared Space N/A <500 N/A N/A No 20 km/hr used for garbage collection.
Notes: (1) Trails may be required on local roads to provide network continuity (2) Signed bike routes may be located on local roads 9 (3) Minimum trail widths of 2.5m are generally acceptable. (4) Traffic lane widths are 3.5m (5) Number of traffic lanes on arterial roadways will be determined by a traffic study (6) The need for parking lanes on arterials should be determined on a case by case basis and will be dependent on adjacent land uses (7) Lower speed limits for arterial roadways should be considered where adjacent land uses front onto the roadway and/or in areas of significant pedestrian/cyclist activity (8) For an arterial roadway with a posted speed limit greater than 60 km/hr, travel lane widths are 3.7m. (9) Driveway access from a collector or local road is not desirable on the side of the street with a separate trail. (10) Traffic lane widths for local roads are minimum 3.1m, 3.5m minimum when no parking is permitted.
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7.4 Urban Highway Connectors MHI developed the Urban Highway Connector Program (UHCP) in 2008 to provide a consistent policy framework for handling public highways through urban municipalities that connect two provincial highways, known as “Urban Connectors”. The program was intended to address inconsistencies in service and funding levels to urban municipalities, based on guiding principles of safe and efficient movement, transparency, equity and long-term planning; maximizing benefits to the provincial economy. The June 2008 Policy document defined an urban connector as a public highway located in an Urban Municipality that connects two provincial highways. The provincial interest in the urban connector was defined as the level of commitment that the province has in an urban connector, based on the functionality, mobility and continuity of an urban connector.
The UHCP provides urban municipalities with funding based on the ‘Provincial Level-of-Interest’ in a roadway. It defines five roadway classification levels using a sliding scale, where Level 1 has the highest Provincial Level-of-Interest and is fully funded by MHI. The fifth level is a ‘Non-Connector’, has no Provincial Level-of-Interest, and receives no funding. The ‘Provincial Level-of-Interest’ in the highways through North Battleford was identified in 2011 as follows (also shown in Figure 24):
+ Highway 16 – Level 1 + Highway 4 – Level 2 + Territorial Drive – Level 2 + Highway 40 – Level 2 (within North Battleford) The desired Urban Highway Connector Program outcomes are defined as:
+ Improved route continuity for traffic passing through urban areas + Enhanced traffic safety in urban areas + Equitable treatment for urban municipalities + Improved level of service on urban connectors + Enhanced transportation planning to meet future requirements + Enhanced management of transportation infrastructure including targeting of resources to maximize benefits for the provincial economy.
To protect traffic mobility on urban connectors, the urban municipality and MHI agreed to the following five requirements:
+ Maintain the current weight regime, or mutually agree to change it.
+ Maintain the currently designated dangerous goods routes, or mutually agree to change them.
CA000196 + Allow oversize and overweight vehicles if provincial permits have been issued. + Maintain current speed limits, or mutually agree to change them. + Maintain the current access points/traffic control devices, or mutually agree to change them.
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Figure 24: Provincial Level of Interest Map
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7.4.1 Provincial Level of Interest Review Confirming the province’s level-of-interest in the urban connectors and associated improvements is based on existing UHCP policy and criteria, regarding functionality, mobility and continuity. A number of key factors include the National Highway classification, the province’s Functional Classification, the province’s desired long-term Access Management Level compared with the existing degree of access management, the split between ‘through’ and ‘local’ traffic volumes, and the roadway’s long-term ability to serve provincial requirements.
The provincial interest level is determined using the following sub-components and associated classification levels:
+ Functionality – In the classification process, the primary function of the urban street is identified. This category consists of three subcomponents: o The existing functional classification system for the highway network o Urban municipal size (proxy measure of traffic mix) o Roadway usage + Mobility – Continued mobility through an urban municipality is of significant provincial interest. To quantify mobility, the following are considered: o The street classification as designated by the municipality o Character of the roadway o Operational characteristics represented by level-of-access + Continuity – Urban connectors are essential in providing continuity to the provincial highway system and include: o The National Highway System (NHS) o The extension of the rural road classification system through the urban municipality
Through the provincial interest, the province recognizes the importance of creating an integrated transportation system for the province. The provincial interest level is determined using the eight criteria defined above, related to the functionality of the connector route, the level of mobility provided, and the level of continuity or connectivity that exists with the adjoining rural highway system.
Table 19 shows the assessment of provincial level of interest for the City of North Battleford. The following observations are made concerning the urban connectors through the City of North Battleford. The numbers in this list correspond with footnote numbers found in Table 1. 1. The sections of four-lane divided along Territorial Drive are shown separately (highlighted in
yellow in Table 1). The 2008 UHCP appears to have separated all four-lane sections by two-lanes per direction. CA000196 2. The UHCP Levels shown in the UHCP 2008 North Battleford Summary Provincial Interest Classification Ratings table do not agree with the associated provincial interest map, shown in Figure 24. The map was assumed correct.
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3. The UHCP Program Appendix F, Usage Calculation, indicates that: "Since the categories for the usage factor are broad (< 25 percent, between 25 percent and 75 percent, and > 75 percent), the vast majority of urban connectors should be classified correctly. In many cases, even if the urban traffic increases significantly, the classification would not change." 4. The following Trip Purpose (usage factor) observations for the City of North Battleford are based on 2015 traffic volume outcomes. a. UHCP Level 1 (National Highway System) segments: Usage Factor: 'Through' volume usage ranges from 66% to 86%; largely carry 70% 'Through' traffic. Core links in the NHS default to Level 1 Provincial Interest. These roadways accommodate the movement of people, goods and services inter-provincially and internationally. and typically serve long trip lengths. b. UHCP Level 2 segments: Usage Factor: 'Through' volumes usage ranges roughly between 8% and 28%. These segments largely carry 72% through 92% 'Local' traffic. The Level 2 segments largely form an ‘urban ring road’ (Territorial Drive) around the city centre, facilitating access between the east-west Highway 16 corridor and Highway 4 to the north. The 'ring road', with Highway 16 forming the south leg, is intended to provide a relatively uninterrupted connection between the province's two major arterials. c. Highway 40, Level 2: Usage Factor: Carries 68% 'Through' traffic (only 32% 'Local'), higher than the balance of the Level 2 roadways; however, it is not a National Highway, therefore 'No Change'. 5. It is estimated that Battleford Road and Railway Avenue between Battleford Road and Territorial Drive carry approximately 55% and 38% of provincial through traffic, respectively. 6. The UHCP Level 'Return to Urban' were not assessed.
Table 13 shows the resulting ranking for provincial level of Interest. At an overview level, Table 20 shows the provincial interest classification factors and the points assigned to each factor. The
provincial interest levels have not changed from the 2008 assessment.
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Table 19: Provincial Level of Interest Assessment
Roadway Sections 2015 Traffic Volumes
Preliminary Provincial UHCP Level 24‐Hour Volume Trip Purpose (%)(5) Length General Comments Provincial Level‐of‐Interest Cross‐ City North (2008 Summary Agreement) [Usage Factor](3) Highway Control Map Location Highway Access Range External Comments
Lanes Section Battleford National Section Section Highway (2) No. Description Number of (km) Function Level Table Map Usage From To Traffic Through Local (Figure 24) Highest volume segment, primarily 14‐A 2 4‐Lane 0.92 South side of River carrying all 'Local' inter‐municipal 4/16 11 Rural river to Hwy Yes Major Arterial 1 Expressway 1 1‐NHS Prov. 22,600 15,000 66% 34% NHS, no Change Crossing traffic and inter‐provincial 'Through' 14‐B 2 Divided 0.77 16 Bypass traffic. Hwy 16 Primary function is carrying traffic Link in 14‐A 2 4‐Lane 1.12 Level 3 based on high volume of Bypass to between Town of Battleford and Territorial 12 Rural ‐ n/a ‐ Arterial 2 2 Prov. 12,000 1,700 14% 86% 'Local' use; but should retain Territorial downtown CNB. Low percentage of Dr. 14‐B 2 Divided 1.09 consistency with Territorial Drive. Drive 'Through' traffic. 4‐Lane Primary function is carrying traffic 14‐A 2 1.03 99 Street Provincial highway, but not in North Leg 13 Urban ‐ Major Arterial 3 Expressway 2 2 Shared 8,800 10,900 2,600 26% 74% between the CNB and destinations to North NHS; remains Level 2. 14‐B 2 Divided 1.03 the north; limited 'Through' traffic. 2‐Lane The external 'Through' traffic flow is 2 Rural 3.65 4,500 5,500 1,400 28% 72% consistent across segment, with Undivided Territorial limited local access; however, the 4‐ ‐ n/a ‐ Arterial 2 2 Shared 4 Drive West lane section at the north end 4(1) 4‐Lane 0.45 8,200 11,400 1,400 14% 86% accommodates 'Local' commercial Level 3 based on high volume of Urban traffic. 'Local' use; but Territorial Drive Divided provides the desired higher 14‐70 14 4 north 0.60 9,200 10,400 800 8% 92% standard connection between The east leg of Territorial Drive 2‐Lane Highways 16 and 4; remains Level 2 Rural 3.65 8,500 9,700 800 9% 91% includes several intersections with Urban Ring Road Territorial 2. ‐ n/a ‐ Arterial 2 2 Shared municipal roads and primarily Undivided Drive East 4‐Lane facilitates 'Local' traffic circulation; 4 Urban 0.78 8,400 9,700 800 9% 91% largely serving as a local road. south Divided 26‐A 2 4‐Lane 1.89 East city High volume of 'Through' traffic along 15 Rural boundary to Yes Major Arterial 1 Expressway 2 1‐NHS Prov. 8,400 12,500 9,000 86% 14% Yellowhead Highway, between NHS, No Change 26‐B 2 Divided 1.98 Highway 40 Saskatoon and Alberta border. East Leg Likely significant 'Local' commute 26‐A 2 4‐Lane 0.75 Highway 40 to between Hwy 40/Thatcher Ave 16 Rural Highway 16 Yes Major Arterial 1 Expressway 2 1‐NHS Prov. 14,000 9,300 66% 34% NHS, No Change employment centre and Hwy 16 26‐B 2 Divided 0.75 Bypass bypass/Territorial Drive intersections. Highway 16 Low 24‐hour volume; since traffic 2‐Lane 16 East to destined to/from Terr. Dr. and 26 17 2 Rural 0.92 Yes Major Arterial 1 Expressway 2 1‐NHS Prov. 5,500 3,800 69% 31% NHS, No Change Battleford adjacent commercial area must turn Undivided Road off/on bypass at Battleford Rd.(5) 2‐Lane Battleford Segment carries a high percentage of 26 18 2 Rural 1.29 Road to River Yes Major Arterial 1 Expressway 1 1‐NHS Prov. 10,600 7,500 71% 29% 'Through' traffic since access to/from Undivided Crossing CNB not available at the directional NHS, No Change Bypass Segment 2‐Lane Directional 26‐A 1 0.77 connection with the north side of the 19 Rural connection to Yes Major Arterial 1 Expressway 1 1‐NHS Prov. 10,600 7,500 71% 29% river crossing. 26‐B 1 Divided 0.72 River Crossing 26‐70‐ Segment primarily accommodates Link in 2 4‐Lane 0.36 Railway Ave: Level 3 based on high volume of A access to CNB. Only 'Through' traffic
Territorial 20 Rural 16 Bypass to ‐ n/a ‐ Arterial 2 2 Shared 10,900 1,000 9% 91% 'Local' use; but should retain 26‐70‐ is a limited volume destined to/from Dr. 2 Divided 0.36 Territorial Dr. consistency with Territorial Drive. B Hwy 4.
CA000196 2‐Lane Segment carries a high percentage of Highway 16 to Provincial highway, but not in 40 South‐east 03 21 2 Rural 0.71 ‐ Minor Arterial 4 Expressway 3 2 Prov. 1,900 1,300 68% 32% 'Through' traffic, likely as an access city boundary NHS; remains Level 2. Undivided route to Prince Albert.
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Table 20: Provincial Level of Interest Ranking
Functionality Mobility Continuity Provincial Interest
Provincial Usage Roadway Access Management National Highway System Rural Road Points Size of Municipality Municipal Street Class Level Route Functional Class Provincial Traffic Character Level Category Classification System Necessary Roadway Sections
Major Arterial 15 < 5,000 25 > 75% 10 Freeway 10 Rural 10 U‐1 10 Core Route 10 RRCS 1 10 76 to 100 1
Minor Arterial 10 5,000 ‐ 10,000 20 25% ‐ 75% 5 Expressway 7 Sub‐Urban 5 U‐2 5 Feeder Route 0 RRCS 2 7 51 to 75 2
Highway Collector 5 10,000 ‐ 25,000 15 < 25% 0 Arterial Street 4 Urban 0 U‐3 0 Northern/Remote 0 RRCS 3 4 36 to 50 3 Control Map Highway Section No. Description No. Local 0 25,000 ‐ 50,000 10 Collector Street 2 Not Designated 0 RRCS 4 2 0 to 35 4
14‐A South side of river to Hwy 16 4/16 Major Arterial 15 10,000 ‐ 25,000 15 34% 5 Expressway 7 Rural 10 1 10 Core Route 10 1 10 82 1 Bypass 14‐B
14‐A Link in Territorial Dr. 4 Hwy 16 Bypass to Territorial Drive Major Arterial 15 10,000 ‐ 25,000 15 86% 10 Arterial Street 4 Sub‐Urban 5 2 5 ‐ 0 1 10 64 2 14‐B
14‐A North Leg 13 99 Street North Major Arterial 15 10,000 ‐ 25,000 15 74% 5 Expressway 7 Urban 0 3 0 ‐ 0 1 10 52 2 14‐B 4
Territorial Drive West Major Arterial 15 10,000 ‐ 25,000 15 79% 10 Arterial Street 4 Sub‐Urban 5 1 10 ‐ 0 1 10 69 2
Urban Ring Road 14‐70 14
Territorial Drive East Major Arterial 15 10,000 ‐ 25,000 15 91% 10 Arterial Street 4 Urban 0 2 5 ‐ 0 1 10 59 2
26‐A 16 East city bdy to Highway 40 Major Arterial 15 10‐000 ‐ 25,000 15 86% 10 Expressway 7 Rural 10 1 10 Core Route 10 1 10 87 1 26‐B East Leg 26‐A 16 Highway 40 to Highway 16 Bypass Major Arterial 15 10,000 ‐ 25,000 15 66% 5 Expressway 7 Sub‐Urban 5 1 10 Core Route 10 1 10 77 1 26‐B 16 Highway 16 East to Battleford 26 17 Major Arterial 15 10,000 ‐ 25,000 15 69% 5 Expressway 7 Sub‐Urban 5 1 10 Core Route 10 1 10 77 1 Road
26 18 Battleford Road to River Crossing Major Arterial 15 10,000 ‐ 25,000 15 71% 5 Expressway 7 Rural 10 1 10 Core Route 10 1 10 82 1
26‐A Directional connection to River 19 Major Arterial 15 10‐000 ‐ 25,000 15 71% 5 Expressway 7 Rural 10 1 10 Core Route 10 1 10 82 1 Bypass Segment Crossing 26‐B
26‐70‐ A Railway Ave: 16 Bypass to Link in Territorial Dr. Major Arterial 15 10,000 ‐ 25,000 15 9% 0 Arterial Street 4 Sub‐Urban 5 2 5 ‐ 0 1 10 54 2 26‐70‐ Territorial Dr. CA000196 B
40 South‐east 03 40 Highway 16 to city boundary Minor Arterial 10 10,000 ‐ 25,000 15 68% 5 Expressway 7 Rural 10 4 0 ‐ 0 2 7 54 2
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7.4.2 Guide Signage Traffic Control Devices such as signs, signals and pavement markings provide instructions to drivers. Signs provide regulatory, warning and guidance information to the driver to allow decisions to be made on an ongoing basis. Proper guidance though the use of guide and information signage is very important to the driving task. This task can be made safe, more efficient, convenient and comfortable by ensuring that directional route information is conveyed to motorists in clear concise, simple and understandable form5.
A high-level review of existing signage was completed to confirm if drivers are able to make informed decisions regarding route selection and to provide recommendations to improve information regarding access to North Battleford. Figure 25 shows the existing guide signage along the provincial corridors in and around North Battleford.
The key to guide signage is consistency in messaging. In a situation such as around North Battleford, where there is convergence of many highways and also the City of North Battleford and Town of Battleford, driver workload can be high, increasing the importance of clear, consistent, and efficient messaging. The presence of left hand exits, which are not typical, also add to driver workload.
It is recommended that a full review the current guide signage is completed for existing conditions and that a figure guide sign plan is developed along with functional planning for ultimate grade separation of the Highway 16 corridor. Some of the items that should be considered in a detailed review are:
+ Consistency in the use of the highway shields on the groundmount signs. There are panels that indicate major movements, but do not include the shields, only the destinations. For example: westbound on Highway 16, there is a groundmount that shows Battleford and Lloydminster with a curved left arrow, but does not include the Highway shields. The advance warning sign does include the Highway shields. The Meadow Lake destination signs also do not include the Highway 4 shield.
+ Guide signage is always more challenging when dealing with a dual or multiple designation routes, such as Highway 16 West and Highway 4 South. Consistency in messaging is key.
+ Increasing the priority and prominence of North Battleford in signage on the east and west approaches of Highway 16, including consistency in wording. One suggestion is on the east leg of Highway 16 consider including North Battleford signage where the current cantilever sign indicating Battleford and Lloydminster is located. On the west leg across the river, replace the reference to the Business Loop with North Battleford, alternatively both references could be used together.
CA000196 + Provide an additional overhead signage on the north side of the Battleford Bridge, indicating that lanes must exit. The two-lane fork where Highway 4 and Highway 16 split does not have typical lane balancing and may be confusing for drivers, potentially leading to a sudden lane changes and reductions in speed at the gore.
5 Highway Guide and Information Sign Manual, Alberta Transportation, October 2006
81 4 City of North Battleford
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TOWN OF RM OF 4 BATTLE BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
+ Add a sign westbound on the Highway 16 bypass, indicating access to North Battleford services via Battleford Road. This will notify drivers of a second opportunity to access North Battleford, if they did not exit at Railway Avenue.
In addition to standard Highway Guide Signage, the City of North Battleford should consider the development of a wayfinding plan, with a consistent look and messaging indicating key destinations and services throughout the City, priority for wayfinding signage should be on westbound Railway Avenue between Highway 16 and Battleford Road, Battleford Road between Highway 16 and Railway Avenue, and Highway 4, prior to the intersection with 100 Street.
7.5 Improvement Plan A staged improvement plan has been developed giving consideration to the results of the existing and forecasted capacity analysis, as well as safety review. Table 21 summarizes the recommended improvements by location and includes proposed timing for implementation of improvements. Figure 26 illustrates the locations of the recommendations by timeframe. The timeframe for recommendations has been broken into four horizons:
+ Short-term for locations where improvement is recommended for existing conditions + Medium-term where improvement is recommended within the next five years + Intermediate-term for improvements recommended at within 10 years + Long-term for recommendations triggered within 20 years High- level cost estimates are also presented in Table 21 alongside the recommended improvements. The estimates include costs of surface work but are exclusive of property acquisition costs, engineering fees, and roadway illumination and other utilities. Cost estimates for new signal system installation are inclusive of signal actuation. The following provides a summary of the recommendations, improvement numbers correspond with Table 21 and Figure 26. MHI has indicated that responsibilities and funding for improvements that pertain to provincial highways through the City will be assessed on a case-by-case basis.
1. Highway 4 & Territorial Drive / South Railway Avenue To improve operations, through to the 25,000 population forecast, the intersection of Highway 4 & Territorial Drive / South Railway Avenue requires additional traffic control. The existing stop signs are insufficient to provide acceptable operations to the minor approaches (Territorial Drive / South Railway Avenue) in the short-term horizon. Sight distance limitations from the minor approaches also affect operations and safety at the intersection. Signalization would improve and provide acceptable
operations for the minor approaches however, in the interest of traffic movement and mobility, MHI typically prefers to avoid signalization along the arterial highway system. As such, roundabout options CA000196 were evaluated as an alternative to traffic signals. A two-lane roundabout was found to provide acceptable operational conditions at the intersection, up to and beyond the 25,000 population horizon. Roundabouts have fewer conflict points than traditional intersections, resulting in a reduction of serious collision types. A roundabout at this location could also provide additional traffic calming benefits of
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gradually slowing traffic as it transitions from a rural Highway 4 to the urban area (100 Street). Improvements at this location are recommended for existing conditions. Given that the costs of constructing a roundabout are relatively high, and that the intersection is on a transition between the rural and urban sections of Highway 4, signals are recommended to improve operations in the short-term. Further investigation of sightlines should be completed to determine if advance-warning flashers would be required in conjunction with the signal. Without improvements to laning, a signal can likely operate acceptably up to and beyond the 25,000 population horizon. In the long term to improve mobility and flow along the corridor, a roundabout is preferred. Functional planning to confirm the geometrics and footprint of the roundabout and determine right-of-way requirements should be undertaken in the interim to allow for roundabout construction in the future. Construction of a roundabout could take place when signals are no longer sufficient or when twinning and grade-separation of the Highway 16 bypass is completed. To assist residents in navigating the roundabout, which would be a new traffic control device in the City of North Battleford, proper wayfinding signage and a public education component during construction would be key.
2. Highway 16 Bypass Ultimately, Highway 16 and the bypass will require twinning, full access control, and conversion to a grade separated facility. To determine the ultimate plan for the corridor and identify right-of-way requirements, a functional planning study of the Highway 16 corridor between Herford Street and Highway 4 south should be undertaken. In the interim, upgrades are proposed to increase the life of the facility and mitigate the need for signalization. Upgrades are recommended for both intersections along the Highway 16 bypass and others in the vicinity of the bypass where changes will improve the overall operations and circulation of traffic in the area. These recommendations allow for traffic flow with acceptable levels of service and avoids traffic signals along the highway network. Proposed improvements, summarized below, are conceptually shown in Figure 27:
+ Highway 16 Bypass & Battleford Road Restrict north and south approaches to right-in/right-out/left-in movements, adding medians and channelization to discourage restricted movements Consolidate access points along Battleford Road
+ Realign the Thatcher Avenue service road to the south on Poundmaker Trail to allow for improvements at the Highway 16 Bypass & Battleford Road intersection
+ Remove the current access at Highway 16 Bypass & South Railway Avenue + Extend West Territorial Drive from Railway Avenue East to the Highway 16 bypass, providing eastbound left-in and southbound right-out movements only
+ Construct full four-legged intersection at Territorial Drive & Railway Ave East to accommodate the
CA000196 West Territorial Drive extension south to Highway 16 Bypass including: northbound left-turn lane northbound shared through/right-turn lane revised eastbound lane assignment to include shared through/right-turn lane
84 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
revised dual southbound left-turn lanes to one southbound left-turn and one through lane
+ Construct a paved connection from Carlton Trail to Highway 40, providing one lane per direction to use as an alternative access to the Carlton Trail and Frontier Mall commercial area. A service road access from Highway 16 to the casino, Carlton Trail, and Frontier Mall area is located approximately 250 metres east of Heritage Way. No other additional direct accesses to/from Highway 16 to the casino, Carlton Trail, and Frontier Mall area are recommended in order maintain operational integrity along the corridor. Proximity of the bypass is also prohibitive to creating additional access to Highway 16 at Heritage Way. Additional and improved wayfinding signage should be installed to encourage use of proper accesses to these commercial areas.
+ Remove the west approach at the intersection of East Territorial Drive & the Frontier Mall Service Road and restrict east approach to right-in / right-out movements only. This is recommended in the medium-term (1-5 years) for safety reasons. The distance to the Railway Avenue & Territorial Drive intersection is less than 100 metres which is conducive to unsafe weaving in the southbound direction. It is critical that future functional planning studies should include a public engagement component and conversations directly with business owners to agree upon acceptable access management strategies. Further, to maintain the operations of the Territorial Drive corridor into the future, it is recommended that direct access be limited to collector roadways.
Twinning of the bypass corridor, based on rural standards for operation and volume triggers, is warranted in the medium-term to intermediate-term horizon, however because of the costs due impacts to the surrounding network such as the Highway 4 Bridge and interchanges required to provide a free flow facility, it is not proposed within that timeframe. By delaying twinning, an urban level of operations should be expected. For example in the afternoon peak hour at the 25,000 population horizon, the single lanes of the bypass can be expected to operate at LOS C/D. The improvements proposed to restrict movements at the intersection of Battleford Road and the bypass, while mitigating the need for signals, also create more of an urban corridor through the addition of medians and channelization. Acceptance of urban operations and traffic volumes along the corridor as an interim solution, allows time to determine the best ultimate solution, protect for needed right-of-way, and plan for the capital required to complete the upgrades along Highway 16 and the bypass.
The recommended functional planning study should be completed prior to design and construction of the recommended interim improvements for the corridor, and should address design of the interim improvements in a manner that reduces throw away between the stages. Functional planning should also include public engagement. Investigation of the feasibility of grade separation of the westbound turn movement from Highway 16 to the bypass, with the interim improvements, should also be conducted. Although this movement is anticipated to operate well from a capacity perspective, a yield
condition and left turn to continue on the highway is corridor is not consistent with driver expectations.
Further discussion on the considerations for the development of the ultimate plan for the Highway 16 CA000196 corridor is found in Section 7.6, with the roadway network recommendations.
85 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
3. Intersection of Territorial Drive & Sobey's / Co-Op Mall Access Northbound and southbound turn restrictions are recommended to mitigate the need for signalization of the current access from Territorial Drive. To achieve satisfactory operational results and increase safety at the intersection of Territorial Drive & Sobey's / Co-Op Mall Access through to the 25,000 population forecast, left-turns out of the north (Sobey’s) and south (Co-Op) developments to Territorial Drive should be removed (i.e. right-in / right-out / left-in configuration only). By extending the existing Highway 4 service road south to the Sobey’s parking lot, and extending 24 Avenue to connect with Killdeer Drive, vehicles that wish to exit towards the east can use the all turn intersections at Killdeer Drive and Territorial Drive, or Highway 4 and 25 Avenue. Direct access to Highway 4 from the Sobey’s parking lot or at 24th Avenue would be unsuitable due to the short distances for the eastbound-to- southbound right-turn crossing the southbound-through traffic lanes to navigate the southbound-to- eastbound left-turn at Territorial Drive. Full turn access to the Co-op Mall would continue to be allowed at 100 Street. With the proposed reduction of access, a full set of traffic signals will be required at the intersection of Killdeer Drive & Territorial Drive. Traffic volumes at the intersection of 100 Street and the Co-op Mall access should be monitored to determine when signalization is needed. If U-Turns become a concern along Territorial Drive, additional enforcement may be required. The conceptual configuration of the Sobey’s / Co-Op Access to/from Territorial Drive is illustrated in Figure 28. Consideration was given to providing a signal at the Sobey’s/Co-op access, however given the proximity to 100 Street and the desire to maintain efficiency along Territorial drive as an urban connector and a key arterial for the City, signalization is not recommended. This improvement is recommended for existing conditions.
4. Intersection of 18 Avenue & 101 Street An increase in traffic control including upgraded signage from yield to stop signs for the north and south approaches, as well as painted stop bars, is recommended in order to increase motorist awareness at the intersection of 18 Avenue & 101 Street. This improvement is recommended for existing conditions.
5. Intersection of 16 Avenue & 101 Street An increase in traffic control including upgraded signage from yield to stop signs for the east and west approaches, as well as painted stop bars, is recommended in order to increase motorist awareness at the intersection of 16 Avenue & 101 Street. This improvement is recommended for existing conditions.
6. Highway 4 Bridge Improvements to northbound and southbound guide signage on Highway 4 between Highway 16 and
The Highway 16 bypass, is recommended. Additional overhead signage on the north side of the
CA000196 Battleford Bridge, indicating that lanes must exit, is proposed. The two-lane fork where Highway 4 and Highway 16 split does not have typical lane balancing and may be confusing for drivers, potentially leading to a sudden lane changes and reductions in speed at the gore. In the northbound direction increased clarity in signage could be achieve by replacing the reference to the Business Loop with
86 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
North Battleford, alternatively both references could be used together. This improvement is recommended for existing conditions.
7. Carlton Trail Commercial Area To improve operations through to the 25,000 population horizon forecast, the following improvements are recommended in the vicinity of the Carlton Trail commercial area:
+ Upgrade the existing traffic signal system at the intersection of Territorial Drive & Carlton Trail / Pioneer Avenue to include actuation and optimize the signal timing. This improvement is recommended for existing conditions.
+ Per the Frontier Mall Access Review Final Report, 2010, AECOM, and the Carlton Trail Commercial Development TIA, 2016, CIMA+, the following upgrades are recommended by the medium-term horizon: Restrict north and south approaches to right-in/right-out movements only at the Carlton Trail & Frontier Way / Wal-Mart Access intersection Construct full four-legged intersection to accommodate left-turns into and out of Wal-Mart and install traffic signals at the Carlton Trail & East Wal-Mart Access intersection
+ By the intermediate-term horizon, the intersection of Territorial Drive & Carlton Trail / Pioneer Avenue will require: Dual left-turn lanes for the southbound (100 metres storage) and westbound (90 metres storage) movements A dedicated northbound right-turn lane (110 metres storage) A channelized westbound right-turn auxiliary lane from the right-in/right-out Wal-Mart access and added receiving lane.
+ By the long-term horizon, remove the mid-block accesses along Territorial Drive between Carlton Trail / Pioneer Avenue and the Frontier Mall Service Road.
Figure 29 illustrates the recommended improvements in the Carlton Trail commercial area at a conceptual level.
8. Intersection of 100 Street/Highway 4 North & Territorial Drive An upgraded signal system providing signal actuation, a southbound advance-warning signal, and optimized signal timing is recommended for the short-term horizon. This will improve operations and may reduce the risk of collisions at the intersection of 100 Street/Highway 4 North & Territorial Drive
9. Intersection of Battleford Road & Railway Avenue
CA000196 An upgraded signal system providing signal actuation and optimized signal timing is recommended for the short-term horizon. This will improve operations and may reduce the risk of collisions at the intersection of Battleford Road & Railway Avenue.
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10. Intersection of Territorial Drive & McMillan Drive To accommodate the proposed industrial development, it is recommended that a northbound flared intersection treatment be incorporated on Territorial Drive at McMillan Road by the medium-term horizon. McMillan Road is an access to an Industrial site development; and a flare treatment will provide protection for northbound left-turning vehicles from northbound through-traffic that are navigating the curve rather than focusing on the intersection. Large vehicles should also be restricted from making the southbound to westbound right-turn at McMillan Road and instead be directed to Railway Avenue West
11. Intersection of Territorial Drive & Railway Avenue To accommodate future traffic volumes and industrial development through to the 25,000 population forecast horizon, it is recommended that a northbound left-turn be incorporated on Territorial Drive at Railway Avenue West, to allow northbound vehicles to pass left-turning traffic. Additionally, a southbound right-turn lane, eastbound left-turn lane, and eastbound right-turn lane are also recommended. Ultimately, traffic signals will be needed. Upgrades to this intersection will require a significant amount of work and capital cost, due to the existing proximity of the rail crossing.
12. Territorial Drive East To improve operations through to the 25,000 population forecast horizon, twinning of Territorial Drive East from Highway 4 North / 100 Street through to Carlton Trail / Pioneer Avenue in recommended by the intermediate-term horizon. Along with the twinning, several upgrades will be required at intersections along this corridor:
+ Remove the existing access to/from Millar Avenue and realign Millar Avenue to connect at Douglas Avenue. The proposed all turns intersection at Douglas Avenue / Millar Avenue will require additional turning lanes and traffic signals
+ Signalization and additional turning lanes at the West Clement Drive intersection + Additional turning lanes at the Sadlowski Drive / Scott Drive intersection + Realign Wearing Avenue 50 metres to the south of its existing location to improve intersection spacing. Install traffic signals by the long-term horizon.
+ Additional turning lanes at the15 Avenue intersection, along with traffic signals will be for the long- term horizon.
+ Signalization at the 13 Avenue intersection. + Signalization at the at the 8 Avenue / Airport Drive intersection
CA000196
88 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 21: Improvement Plan
Medium-Term Intermediate-Term Long-Term Location Type Short-Term Cost Estimate (1 – 5 Years) (10 Years) (15 – 20 Years)
Short-Term
Highway 4 & West Territorial Drive / South + Traffic Signals - $175,000 1 Intersection + Install signals + Install two-lane roundabout Railway Avenue Long-Term + Roundabout - $4,500,000
+ Restrict north and south approaches to right-in/right- out/left-in movements only + Consolidate access points along
2a Highway 16 Bypass & Battleford Road Intersection Battleford Road + $750,000 + Realign the Thatcher Avenue service road to the south on Poundmaker Trail + Refer to Figure 27
Highway 16 Bypass & South Railway + Remove approach 2b Intersection $15,000 Avenue + Refer to Figure 27 +
+ Extend West Territorial Drive from Railway Avenue East to the Highway 16 Bypass + Territorial Drive Extension Roadway & 2c Highway 16 Bypass & Territorial Drive (new) (Semi-Urban) - $550,000 Intersection + Provide eastbound left-in and southbound right-out movements only + New Rail Crossing - $250,000 + Refer to Figure 27
+ Construct full four-legged intersection to accommodate West Territorial Drive extension south to Highway 16 Bypass including: – northbound left-turn lane (50 metres storage) – northbound shared + New Traffic Signals - $150,000
2d Territorial Drive & Railway Ave East Intersection through/right-turn lane + Modifications to Intersection - – revised eastbound lane assignment to include shared $75,000 through/right-turn lane – revised dual southbound left- turn lanes to one southbound left-turn and one through lane + Refer to Figure 27
Extend Carlton Trail to Roadway & + 2e Connect Carlton Trail to Highway 40 Highway 40 Intersection + $800,000 + Provide one lane per direction CA000196 + Remove west approach Service Intersection of East Territorial Drive & Road access 2f Intersection $250,000 Frontier Mall Service Road + Restrict east approach to right-in + / right-out movements only
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Medium-Term Intermediate-Term Long-Term Location Type Short-Term Cost Estimate (1 – 5 Years) (10 Years) (15 – 20 Years)
+ Restrict north and south Territorial Drive & Sobeys / Co-op Mall approaches to right-in/right- 3a Intersection access out/left-in movements only + $75,000 + Refer to Figure 28
+ Construct roadway from Sobeys to 24 Ave to connect to Service
3b Sobeys 24 Avenue Connection Roadway Road, 98 Street and Killdeer + $475,000 Drive + Refer to Figure 28
3c Territorial Drive & Killdeer Drive Intersection + Install traffic signals + $150,000
+ Upgrade northbound and southbound Yield Signs to Stop
4 Intersection of 18 Avenue & 101 Street Intersection Signs + $1,000 + Add Stop bar pavement markings
+ Upgrade eastbound and westbound Yield Signs to Stop
5 Intersection of 16 Avenue & 101 Street Intersection Signs + $1,000 + Add Stop bar pavement markings
+ Install additional exit guide
6 Highway 4 Bridge Roadway signage northbound and + $150,000 southbound.
Immediate + Construct dual left-turn lanes for + Signal actuation - $25,000 the southbound (100 metres storage) and westbound (90 metres storage) movements Intermediate-Term + Construct dedicated northbound Concrete works (Islands and right-turn lane (110 metres + Intersection of Territorial Drive & Carlton + Upgrade Signal System to 7a Intersection storage) Medians) - $700,000 Trail / Pioneer Avenue provide signal actuation and optimize signal timing + Construct channelized + Overlays/widening of westbound right-turn auxiliary lane from the right-in/right-out roadways/drainage - $ 150,000 Wal-Mart access and added + Relocation of traffic signals - receiving lane. $50,000 + Refer to Figure 29 + Total = $900,000
+ Restrict north and south
approaches to right-in/right-out movements only. (Per the Intersection of Carlton Trail & Frontier Way / Frontier Mall Access Review 7b Intersection + $150,000 CA000196 Wal-Mart Access Final Report, 2010, AECOM, and the Carlton Trail Commercial Development TIA, 2016,CIMA+)
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Medium-Term Intermediate-Term Long-Term Location Type Short-Term Cost Estimate (1 – 5 Years) (10 Years) (15 – 20 Years)
+ Construct full four-legged intersection to accommodate left-turns into and out of Wal- Mart development Intersection of Carlton Trail & East Wal-Mart + Install traffic signals + Intersection - $750,000 7c Intersection Access + Traffic Signals - $150,000 (Per the Frontier Mall Access Review Final Report, 2010, AECOM, and the Carlton Trail Commercial Development TIA, 2016,CIMA+)
Intersection of Territorial Drive & Midblock Accesses + Remove east and west approach 7d Intersection (between Carlton Trail / Pioneer Avenue & accesses to/from East Territorial + $15,000 Frontier Mall Service Road) Drive
+ Upgrade Signal System to provide signal actuation + Signal actuation - $25,000 Intersection of 100 Street/Highway 4 North 8 Intersection & Territorial Drive + Provide advance warning signal + Advanced Warning Signal- (southbound) $15,000 + Optimize signal timing
Upgrade Signal System to Intersection of Battleford Road & Railway + 9 Intersection provide signal actuation Avenue + $25,000 + Optimize signal timing
+ Construct northbound flare left- turn treatment + Large vehicles should be Intersection of Territorial Drive & McMillan restricted from making the 10 Intersection $150,000 Drive southbound to westbound right- + turn at McMillan Road and instead be directed to Railway Avenue West
Medium-Term + Intersection costs - $500,000 + Upgrade intersection to include: – Northbound left-turn lane (50 + Rail crossing modifications - metres storage) $100,000 – Southbound right turn-lane + Total = $600,000 Intersection of Territorial Drive & Railway (65 metres storage) 11 Intersection Avenue – Eastbound left-turn lane (50 + Install traffic signals metres storage) Long-Term – Eastbound right-turn lane (50 metres storage) with + Traffic Signals - $150,000 receiving acceleration lane along Territorial Drive + Adjustments to Rail Signals - $50,000
+ Total = $200,000 CA000196
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Medium-Term Intermediate-Term Long-Term Location Type Short-Term Cost Estimate (1 – 5 Years) (10 Years) (15 – 20 Years)
+ Twin East Territorial Drive from Highway 4 / 100 Street through to Carlton Trail / Pioneer Avenue
12a Territorial Drive West Roadway + Coordinate signals along East + $14,000,000 Territorial Drive from 100 Street / Highway 4 through to East Railway Avenue.
+ Upgrade intersection to include one left-turn lane (60 metres + Intersection included in twinning Intersection of Territorial Drive & West 12b Intersection storage) eastbound and cost Clement Drive westbound Traffic Signals - $150,000 + Install traffic signals +
+ Upgrade intersection eastbound and westbound to include: – One left-turn lane (70 metres Intersection of Territorial Drive & Sadlowski Intersection included in twinning 12c Intersection storage) + Drive / Scott Drive – One right-turn lane (70 cost. metres storage) – Two through lanes
+ Remove access to/from Millar Avenue from/to East Territorial Intersection of Territorial Drive & Millar Drive Intersection included in twinning 12d Intersection + Avenue + Re-construct Millar Avenue to cost. connect at extended Douglas Avenue
+ Construct east approach + Connect east approach to Millar Avenue + Upgrade intersection northbound and southbound to include: – One left-turn lane (100 + Intersection included in twinning Intersection of Territorial Drive & Douglas metres storage) 12e Intersection cost Avenue – One right-turn lane (100 metres storage) + Traffic Signals - $150,000 – Two through lanes + Install traffic signals + Restrict eastbound parking through to St. Laurent Drive (90 metres)
+ Re-construct Wearing Road 50 metres south of existing location + Upgrade intersection northbound + Intersection included in twinning Intersection of Territorial Drive & Wearing and southbound to include: 12f Intersection cost
Road – One shared left-turn / through lane + Traffic Signals - $150,000 – One shared through / right-
CA000196 turn lane + Install traffic signals
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Medium-Term Intermediate-Term Long-Term Location Type Short-Term Cost Estimate (1 – 5 Years) (10 Years) (15 – 20 Years)
+ Upgrade intersection to include: – One southbound shared left- Intermediate-Term turn / through lane – One southbound shared + Intersection included in twinning through / right-turn lane + Install traffic signals cost
12g Intersection of Territorial Drive & 15 Avenue Intersection – One northbound left-turn + Restrict eastbound parking 30
lane (65 metres storage) metres – One northbound through Long-Term lane – One northbound shared + Traffic Signals - $150,000 through / right-turn lane
+ Upgrade intersection northbound and southbound to include: – One shared left-turn / through lane + Intersection included in twinning 12h Intersection of Territorial Drive & 13 Avenue Intersection – One shared through / right- cost turn lane Traffic Signals - $150,000 + Install traffic signals + + Restrict eastbound parking (30 m)
+ Upgrade intersection northbound and southbound to include: – One shared left-turn / through lane + Intersection included in twinning Intersection of Territorial Drive & 8 Avenue / 12i Intersection – One shared through / right- cost Airport Drive turn lane Traffic Signals - $150,000 + Install traffic signals + + Restrict eastbound parking (30 m)
CA000196
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RM OF TOWN OF BATTLE 4 BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE RAILWAY AVENUE E City of North Battleford
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5 AVENUE S RAILWAY AVENUE
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16 FIGURE 27 RAVINE DRIVE CONCEPTUAL BATTLEFORD ROAD HIGHWAY 16 BYPASS 16 TERRITORIAL DRIVE RECOMMENDATIONS
114 STREET
CONCRETE MEDIAN 16 Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford 98 STREET
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24 AVENUE 24 AVENUE LEGEND
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4 KILLDEER DRIVE
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FIGURE 28 TIM HORTONS
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Project No. CA000196 Drawn by: RKG Date: Checked by: RR
95 STREET NOT TO SCALE City of North Battleford
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LEGEND 114 STREET 114
EXISTING RAILWAY
WALMART
TERRITORIAL DRIVE
PIONEER AVENUE
DRAFT FOR DISCUSSION PURPOSES ONLY CARLTON TRAIL FIGURE 29
114 STREET 114 TERRITORIAL DRIVE AND CARLTON TRAIL/ PIONEER AVENUE
TERRITORIAL DRIVE
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
7.6 Network Recommendations Figure 30 shows conceptual extensions of the roadway network to serve future land development (further study is needed to define roadway alignments at a functional level), and also shows proposed changes to network classifications on existing corridors. The plan includes roadways currently designated in community plans, as well as a conceptual plan for roadways serving up to the current City boundaries. The long-term roadway network plan identifies a core grid network that will serve future development areas and provide the basis for a well-connected roadway system. Topography and development constraints will dictate alignments of these future roadways; however, continuous routes between development areas should be an important consideration for future planning activities.
Designation of 100 Street and Railway Avenue between Territorial Drive and 100 Street as arterial roadways is recommended. This recommendation is not intended to be in conflict with the City’s downtown pedestrian network plan, but to provide the City with increased control over direct access to the corridor as new development occurs in the future. This corridor plays an important role in both the roadway network, serving as the key access points to the City from the north, east and south, and the active modes network, providing a continuous north south route and connecting to the downtown area. Specific improvements are not identified along the corridor; however, decisions on future access to Railway Ave and 100 Street should carefully consider its role in the roadway and future active modes network and impacts on all users of the corridor. Direct access to arterials is generally not permitted.
Territorial Drive has dual purposes in the roadway network, providing local access between residential, commercial and industrial areas for residents and serving as an urban connector for Highway 4 north to Highway 16, Highway 4 south, Highway 29, Highway 40, and Highway 658. To allow the corridor to continue to function as efficiently as possible, it is recommended that access be limited to only those roadways shown in the long term plan and that existing direct access to commercial areas be removed as improvements are made to the corridor and existing intersections. Direct access to Territorial Drive should not be permitted, instead provided via the collector cross-roads, as this compromises its ability to serve as an efficient urban connector. For the same reason, access to Highway 4 north of Territorial Drive should also be limited to existing locations, and the proposed arterial at the north end limits of North Battleford. Future planning studies should include a public engagement component and conversations directly with business owners to agree upon acceptable access management strategies.
Long-term recommendations for Highway 16 within the City limits include twinning and upgrading to a grade-separated, access-controlled corridor. Interchanges are proposed at Hereford Street, Railway Avenue, and Battleford Road. Consideration should be given to realigning Highway 40 to Hereford Street, to improve spacing between interchanges. With the re-alignment of Highway 40, Carlton Trail could be extended along the existing Highway 40 alignment, providing an alternate
access to the east side of the City from the highway. A functional planning study of the Highway 16 corridor between Hereford Street and Highway 4 south should be undertaken in the short-term to CA000196 develop preliminary designs for grade separations and identify right-of-way requirements. The functional planning study should also consider the geometric feasibility of retaining right-in/right-out access at the existing Highway 4 and Thatcher Avenue intersections, and the proposed Territorial Drive extension to the bypass. The functional planning study should be completed prior to
98 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
design and construction of the recommended interim improvements to the corridor, and should address design of the interim improvements in a manner that reduces throw away between the stages. Investigation of the feasibility of grade separation of the westbound turn movement from Highway 16 to the bypass, with the interim improvements, should also be conducted. Although this movement is anticipated to operate well from a capacity perspective, a yield condition and left turn to continue on the highway is corridor is not consistent with driver expectations. Traffic volumes on the Highway 16 bypass and Highway 4 between 100 Street and the bypass are similar in magnitude; extension of the southbound section of Highway 4 through the bypass merge will likely be required at the same time as twinning of the bypass. In order to maintain lane balance and acceptable operations, this will trigger the requirement to add an additional lane across the river. Although not recommended in the 25,000 population horizon, upgrades to the highway corridor to a grade separated facility will likely be desirable for growth beyond this horizon. Provision for a westbound to northbound right turn at the interchange between the Highway 16 bypass and Highway 4, to provide an alternative access to North Battleford was considered but is not recommended. When one movement is provided at the intersection of high classification roadways, to meet driver expectations, it is also desirable to provide the return movement (i.e. westbound right and southbound left). At this location, although it would likely impact access to the wastewater treatment plant and planned lift station, a westbound right could potentially be provided, however the return movement would require multiple structures and subsequently be a significant cost to provide. Furthermore, addition of these movements would likely accelerate the need for twinning of the bypass. A functional planning study could investigate the feasibility of westbound to northbound and southbound to eastbound connections further to correspond with twinning of the bypass.
CA000196
99 4 City of North Battleford
RM OF NORTH BATTLEFORD MASTER PLAN
NORTH SASKATCHEWAN RIVER
CELMENTS DR CELMENTS LEGEND
TERRITORIAL DR CITY OF NORTH BATTLEFORD 19 AVE BOUNDARY WEARING RD TOWN OF BATTLEFORD BOUNDARY RAILWAYST 91 AVE 100 ST 15 AVE 130 ST EXISTING RAILWAY EXPRESSWAY 13 AVE
ARTERIAL TERRITORIAL DR TERRITORIAL 110 ST 110 COLLECTOR RAILWAY AVE
SOUTH RAILWAY AVE AIRPORT RD LOCAL
CITY OF NORTH CONCEPTUAL FUTURE EXPRESSWAY BATTLEFORD CONCEPTUAL FUTURE ARTERIAL 16 CONCEPTUAL FUTURE COLLECTOR
CONCEPTUAL FUTURE LOCAL
FUTURE INTERCHANGE
INTERSECTION CLOSED 40
POUNDMAKER
TRAIL 4
FIGURE 30
CANADIAN NATIONAL RAILWAY LONG TERM TOWN OF RM OF BATTLEFORD BATTLE RIVER
16
Project No. CA000196 Drawn by: RKG Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
8. Active Modes Network Active transportation, such as walking and cycling, provides many health and exercise benefits to users while also providing an environmental, social, and financial benefit to society, and strengthening a sense of community. The existing network of sidewalks and pathways, as well as common recreational destinations, are illustrated in Figure 31.
8.1 Existing Conditions The existing active modes network includes a multi-use pathway along Territorial Drive and in Centennial Park as well as sidewalks on both sides of the majority of the collector and local roadways. There are also a number of unpaved trails that have developed around the community and in the river valley. The Finlayson Island summer hiking and winter skiing trails provide opportunity for year round recreational activity. The Trans Canada Trail enters the Battlefords area in the southeast corner of the Town of Battleford and continues along the River, across the Highway 16 bridge up to Railway Avenue West, and then along the railway line north. The Trans Canada Trail is recognized as connected for the segment through the Battlefords however, some portions of the trail are paved, others are not, and there are gaps, such as on Highway 4 between Railway Avenue and River Valley Drive where there is not a pathway outside of the shoulder of the Highways. There are currently no sidewalks in the industrial developments along Highway 4 to the north or south of Highway 16 to the east.
Pedestrian and cyclist counts were conducted along with the intersection counts conducted by ME2 Transportation Data. Table 22 shows the total pedestrian and cyclist movements counted at each of the intersections over the 4-hour count period between the hours of 7:00 A.M. and 9:00 A.M., and 4:00 P.M. and 6:00 P.M. Pedestrian volumes are shown by the approach they are crossing and bikes are coming from the direction they categorized under, for example, bikes under the north category are southbound. The counts indicate that the highest concentration of pedestrian and cyclist movements occur in the downtown area. With the most pedestrian activity at the intersections of 100 Street and 15 Avenue, and 101 Street and 11 Avenue
Responses to the questions and comments received at the open
house and through the online survey indicate that there is a desire from the residents for improved pathway and sidewalk connections CA000196 throughout the City. Pedestrian and cyclist network safety and improved walkability ranked numbers four and five in the responses to what was most important for long-term transportation planning in the City.
101 4 RM OF NORTH BATTLEFORD City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
P P LEGEND
CITY OF NORTH BATTLEFORD CELMENTS DR BOUNDARY P TOWN OF BATTLEFORD BOUNDARY P S EXISTING RAILWAY TERRITORIAL DR P S 19 AVE S SIDEWALKS S WEARING RD P PATHWAY
91 ST S S RAILWAY AVE 15 AVE PARKS & FIELDS
P 100 ST 100 S ST 130 S SCHOOL S 13 AVE P SHOPPING MALL S CONVENTION CENTER S C CUPLEX 110 ST
TERRITORIAL DR NORTH SASKATCHEWAN RIVER P H PLAYGROUND P H HOSPITAL S S RAILWAY AVE AIRPORT RD CITY OF NORTH BATTLEFORD P
16 C FIGURE 31 CANADIAN NATIONAL RAILWAY 40 EXISTING SIDEWALKS
POUNDMAKER & PATHWAY NETWORK
TRAIL
4 TOWN OF RM OF BATTLEFORD BATTLE 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 22: 2015 Pedestrian and Cyclist Volumes (Total AM Peak and PM Peak 4-hour Volumes)
NORTH SOUTH EAST WEST LOCATION PED BIKE PED BIKE PED BIKE PED BIKE
Territorial Drive & Pioneer Avenue 20 15 11 7 4 7 7 5
Territorial Drive/South Railway 0 0 0 0 1 1 2 2
Highway 16 & Battleford Road 1 5 0 2 2 0 0 0
91 Street & 19 Avenue 17 4 9 0 9 5 16 8
100 Street & 19 Avenue 10 13 12 11 13 3 9 2
100 Street & 15 Avenue 35 3 31 5 38 7 31 9
100 Street & 13 Avenue 5 2 8 3 4 2 5 2
101 Street & 13 Avenue 11 9 14 3 28 5 29 2
102 Street & 13 Avenue 15 5 12 6 14 0 20 5
100 Street & 11 Avenue 2 0 3 1 13 4 16 4
101 Street & 11 Avenue 100 3 62 3 72 5 200 5
101 Street & Railway Avenue 1 0 0 1 6 1 8 0
Battleford Road & Railway Avenue 3 2 5 2 3 6 4 2
110 Street & Diefenbaker Drive 4 12 15 9 20 11 10 8
110 Street & 15 Avenue 16 17 12 9 5 3 5 5
110 Street & 13 Avenue 6 9 0 2 2 10 13 7
110 Street & 11 Avenue 5 4 4 5 3 2 6 0
Territorial Drive & Railway Avenue 0 1 10 2 0 2 0 0
Territorial Drive & Frontier Mall 6 4 3 4 1 4 1 0
Highway 16 & Highway 40/ 1 5 1 5 0 1 0 1
Territorial Drive & Railway Avenue 0 0 0 0 0 0 0 1
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103 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
8.2 Network Recommendations Figure 32 shows the recommended long-term nodes network for the existing developed areas within the City, and a conceptual plan for future development areas. The network for future development areas follows the cross-section guidelines, which recommends that arterials and collectors include multi-use pathways on one side of the roadway. The active modes network shown will serve existing and future development areas, and provide the basis for a well-connected pathway system. Additional connections on local roadways may be desired for connectivity and to provide access to key destinations such as the hospital, schools, and recreational facilities.
In the existing areas of North Battleford, three main east-west pathway corridors are recommended on 12 Avenue, 15 Avenue, and 19 Avenue. North-south corridors include 110 Street, 104 Street, 100 street and 95 Street. The network formed by these key routes would be the core of the active transportation system for the City. Additional links include Railway Avenue between 100 Street and Battleford Road, Carlton Trail and 12 Avenue between 110 Street and 100 Street, with connections to recreational areas along the river via Poundmaker Trail and Highway 4, and extension of the current pathway towards the Don Ross Centre.
The timeline for implementation of the active modes network will depend on a number of factors including available funding, and improvement priorities. The development of routes on existing roadways could be staged, beginning with signed on-street routes and over time developing networks through a pathway system upgrade program, utility improvements, complete streets upgrades, and traffic calming projects. Another interim option would be to use stencils painted on sidewalks to indicate to pedestrians and cyclists that it is a part of the trail system and cyclists are permitted on the sidewalk.
CA000196
104 4 RM OF NORTH BATTLEFORD City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
P
P LEGEND
CITY OF NORTH BATTLEFORD TERRITORIAL DR BOUNDARY P TOWN OF BATTLEFORD BOUNDARY P S EXISTING RAILWAY P S 19 AVE S SIDEWALKS S WEARING RD RAILWAY AVE P PATHWAY 91 ST S S PRIMARY PATHWAY SYSTEM P 130 ST
100 ST S 15 AVE PARKS & FIELDS S S P SCHOOL S
13 AVE TERRITORIAL DR TERRITORIAL
110 ST SHOPPING MALL S CONVENTION CENTER NORTH SASKATCHEWAN RIVER C H CUPLEX P P PLAYGROUND S S AIRPORT RD RAILWAY AVE H HOSPITAL CITY OF NORTH BATTLEFORD P
16 C FIGURE 32 CANADIAN NATIONAL RAILWAY 40 LONG TERM POUNDMAKER ACTIVE MODES NETWORK
TRAIL
4 TOWN OF RM OF BATTLEFORD BATTLE 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
9. Transportation Noise Vehicular noise can be annoying and disruptive to living conditions. A transportation noise policy establishes vehicular noise levels that would be considered generally unacceptable and outlines how mitigation measures could be implemented. The audible frequency range of a healthy, unimpaired human ear is approximately 20 - 20,000 Hz. For most environmental noise sources (caused by traffic, industrial, and recreational activities), the
parameter typically used is the A-weighted equivalent sound pressure level, Leq, measured in decibels (dBA). Simply stated, the A-weighting takes into consideration the human ear’s sensitivity to certain frequencies; Sounds between 1,000 Hz and 6,300 Hz are emphasized, while frequencies outside of that range are de-emphasized. To account for nighttime sensitivity to noise, municipalities in Saskatchewan use the Day-Night
Average Sound Levels, Ldn, to represent traffic noise. The day-night sound level is derived by averaging time varying sound energy over the daytime with the varying sound energy over the nighttime to which an additional 10 dB weighting is applied to the nighttime hours of 10:00 P.M. to 7:00 A.M. Weighting of the nighttime noise is done to reflect increased sensitivity to nighttime noise. Neither the City of North Battleford, nor the Province of Saskatchewan, currently have a sound attenuation program or policy in place. As such, a review of existing noise mitigation policies from other municipalities, provinces and national standards was conducted, including:
+ Alberta Transportation + Canada Mortgage and Housing Corporation + City of Saskatoon + City of Regina The following sections provide a summary of the policy review.
Alberta Transportation The Alberta Transportation “Noise Attenuation Guidelines For Provincial Highways Under Provincial
Jurisdiction With Cities And Urban Areas” specifies an average 24-hour noise limit of 65 dBA Leq for highways which are improved or constructed through cities and urban areas. The guideline also indicates that any noise mitigation measures to reduce traffic noise impact must be cost-effective, technically practical, broadly supported by the affected residents, and fit into overall provincial priorities. The mitigation of noise issues may include constructing noise walls and/or berms.
Canada Mortgage and Housing Corporation (CMHC) The Canada Mortgage and Housing Corporation’s (CMHC) Road and Rail Noise; Effects on Housing,
1986 is widely referenced as having established a 24-hour average noise level of 55 dBA Leq, as it was found that intrusive noise at 55 to 60 dBA can begin to interfere with normal outdoor speech at a CA000196 separation of 1 to 2 m. The level at which noise will begin to disrupt sleep depends on how deeply one is sleeping but can be as low as 30 to 35 dBA for sustained noise. The City of Vancouver Noise Control Manual has calculated, based on the CMHC’s highway noise prediction procedure, the approximate daily average noise exposures (expressed in terms of 24-hour
106 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Leq) at a residential façade as a function of daily traffic volume and setback distance of the façade from the centre of the roadway. They are provided in Table 23 for information purposes. The noise levels shown are expected to be obtained under specific conditions. Where traffic conditions are not quite as described above, adjustments may be made to the daily average noise levels to account for the effects of different posted speeds, of larger numbers of heavy vehicles, of grades, of soft ground conditions and of “stop and go” traffic conditions.
Table 23 - Daily Average Noise Levels [Leq] by Volumes of Freely- flowing Traffic.
Source: City of Vancouver Noise Control Manual
CA000196 City of Saskatoon In 2013, City Council directed the Administration to borrow $15.45 million in 2016 to construct sound
walls at all nine locations where sound level readings were 65 dBA Ldn or higher. For other existing neighborhoods along existing roads, the City of Saskatoon uses a point rating system to prioritize locations at which sound attenuation measures will be installed. The rating system considers:
107 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
1. Noise Levels: The day-night average sound level data obtained through measurements is the primary factor considered in the warrant. Data is collected at locations based on previous traffic noise studies and in response to requests from residents. 2. Proximity and classification of adjacent roadway: Points are allocated to locations based on proximity to major traffic corridors, taking into account the classification and speed limit of the roadway. Additional points are given to locations considered to be a continuation of a previous capital project where a sound attenuation wall was installed. 3. Proximity to an existing sound wall: Additional points are given to locations considered to be a continuation of a previous capital project where a sound attenuation wall was installed. 4. Development: Additional points are provided to locations within existing neighbourhoods that will serve as a primary access to future development, with a differentiation between residential development and industrial or commercial development.
For new developments, traffic noise sound attenuation is included in the construction of all new residential areas. Land developers build these measures and pay all costs for their construction. It is also provided for all new transportation infrastructure projects and is included in those project costs.
City of Regina For new residential developments, developers are responsible for the provision of noise attenuation measures to meet the City of Regina Noise Level Standards for proposed developments adjacent to roadways where projected traffic noise levels exceed these standards. Currently, the City of Regina
Roadway Noise Attenuation Policy, 1990 sets the traffic noise level standard at 65 dBA Ldn. The following criteria are used in noise studies to determine the need for noise barriers:
+ The twenty year projection of future traffic volume + Vehicle speed shall be the proposed or posted speed, and + Truck volumes shall comprise six percent (6%) of the total projected traffic flow, unless known by actual traffic count or by trip generation rates and land use.
Table 24 summarizes the noise level thresholds for the aforementioned guidelines and policies.
Because each policy utilizes a different noise level parameter (24-hour Leq vs. Ldn), the values have
been converted to the Day-Night Average Sound Levels, Ldn, to provide a more “apples-to-apples”
comparison. A constant 24-hour Leq of 58.5 dBA is equivalent to an Ldn of 65 dBA.
CA000196
108 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 24: Summary of Noise Level Thresholds
Jurisdiction Standard Equivalent dBA Ldn Equivalent dBA Leq 24-hour
Alberta Transportation 65 dBA Leq 24-hour 71* 65
CMHC 55 dBA Leq 24-hour 61* 55
City of Saskatoon 65 dBA Ldn 65 58.5*
City of Regina 65 dBA Ldn 65 58.5*
* Assumes that the dBA Leq is constant throughout the 24-hours measured.
Based on the review, it is recommended that the City of North Battleford adopt a day-night noise level
threshold of 65 dBA Ldn for residential developments backing on to roadways classified as arterials or
higher, using a 20-year projected traffic volume. 65 dBA Ldn is consistent with the guidelines of the other Saskatchewan municipalities, and the 20-year traffic volume projection is near consistent with the 25,000 population horizon of the North Battleford Transportation Master Plan, currently anticipated
to occur in the year 2038. Further, the use of the day-night noise level measurement (Ldn) over the
24-hour average noise level (Leq) is considered more appropriate for this application as the Ldn reflects residents’ increased sensitivity to nighttime noise. It is also recommended that the City of North Battleford develop a detailed set of transportation noise guidelines or formal policy that would provide guidance on dealing with existing transportation noise issues (noise testing, construction materials, rail, etc.) and on the financial and maintenance responsibility of new development proposals to mitigate the possibility of noise problems to proposed development. The transportation noise guideline or policy should also include a process for addressing noise related concerns from residents.
9.1 Analysis
Based on the recommended threshold of 65 dBA Ldn and existing and projected traffic volumes, a review was conducted to determine if there are locations where mitigation may be warranted. Figure 33 shows the 25,000 population horizon forecast weekday 24-hour traffic volumes. Territorial Drive is currently the only roadway with an arterial or higher classification with adjacent backing residents. Using the Federal Highway Administration (FWHA) Traffic Noise Model (TNM) method for noise analysis, a preliminary review at three locations on Territorial Drive, also shown in Figure 33, was
conducted. Existing ground elevations for Territorial Drive and backyard elevations of homes adjacent to the arterial roadway were determined based on available LIDAR data. Truck percentages were
CA000196 based on existing count data and receivers were placed in the middle of the backyards at a height of 1.0 metre. The analysis shows that the highest receiver volume for future traffic numbers is a 24-hour
Leq of 52.5 dBA, located at on Territorial Drive west. This 24-hour Leq is equivalent to an Ldn of 56.9 dBA.
109 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Based on the analysis further more detailed study of traffic noise is not warranted at this time, and likely will not be necessary until beyond the 25,000 population horizon. Significant changes in the volume or composition of traffic (i.e. increased heavy vehicles) may trigger the need for additional analysis sooner.
CA000196
110 4 City of North Battleford
RAILWAY AVE RAILWAY MASTER PLAN
RM OF NORTH BATTLEFORD
LEGEND 11,200 8,200 7,000
5,400 CITY OF NORTH BATTLEFORD 13,100 3,900 19,400 22,600 22,000 20,800 20,200 BOUNDARY 3,900 12,300 50 Km/h 4% HV TOWN OF BATTLEFORD BOUNDARY 5,100
1,300
80 Km/h 2,200 15,800 6,400 12% HV EXISTING RAILWAY TERRITORIAL 1,500DRIVE
300 NOISE REVIEW LOCATIONS 1,400 3,000 2,300 1,500 ## Km/h WEARING RD #% HV NOISE ANALYSIS PARAMETERS
18,600 1,000 2,300 2,200 25,000 POPULATION HORIZON 3,700 ##,###
1,800 ESTIMATE WEEKDAY TRAFFIC 130 ST 130 100 ST 100 VOLUMES 3,200 3,800 3,400 8,700
3,900 3,000 3,300 17,400 2,200 3,300 1,900
8,500 8,900
4,400
5,000 3,500 2,600
TERRITORIAL DR NORTH SASKATCHEWAN RIVER 15,100 7,300 4,900
3,400 4% HV
17,600 80 Km/h 21,000 11,800
200 4,700
16,800 RAILWAY AVE AIRPORT RD
3,100 CITY OF NORTH 10,500 BATTLEFORD
5,000 16 6,900 20,100 14,800
1,300
9,700 14,800 17,800 17,300 9,800 10,800 34,600
15,800 2,000 FIGURE 33 CANADIAN21,500 NATIONAL RAILWAY
40 2,600 PREMILINARY NOISE
POUNDMAKER REVIEW LOCATIONS 5,400 15,400 TRAIL
31,700 4 RM OF TOWN OF BATTLE BATTLEFORD 16 Project No. CA000196 Drawn by: RKG RIVER Date: Checked by: RR NOT TO SCALE City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
10. Railway Crossings Canadian National Railways (CN) secondary lines through the study area largely affect the urban highway connectors. The low-volume Aberdeen subdivision approaches the City from the southeast, parallel and adjacent to the south side of Highway 16. A number of spur lines branch off serving industrial areas to the south as the line enters the City, crossing various local roads at-grade. The North Battleford marshalling yard is south of Railway Avenue (old Highway 16) between Battleford Road and Highway 4. The Blackfoot sub and a branch line to Hamlin, exit the City in the northwest. The following crossings, illustrated in Figure 34, are more significant to the study, from southeast to northwest:
+ CN line crosses at grade at Simmental Street immediately adjacent to the intersection with Highway 16
+ CN line crosses at grade at Hereford Street immediately adjacent to the intersection with Highway 16
+ CN line crosses Highway 16 bypass at-grade immediately adjacent to intersection with Railway Avenue
+ CN line crosses Battleford Road at-grade. + CN line grade separated crossing Highway 4. + CN line grade separated crossing west Territorial Drive. + CN branch line to Hamlin crosses west Territorial Drive at-grade immediately adjacent to the intersection with intersection with Railway Avenue East.
A high-level review of railway crossings in the City of North Battleford was conducted including review of relevant railway and governmental standards and assessment of crossing warrants/treatments, analysis of the crossings. The most significant challenge related to the rail line is its close proximity to Highway 16 and the associated impacts to interchanges that will be ultimately required to create a free flow facility on Highway 16.
CA000196
112 NORTH SASKATCHEWAN RIVER SASKATCHEWAN NORTH
RAILWAY AVE
TERRITORIAL DRIVE
BATTLEFORD TOWN OF TOWN 4
100 ST
RAILWAY AVE RAILWAY
TRAIL POUNDMAKER
TERRITORIAL DR
AIRPORT RD AIRPORT WEARING RD WEARING
130 ST
CANOLA AVE CANOLA
CITY OF NORTH OF CITY BATTLEFORD 40 LEGEND CN ABERDEEN SUBDIVISION Date: Project No. City of North Battleford RAILWAY CROSSINGS MAJOR ROAD NETWORK RAILWAY CROSSING EXISTING RAILWAY TOWN OF BATTLEFORD BOUNDARY BOUNDARY CITY OF NORTH BATTLEFORD MASTER PLAN FIGURE 34 CA000196 NOT TO SCALE Checked by: Drawn by: RKG RR City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
10.1 Crossing Treatment Warrants Cross-product (trains per day multiplied by vehicles per day) is the primary criteria used to determine railway crossing safety system requirements. Transport Canada’s Grade Crossing Standards, 2014 identify cross-product thresholds at which automatic warning device (AWD) protection, such as flashing lights, bells, and gates are requires at at-grade crossings. Part C, Section 9, outlines warning systems specification and states in part:
“9.1 The specifications for a public grade crossing at which a warning system without gates is required are as follows:
a. where the forecast cross-product is 2,000 or more
[…]
9.2 Specifications for a public grade crossing at which a warning system with gates is required are as follows:
9.2.1 a warning system is required under article 9.1 and;
a. the forecast cross-product is 50,000 or more.”
Transport Canada regulates as to when at-grade railway crossings require additional protections, however do not specify when grade separation should be considered. Further, there are currently no Canada-wide standards, from the Transportation Association of Canada (TAC) or other, which provide any guidelines or specific cross-product value at which grade separation should be considered at railway crossings.
The Province of British Columbia Ministry of Transportation and Infrastructure’s (BC MoTI) Supplement to TAC Geometric Design Guide, 2014 provides specific guidance as to when grade separation should be considered. Historically, this threshold has been the most commonly accepted by industry in Canada. Section 1110.09 states, in part:
“A grade separation may be required if the cross‐product is 200,000 or over within three years or if on a divided highway or major arterial. ([…] This is a general requirement and there are other significant issues to be taken into account when assessing the need for a grade separated crossing.)”
The daily train volume along the Aberdeen subdivision line in the City of North Battleford is four trains per day, per information provided to the CIMA+ project team from CN Western Region on October 6, 2016. Table 25 summarizes railway crossing assessment data, including daily train volumes, vehicle average annual daily traffic (AADT), cross-product, and existing railway crossing control devices and
Table 26 summarizes the results of the cross-product assessment. It was assumed that future daily train volumes would remain the same as existing conditions (four trains per day at the 25,000
CA000196 population forecast horizon).
114 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 25: Aberdeen Subdivision Line Railway Crossing Assessment Data
25,000 Population Forecast Existing AADT Horizon Existing Line Location Control Devices Train Train Cross Cross Vehicle Vehicle Product Product
AWD Hereford St 4,800 4 19,200 5,400 4 21,600 without gates
AWD Simmental St 4,800 4 19,200 5,400 4 21,600 with gates
AWD Highway 16 Bypass 5,500 4 22,000 9,800 4 39,200 without gates Aberdeen Sub AWD Battleford Road 6,700 4 26,800 9,700 4 38,800 with gates
grade- Highway 4 12,000 4 48,000 16,800 4 67,200 separation
grade- West Territorial Dr 4,500 4 18,000 8,700 4 34,800 separation
Branch line West Territorial Dr at AWD 4,500 4 18,000 8,700 4 34,800 to Hamlin Railway Ave E without gates
AWD = automatic warning device (lights, bells, gates)
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115 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
Table 26: Railway Crossing Cross-Product Assessment Results
Minimum Cross Product Met?
Line Location Cross-Product AWD AWD Grade- without gates with gates Separation (2,000) (50,000) (200,000)
Existing Conditions
Hereford St 19,200 yes no no
Simmental St 19,200 yes no no
Highway 16 Bypass 22,000 yes no no Aberdeen Sub Battleford Road 26,800 yes no no
Highway 4 48,000 yes no no
West Territorial Dr 18,000 yes no no
Branch line West Territorial Dr at 18,000 yes no no to Hamlin Railway Ave E
25,000 Population Forecast Horizon
Hereford St 21,600 yes no no
Simmental St 21,600 yes no no
Highway 16 Bypass 39,200 yes no no Aberdeen Sub Battleford Road 38,800 yes no no
Highway 4 67,200 yes yes no
West Territorial Dr 34,800 yes no no
Branch line West Territorial Dr at 34,800 yes no no to Hamlin Railway Ave E
Using the cross-product method, the results of the assessment indicate that under existing conditions, all Aberdeen subdivision line crossings warrant AWD without gates. Each of the crossings currently meet the minimum requirements for warning systems, per the Grade Crossing Standards, 2014. The crossings at Simmental Street, Battleford Road, Highway 4, and west Territorial Drive have warning systems beyond the minimum requirements with either gates or grade-separation. At the 25,000 population forecast horizon, no additional warning systems are warranted, except at Highway 4 where AWD with gates are required. The crossing at Highway 4 is currently grade-separated and therefore CA000196 already meets this minimum requirement. None of the railway crossing locations warrant grade- separation through to the 25,000 population forecast.
116 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
It should be noted, as indicated in the BC MoTI Supplement to TAC Geometric Design Guide, 2014, that the cross-product method is a “general requirement and there are other significant issues to be taken into account when assessing the need for a grade separated crossing.” Detailed assessments of all road and railway conditions, and engineering judgement should prevail when considering higher forms of railway crossing warning systems and protection.
It should also be noted that in December 2015, the Transportation Safety Board of Canada (TSB) recommended that Transport Canada provide specific guidance as to when grade separation should be considered for at-grade railway crossings. In February 2016, the recommendation was accepted by Transport Canada. Transport Canada indicated that they will work with provinces and railways to develop guidelines that would assist road authorities and railways to determine when grade separation should be considered. However, no timelines have yet been established. The decision to construct a grade separation will continue to be the responsibility of the road authority and the railway.
At this time, no further upgrades to the Aberdeen subdivision line crossings in North Battleford are recommended through to the 25,000 population forecast horizon. However, given the recent TSB recommendation and response of Transport Canada in support of specific guidelines for grade- separated crossings, it is recommended that the City of North Battleford continue to monitor grade crossings in the interim as Transport Canada continues to work with road authorities and railways to develop specific grade-separation criteria.
Should conditions change and additional crossing upgrades be required in the future, costs of the upgrades are the responsibility of the City of North Battleford, as the roadway authority.
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117 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
11. Plan Implementation The Transportation Master Plan should be a dynamic document guiding changes to the transportation system through the application of the policies contained in Section 4. Changes to the transportation system will include expansion of the system due to growth, upgrades of the existing facilities, and maintenance of the infrastructure.
Key to the success of the Transportation Master Plan is a commitment to incorporating the strategies identified throughout into City planning and design activities. Table 27 outlines the key actions needed to implement the directions of the Transportation Master Plan and the proposed time frame for action, level of effort for City administration and relative capital budget implications. The cost range is:
+ Low – less than $50,000 + Medium – $50,000 to $250,000 + High – greater than $250,000 Many of the actions listed are ongoing and should become part of regular practices for the City, others are specific tasks. Check marks identify early action items in the near-, mid- and long-term timeframes. Early action items include adopting the roadway cross-section guidelines and developing a set of design standards for the City, and adopting the roadway network and primary trail system recommendations.
Implementation of the plan would benefit from a monitoring system to track progress on important aspects of the plan. Realistic targets should to be set reflecting the City’s vision, objectives, priorities and funding capabilities. Baseline data would be required for targets selected. The success of the plan is in delivering services to residents can also be gauged by ‘proxy’ indicators. For example, the number and type of collisions reported in the City could be used as an indicator of how safely the system is operating. Public opinion surveys can indicate resident satisfaction with the quality of facilities provided. Some examples of performance indicators that could be used to monitor progress are:
+ Safety (roadway, pedestrian, cyclist) + Customer Satisfaction + Network Delay + Pathway Supply + Transportation Investment + Mode Split (Transit, walking, cycling, single occupancy vehicles)
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Table 27: Implementation Plan
Timeframe Cost Key Actions Effort Range Near Long General Strategies
+ Implement and adapt transportation best practices to the Ongoing Low None needs and priorities of the City
+ Establish dialogs with neighbouring jurisdictions on matters of Ongoing Low None mutual interest
+ Administer and enforce transportation by-laws Ongoing Medium Low
+ Design street layouts to maximize connectivity and provide Ongoing Low None safe spaces for all users
+ Develop a plan to provide clear and comprehensive guide Low Medium signing to key commercial and recreational destinations
+ Implement and follow policies outlined in Section 4 Ongoing Low Low
+ Establish a monitoring system for the TMP, include baseline Medium Low data and realistic goals
+ Undertake regular reviews/updates of the Transportation Medium Medium Master Plan
+ Ensure that new development plans consider impacts on all Ongoing Low None transportation systems and accord with design guidelines Roadway Network
+ Adopt the long term roadway network illustrated in Figure 30 Low None
+ Implement the roadway cross-section guidelines illustrated in Low None Table 18
+ Develop design standards for the City incorporating the cross- Medium Medium section guidelines + Establish a transportation noise policy Low Low + Undertake a functional planning study for Highway 16 Medium High Pedestrian and Cycle Accommodation
+ Adopt the long term active modes network illustrated in Figure Low None 32
+ Implement the roadway cross-section guidelines illustrated in Low None Table 18
+ Develop an action plan for staged improvements to the active Medium Low modes network Transit
+ Review the delivery of transit services periodically through a Medium Low collaborative approach with key stakeholder groups
CA000196 + Review the delivery of Handi-Bus services periodically through Ongoing Medium Low a collaborative approach with key stakeholder groups
+ Ensure that new development plans include consideration for Ongoing Low None potential future transit routes
119 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
12. Conclusions and Recommendations Mobility needs in the City of North Battleford are served mainly by a transportation system of roads and sidewalks. The vision for North Battleford is to create a City that is Healthy, Green, Safe, and Strong as it moves towards 2030. This includes goals to diversify land use; improve aesthetics at entryways; support, protection and maintenance of provincial interest; and facilitate development that provides a high quality of life for residents, including providing healthy transportation options. Feedback received from the public indicated that although vehicular travel was currently the preferred travel mode, increased transit, economy, active mode network safety and walkability are also priorities; this is consistent City’s vision. Administration, vehicular mobility, active modes, and transit policies outlined in this transportation master plan support the overall vision and will guide implementation of the plan. It is recommended that the transportation policies outlined in Section 4 are adopted, implemented and followed.
The road network in the City comprises a hierarchy of urban and provincial routes, serving local, regional, interprovincial and national travel. Access management is a key component to maintaining the mobility functions of key corridors for all modes of travel. Key regional mobility corridors in and around North Battleford include Highway 16, Highway 4, and Territorial Drive. Provincial levels of interest on these corridors were reviewed and no changes from the existing levels were identified. It is recommended that the long-term roadway network (Figure 30) is adopted, that access to key corridors be limited to the arterial and collector roads and that opportunities to remove or consolidate existing local road and business accesses are investigated. Further, it is recommended that the City and Province work together to complete a functional planning study to develop a plan for upgrading Highway 16 to a twinned grade-separated, fully access controlled corridor. Railway Avenue and 100 Street are also important corridors in the transportation network, serving as connections for all modes travel to key commercial and recreational facilities. Balancing the role of these corridors to serve vehicles and pedestrians will be necessary in future planning activities.
Key components to providing alternative transportation options are to enable safe access for all users and to promote active modes by
providing high quality pedestrian facilities. The cross-section
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120 City of North Battleford Transportation Master Plan –Technical Report FINAL December 2017
active modes accommodation new roadways, Figure 32 identifies an active modes network to serve existing development areas. Implementation of the active modes network can be staged and will depend on available funding and improvement priorities. It is recommended that the cross-section guidelines and long-term active modes network are adopted and a plan developed for staged implementation in existing areas.
A review of noise policies in various jurisdictions around Saskatchewan resulted in the recommendation that the City of North Battleford adopt a day-night noise level threshold of 65 dBA Ldn. Based on this threshold and a preliminary review of existing and forecast noise levels, further sound attenuations is not warranted at this time, and likely will not be necessary until beyond the 25,000 population horizon. Significant changes in the volume or composition of traffic (i.e. increased heavy vehicles) may trigger the need for additional analysis sooner. It is recommended that the City of North Battleford develop a transportation noise policy. A high-level review of railway crossings in the City of North Battleford was conducted including review of relevant railway and governmental standards and assessment of crossing warrants/treatments, analysis of the crossings. At this time, no further upgrades to the Aberdeen subdivision line crossings in North Battleford are recommended through to the 25,000 population forecast horizon, however, it is recommended that the City of North Battleford continue to monitor grade crossings.
The City of North Battleford Transportation Master Plan (TMP) is a long-range transportation planning document that provides a picture of how the community would like to see its mobility needs met. It encompasses a relevant range of mobility components, integrates the overall vision of the community, has strategic goals and policies to guide its implementation, and action plans that can be further translated into short-term plans and budget documents. A staged improvement plan to address existing and anticipated capacity issues and existing safety concerns is provided in Table 21. It is recommended that these improvements be considered in budget planning and conversations with the province and surrounding municipalities. Table 27 provides a list of key actions for the Transportation Master Plan including general and mode specific strategies. It is recommended that a monitoring system is established for the TMP including baseline data and goals and that the TMP is regularly reviewed and updated.
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