PREPARED FOR WESTBANK FIRST NATION - Sonoma Pines...Aug 02, 2017 · August 2017 | File: 0704.0116.02 Final Report PREPARED FOR WESTBANK FIRST NATION Preliminary Design Elk at Carrington

August 2017 | File: 0704.0116.02

Final Report PREPARED FOR WESTBANK FIRST NATION

Preliminary Design

Elk at Carrington and Butt at Carrington

304 – 1353 Ellis Street, Kelowna, BC, V1Y 1Z9 | T: 250.762.2517

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Preliminary Design Elk at Carrington and Butt at Carrington

Final Report Client: Westbank First Nation

310 – 515 Highway 97 South Kelowna, BC V1Z 3J2

Attention: Derek Corning, P.Eng

Infrastructure Engineer, WFN

Prepared by: Urban Systems Ltd.

304 – 1353 Ellis Street Kelowna, BC V1Y 1Z9

Phone: (250) 762-2517

Prepared by: James Donnelly, P.Eng. PTOE. Senior Transportation Engineer

Date issued: August 2, 2017 Project No.: 0704.0116.01

This report was prepared by Urban Systems Ltd. for the account of the Ministry of Transportation and Infrastructure. The material reflects Urban Systems Ltd.’s best judgement in light of the information available to it at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. Urban Systems Ltd. accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report.

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TABLE OF CONTENTS

1.0 INTRODUCTION ............................................................................................................................ 3

1.1 Study Area ................................................................................................................................................. 3

1.2 Background ................................................................................................................................................ 4

1.3 2016 Traffic Study Findings ....................................................................................................................... 4

1.4 Butt / Carrington Road Pedestrian Crossing Review (2017) ..................................................................... 7

1.5 Updated ICBC Collision Data .................................................................................................................... 8

2.0 Preliminary Intersection design ...................................................................................................... 9

2.1 Survey and Geometric Review .................................................................................................................. 9

2.2 Design Criteria ......................................................................................................................................... 12

2.3 Preliminary Design Comments ................................................................................................................ 13

2.4 ISSUES / RISKS ...................................................................................................................................... 14

APPENDICES Appendix A – Preliminary Design Drawings

Appendix B - Butt/Carrington Pedestrian Crossing Review

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1.0 INTRODUCTION

The intersections of Butt Road / Carrington Road and Elk Road / Carrington Road within are Westbank First Nations (WFN) Tsinstikeptum IR#9. However, Butt Road / Carrington Road is fully owned by the Ministry of Transportation and Infrastructure (MoTI) and Elk Road / Carrington Road is three-quarters owned by MoTI. These intersections have been the topic of repeated community feedback highlighting concerns with wait times, driver confusion and safety. In an effort to improve the function of both intersections, WFN and MoTI are exploring opportunities to make improvements to each of these intersections.

Following the completion of the Traffic Impact Study and Roundabout Design – Elk Road at Carrington Road and Butt Road at Carrington Road (Urban Systems, 2016), which explored the issues and made recommendations for improvements at these locations – a preliminary design for each intersection was completed.

This report summarizes the key findings of the Traffic Study, includes updated information related to these two intersections, and includes the preliminary design of each intersection.

1.1 Study Area

The study area for the project includes the two stop-controlled intersections at Elk Road/ Carrington Road and Butt Road- Sonoma Pines Drive/ Carrington Road in WFNs IR#9 but majority owned by MoTI. (Butt Road- Sonoma Pines Drive/ Carrington Road is 100 percent owned by MoTI while Elk Road/ Carrington Road is 75 percent owned by MoTI). This study will also take into account the commercial accesses in the immediate vicinity that impacts the performance of the intersection and will be included when considering improvement configurations.

Figure 1.1.1: Study Area

BUTT ROAD HIGHWAY 97

ELK ROAD


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1.2 Background

In 2013, Urban Systems completed an intersection improvement study that assessed the existing operational, safety and geometric characteristics of four intersections within WFN’s IR#9; this included the two intersections under assessment within this study. The assessment highlighted mobility and safety concerns at either intersection and identified possible mitigation measures, including potential roundabout options at either intersection. Conceptual sketches for either intersection with a roundabout configuration were developed.

Previous traffic impact studies have been completed in the area for multiple developments in the surrounding area, most notably;

MMM Group “Andres Development – West Kelowna, BC”, February 2011; Ward Consulting Group “Traffic Impact of the Proposed Commercial Development, Elk Road/ Carrington

Road”, Jan, 2007; Bunt & Associates “Staburn Wal-Mart Development Westbank, BC TIS”, December 2006.

These studies were reviewed and used in the development of the Traffic Impact Study and Roundabout Design – Elk Road at Carrington Road and Butt Road at Carrington Road completed in 2016.

1.3 2016 Traffic Study Findings

The 2016 Traffic Impact Study and Roundabout Design – Elk Road at Carrington Road and Butt Road at Carrington Road analysed the performance of these intersections, developed a problem definition and provided improvement recommendations. The problem definition and recommendations are summarized below:

1.3.1 2016 Traffic Study Problem Definition

Elk Road/ Carrington Road Intersection

The intersection has irregular traffic patterns, due to the restriction of left turn movements onto Highway 97 from the Elk Road connection, with the major movements occurring from northbound Carrington Road and westbound Elk Road;

Heavy demands during peak periods suggest that operations at the intersection are performing poorly along the minor approaches, with insufficient gaps, resulting in excessive delays (LOS F for northbound left turn for all peaks in 2015 and overall intersection LOS F in 2040 for all peaks);

The intersection has been observed having a high proportion of turning related incidents from the minor approach along Carrington Road, which has resulted in a high proportion of injuries;

The alignment of Elk Road through the intersection has created skewed approaches, which make navigating the intersection challenging and also restrict sightlines in some directions.

Carrington Road/ Butt Road – Sonoma Pines Intersection

The intersection has irregular traffic patterns, with a high proportion of traffic approaching the intersection from the minor Butt Road approach;

Heavy demands during peak periods suggest that operations at the intersection are performing poorly along the minor approaches, with insufficient gaps, resulting in excessive delays (LOS E/F for eastbound


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left turn during the PM peak and weekend mid-day peak in 2015 and overall intersection LOS F in 2040 for all peaks);

A high proportion of historic collisions at the intersection have been observed resulting from side-impact collisions that have occurred along both the minor approaches at the intersection;

The intersection has sightline issues identified along the Butt Road approach; Although no speed surveys have been completed, the long straight alignment and wide road width along Carrington Road, may encourage higher travel speeds through the intersection;

1.3.2 2016 Traffic Study Recommendations

Based on the identified problems at each existing intersection and in agreement with the 2013 Intersection Improvement Study, Modern Single lane roundabouts were recommended in the 2016 Traffic Study as an effective intersection configuration that would be expected to improvement safety and mobility concerns at each location.

Modern roundabouts are emerging in many jurisdictions as a preferred means of intersection control in many situations. Research of roundabouts throughout North American and Europe indicate that roundabouts, in certain situations, can greatly improve the safety and mobility of an intersection in comparison to other types of intersection treatments. In general, roundabouts can have a number of distinct advantages over other types of intersection control depending on the situation. These advantages can include;

Reduced Collisions; Improved Mobility; Reduced Greenhouse Gas Emissions; and Safer Environment for Pedestrian and Cyclists.

At both intersections, a high proportion of turning related incidents have been observed. Based on the historical collisions from 2009 - 2013, 60% of incidents at the Elk/ Carrington Road intersection and 67% of incidents at the Butt/ Carrington Road intersection have been identified occurring due to turning related incidents and could be eliminated based on the new roundabout configuration at each location. In addition, as per the Ministry of Transportation and Infrastructure Collision Modification Factors for British Columbia the conversion of an intersection from a stop-controlled to a roundabout is expected to result in an average 24% reduction in all collisions at an single lane, urban intersection.

Given these benefits, the following configurations at each intersections are proposed:

Carrington Road/ Elk Road

Single lane roundabout; Single lane approach in all directions with no bypass lanes or channelization; Extension of the raised median from Highway 97 along Elk Road; enabling better enforcement of the

right-in/ right-out commercial access.

Carrington Road/ Butt Road – Sonoma Pines Access

Single lane roundabout: Single lane approach in all directions with no bypass lanes or channelization;


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Maintain break in raised median along Butt Road, so as to allow left turn movements to be performed from the northern commercial access (Canadian Tire);

Shift the central node of the intersection to the east, changing the alignment along Carrington Road to better control approach speeds at the intersection.

Based on these recommendations, preliminary design for a single lane roundabout at each intersection is provided with this report.

1.3.3 2016 Traffic Study Alternative/ Interim Considerations

Other intersection configuration were considered at both locations, in order to establish the most appropriate intersection treatment that can be implemented. As funding opportunities may limit the investment of improving both intersections at once, considerations including interim and reduced cost improvements that improve the identified concerns within the existing problem definition were investigated and are outlined in greater detail in the 2016 Traffic Study. .

1.3.3.1 Elk/ Carrington Road Intersection:

The following improvement have been considered for improving the intersection of Elk and Carrington Road;

All Way Stop Controlled (AWSC) - Given the similar heavy demands along both the Elk and Carrington approach, an AWSC may assist in providing improved mobility and safety to the intersection. In order to justify the modification an AWSC warrant is required to be met as per the BC Ministry of Transportation’s “Manual of Standard Traffic Signs and Pavement Markings” 2000. Based on the available traffic data, the mobility component of AWSC warrant is likely to be met, but the collision history threashold is not met. Operational analysis to understand the potential current and future performance of an AWSC configuration at the intersection of Elk/ Carrington Road was completed. The analysis suggests that, although the configuration may resolve some of the mobility concerns under current demands, the configuration does not resolve the mobility concerns at the ultimate horizon. It is expected that the AWSC configuration would be able to operate until the 2025 horizon, when failing levels of service are expected.

Signalised Intersection Control –The signal warrant demonstrate that current demands do not justify the intersection to be signalised. Given the anticipated growth at the forecasted 2040 horizon, a traffic signal could be warranted into the future. However, accommodating a signal at the intersection would likely require the complete reconfiguration of the intersection in terms of improved laning, median treatments, pedestrian crossings, and signal heads and poles accommodation. Given the large presence of turning movements at the intersection, it is also likely that advanced phasing would be required at the intersection, which would ultimately require additional laning that may result in property impacts. In terms of operational performance, due to the composition of the turning movement volumes at the intersection, the operational performance of a signalised intersection is not expected to operate as efficiently as that of the roundabout configuration.


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1.3.3.2 Butt / Carrington Road intersection:

The following improvement have been considered for improving the intersection of Butt and Carrington Road:

All Way Stop Controlled (AWSC) – Similar to the Elk/ Carrington Road intersection, as the traffic demands are relatively equally weighted between the major and minor approaches an AWSC configuration may assist in benefiting the operational performance at the intersection. As per the AWSC warrant analysis, an all-way stop warrants is likely only warranted for the mobility component with the collision history not meeting the minimum threashold. Operational analysis has been completed to understand the potential performance of such an AWSC configuration at the intersection of Butt/ Carrington Road and to understand how it will perform into the future as demand grows. Similar to the Elk/ Carrington Road intersection, the analysis suggests that, although the configuration may resolve some of the mobility concerns within the short-term, the configuration does not resolve the mobility concerns at the ultimate horizon. By 2020 the AWSC is showing signs of pressure and a reduction in performance, with failing levels of service by 2025.

Signalised intersection Control - The signal warrant demonstrate that current demands do not justify the intersection to be signalised. Although future volumes may trigger these warrants the implementation of a signal at Butt/ Carrington would require a large portion of the intersection to be reconfigured and in terms of the operation performance it is expected not to be as effective as that of a roundabout configuration, given the distribution of turning movement volumes.

1.4 Butt / Carrington Road Pedestrian Crossing Review (2017)

In February 2017, Urban Systems completed a review of pedestrian safety at the intersection of Butt / Carrington Road. This review found the average pedestrian volume to be 9 pedestrians per hour on a weekday. The current pedestrian crossing control with a marked crosswalk and side mounted signs is adequate. However, the side mounted signs could be replaced with overhead signs given the longer crossing distance.

In addition to reviewing the actual signage and pavement markings, a variety of potential short to long measures to improve the pedestrian crossing experience have also been identified:

Ensure the pavement markings are well maintained and in good condition to increase the conspicuity of the crossing for drivers. Images from June 2016 show the pavement markings were in poor condition.

Replace the Pedestrian Crosswalk Sign on the left side of the road (circled on with the right facing version (RA-4L) so that the pedestrian on the sign is facing towards the crossing as per the Manual of Uniform Traffic Control Devices for Canada.

Provide a raised crosswalk to reduce vehicle speeds along Carrington Road and increase the prominence of the crosswalk.

The illumination at the intersection is limited with only one street lamp near the west corner. Lighting improvements would make it easier for drivers to see pedestrians waiting to cross after dark. Some overhead pedestrian crossing signs include lights that illuminate the crossing and these may address the limited lighting.


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There is no sidewalk or shoulder for pedestrians waiting to cross on the southern corner. Extend the sidewalk on Sonoma Pines Drive to the crosswalk.

The large curb radius on the western corner results in a long crossing distance. Shifting the crossing to the northeast approach would reduce the crossing distance. This change in crossing location would require any pedestrians using the sidewalk on Sonoma Pines Drive to first cross Sonoma Pines Drive to access the crosswalk. However, the count data indicates that slightly more pedestrians already cross in this location. As part of shifting the crosswalk, a small section of sidewalk would need to be constructed on the eastern corner to provide a landing location for pedestrians who are crossing.

Any improvement to the intersection; including those that have been previously considered such as implementation of a modern roundabout or all-way stop should incorporate pedestrian crossing improvements. This could include the above recommendations and, in particular, the extension of curb/sidewalk to the crosswalk.

A more in-depth discussion of the pedestrian crossing review is provided in Appendix B.

1.5 Updated ICBC Collision Data

Following the completion of the 2016 Traffic Impact Study, new collision data (up to 2015) was provided by ICBC. As summarized in the tables below, collision frequency and severity is observed to increase in the most recent years. The updated data was used to revisit the conclusions in the 2016 Traffic Study (i.e. All Way Stop and Signal Warrants). No conclusions changed with the new data, but if the most recent year’s trends continue then warrants for intersection improvements can be expected to be met.

Table 1.2.4: Updated Collision Data for Butt / Carrington Road (2011-2015)

Year Injury Property Damage Total

2011 0 0 0

2012 0 2 2

2013 2 1 3

2014 1 2 3

2015 6 4 10

Table 1.3.5: Updated Collision Data for Elk / Carrington Road (2011-2015)

Year Injury Property Damage Total

2011 0 1 1

2012 2 3 5

2013 0 2 2

2014 2 4 6

2015 5 4 9


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2.0 PRELIMINARY INTERSECTION DESIGN

As a follow-up to the previous 2016 Traffic Impact Study completed for the Carrington Road corridor and more specifically the intersections of Elk Road/Carrington Road and Butt Road/Carrington Road, the following section outlines the design criteria utilized for the development early roundabout designs for these two intersections. In addition, we have highlighted some issues and potential risks associated with the implementation of a roundabout at the Elk Road/Carrington Road intersection.

2.1 Survey and Geometric Review

As part of the existing conditions assessment of both intersections within the study area, a review of the existing geometry has been undertaken to identify inconsistencies with current design standards as per MoTI ‘BC Supplementary to TAC Geometric Design Guide’ 2007 edition. Using current survey information completed at both intersection by Okanagan Survey & Design Ltd. in April 2015, and a previous site visit completed in 2013, a summary of key features at either intersection have been compiled.

2.1.1 Elk Road/Carrington Road

The Elk/ Carrington intersection operates with a two-way stop-controlled treatment along Carrington Road with unrestricted flow along Elk Road. Based on the intersection configuration and the existing operations, the alignment of Elk Road is not ideal. Elk Road has a curved alignment through the intersection, resulting in the minor connections of Carrington Road having skewed approach alignments.

In addition, the eastbound travel lanes along the Carrington Road alignment is skewed through the intersection, due to the accommodation of the eastbound left turn lane causing the lane to deviate to the right roadside. A summary of these and other geometric features has been completed for the Carrington Road/ Elk Road intersection as follows:

Skewed Alignment – Due to the curved alignment along Elk Road, all approaches at the intersection have some degree of skew. As per TAC Standards the recommended approach alignment at a four-way intersection is between 70° to 110°. The current intersection is outside this range with approach angles at 68° and 112°;

Lane Discontinuation – Previously the roadway centreline followed the inside lane edge of the eastbound left turn lane. As a result, the eastbound left turn lane was alignied with the eastbound exit travel lane on the other side of the intersection and caused a large skew along the eastbound approach lane to the intersection. The new pavement markings have addressed the lane discontinuation.

Varying Cross-Sectional Standards –Given the different jurisdictions at the intersection, each approach is shown to have varying roads standards, including lane widths and shoulder treatments that vary greatly along all approaches;

Carrington Road Sightlines - The northbound approach of Carrington Road has been observed to have sightline issues for left turning and through movements, due to the stop bar setback (to accommodate opposing turnpaths) and fencing obstructions. As per TAC Standards a minimum sight distance for turning movements from a stop for a design speed of 50 km/h is approximately 85m. Without vehicles creeping past the stop bar, the available sight distance is approximately 65m along the northbound approach;


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Carrington Road North Approach Sightlines - Potential sightline issues for southbound traffic also exist, as a result of landscaping in front of the Sage Creek development on the northeast corner, as demonstrated in Figure 2.1; Figure 2.1: Southbound approach on Carrington Road looking eastbound along Elk Road

Intersection Lighting - Illumination is currently present along all four approaches, however not directly at the intersection itself. It is unknown whether this lighting is currently in compliance with Ministry specifications and requirements for an intersection of this nature. Adequacy of the existing intersection lighting should be assessed and considered at the detailed design phase.

2.1.2 Butt Road/Carrington Road

This intersection operates with a stop-controlled treatment at Butt Road and Sonoma Pines Drive with unrestricted through movements along Carrington Road. Existing traffic volumes suggest the major movements exist between Butt Road and the northern leg of Carrington Road. A summary of the geometric features at the intersection are as follows:

Butt Road Sightlines - Potential sightline issues for the eastbound approach on Butt Road are present due to landscaped vegetation, restricting sight to the north. Additionally, the stop bar for this eastbound left turn is also far back (due to the accommodation of opposing northbound left turn paths), as demonstrated in Figure 2.2;


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Figure 2.2: Eastbound approach on Butt Road looking northbound along Carrington Road

Carrington Road Approach - The Carrington Road approaches to Butt Road have straight alignments, with wide road widths and no restrictions that may encourage traffic to travel through the intersection at speeds higher than the post limits; Traffic calming measures, in the form of rumble strips have been provided along each approach to mitigate speeding traffic.

o As per TAC “Canadian Guide to Neighbourhood Traffic Calming” the application of rumble strips should only be used when standard warning or regulatory signing has been shown to be ineffective. Rumble strips are most commonly used on approaches to stop signs, often in situation where visibility of a stop sign is limited. Rumble strip are not recommended to be used as a speed control device;

Adjacent Commercial Access - The restricted commercial access points, force many vehicles exiting these areas through the intersection;

Intersection Lighting - The illumination at the intersection is limited with only one street lamp near the west corner.


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2.2 Design Criteria

The following tables summarize our design criteria and assessment of each intersection. All design criterial conform to TAC, MoTI and other nationally recognized guidelines for modern roundabout design or have been developed through direct consultation with MoTI.

Table 2.1: Design Criteria for Elk Road/Carrington Road

BC MoTIGUIDELINES

CRITERIAFunctional Classification of Approach Road: UCU2

Design Classification of Approach Road: UCU2Posted Speed of Approach Road: 50 km/h

Angle of Intersecting Roads1: desirable 75° to 105°Approach Grade: desirable max. 4%

Inscribed Circle Diameter (ICD ): 34 - 46 mCirculatory Roadway Width (C w )2: 6.0 - 9.0 m

Apron Width: min. 2.0 mNo. of lanes (by leg: entry/exit)3: Single Lane

Approach Lane Width (v ): 4.3 mEntry Width (e )4: 4.0 - 5.0 m

Entry Radius (R e): 10.0 - 15.0 mExit Width (s ): 4.0 - 5.0 m

Exit Radius (R s ): 15.0 - 30.0 mTruck Volume %: Approx. 5.0%Level of Service: Target LOS 'A - D'Design Vehicle: WB - 20

1 This is the interior angle measured between the approach leg tangent and the adjacent right side exit leg tangent.2 Cw should be equal to or up to 20% larger than the widest Entry Width (e ). Cw to be measured in front of entry leg splitter island.

3 Example: "2/1" means there are 2 entry lanes and 1 exit lane for this leg.4 e = perpendicular distance from left lane edge/yield line point to edge of pavement (excluding gutter pan).

23 15

N/B Appr. S/B Appr. W/B Appr. E/B Appr.

5.05.05.0

UAU2 UAU2 UCU2

5.7

WB-20


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Table 2.1: Design Criteria for Butt Road/Carrington Road

2.3 Preliminary Design Comments

Preliminary design drawings are provided for each intersection in Appendix A. These include corresponding design comments and vehicle turning templates. Based on the comments received from MoTI following the 2016 Traffic Study, the initial roundabout concepts have been updated to address MoTI requirements. This results in a larger overall footprint in each case and more significant impacts to property and utilities. While construction costs can be expected to increase due to the increased footprint, the more significant impact to project cost will be the increased property and utility impacts.

Based on the updated design for each location, we recommend further consultation with MoTI. Given the site constraints, further discussion with MoTI to confirm appropriate design criteria, critical truck movements at each intersection, and explore opportunities to provide a context sensitive designs should be part of the next stage of project development. If a roundabout improvement is still recommended for advancement, further investigation into the impact of property acquisition and utility relocations can be undertaken.

BC MoTIGUIDELINES

CRITERIAFunctional Classification of Approach Road: UCU2

Design Classification of Approach Road: UCU2Posted Speed of Approach Road: 50 km/h

Angle of Intersecting Roads1: desirable 75° to 105°Approach Grade: desirable max. 4%

Inscribed Circle Diameter (ICD ): 34 - 46 mCirculatory Roadway Width (C w )2: 6.0 - 9.0 m

Apron Width: min. 2.0 mNo. of lanes (by leg: entry/exit)3: Single Lane

Approach Lane Width (v ): 4.3 mEntry Width (e )4: 4.0 - 5.0 m

Entry Radius (R e): 10.0 - 15.0 mExit Width (s ): 4.0 - 5.0 m

Exit Radius (R s ): 15.0 - 30.0 mTruck Volume %: Approx. 5.0%Level of Service: Target LOS 'A - D'Design Vehicle: WB - 20

1 This is the interior angle measured between the approach leg tangent and the adjacent right side exit leg tangent.2 Cw should be equal to or up to 20% larger than the widest Entry Width (e ). Cw to be measured in front of entry leg splitter island.

3 Example: "2/1" means there are 2 entry lanes and 1 exit lane for this leg.4 e = perpendicular distance from left lane edge/yield line point to edge of pavement (excluding gutter pan).

WB-20 WB-20/B-12 WB-20/B-12 HSU

2% 2% 2% 2%A A A A

30 30 20 30

15 15 15 154.3 4.8 4.5 4.5

3.5 3.5 4.3 4.34.5 4.5 4.6 4.5

6 6 6 61 1 1 1

37 37 37 376 6 6 6

- - - -


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2.4 ISSUES / RISKS

There are several issues or risk components to the roundabout concepts that will warrant further investigation as design details for each roundabout are developed. These items will be directly impacted or influenced by the implementation of the roundabouts and may carry significant cost implications that should be considered in the overall planning and implementation of each roundabout. 2.4.1 Elk Road/Carrington Road Roundabout:

1. Aerial Utilities The installation of the roundabout will force the relocation of three of the aerial utility poles closest to the roundabout (NW, NE, SE corners). All three of these poles carry 3-phase, high voltage power systems that are often very expensive to relocate aerially or to underground. Additionally, the NE pole appears to also carry fibreoptic communications wiring. The NE and SE poles both have drop services to underground systems as well. The relocation of these utilities to facilitate installation of the roundabout will rely on detailed discussions with each utility provider to truly understand the existing systems and what can be accommodated in the design. Our past experience suggest that relocation of these poles and respective utilities could easily cost between $350,000 and $1,000,000.

Figure 2.3: Aerial utilities at Elk Road / Carrington Road

2. Property Acquisition: The roundabout installation, as currently designed, will require property acquisition in the SE and SW quadrants. If the roundabout must accommodate a WB-20 completing a westbound to northbound right turn then additional property aquasition on the NE quadrant is also required. However, a WB-20 can be accommodated to complete movement, if a 270 degree turn is permitted. Figure 2.4 shows the property acquisition required.


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Figure 2.4: Property Requirements at Elk Road / Carrington Road

3. Creek/Environmental Considerations:

There is an existing drainage culvert and ditch in the SE quadrant of the intersection that appears to receive year-round flow. The evidence of cattails and other aquatic vegetation suggests that this zone provides aquatic habitat and any disturbance to this riparian area will likely require appropriate permitting to disturb and subsequent compensation to offset the disturbance. The roundabout will require relocation of the existing headwall, extension of the existing culvert and significant disturbance to the riparian area.


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Figure 2.5: Potential Impacts to Aquatic / Riparian Area

4. Roundabout Geometry: The particular geometry of this existing intersection, compounded by proximity of buildings and structures along with underground and aerial utilities, makes implementation of a modern roundabout difficult in this location. As a further constraint, discussions with MoTI have indicated the preference to provide WB-20 turn movements with 1.0m clear zone for all movements. Due to the extreme skew of the intersection legs, these constraints result in a large ICD of 37.0m and result in a very small inner central island with large mountable central apron. If MoTI were able to relax the requirements for WB-20 in certain movements we can significantly reduce the overall ICD while increasing the diameter of the center median.

5. Adjacent Driveway Accesses

Based on the preliminary roundabout design for Carrington Road and Elk Road, the Kal Tire/Andre’s Electronics driveway should be restricted to right in/right out. Providing a painted median rather than the concrete median shown on the plans to maintain full movement at the driveway is not recommended due to position of the pedestrian crossing and vehicles turning left into the driveway will likely cause queues to extend in to the roundabout and gridlock the intersection. The detailed design stage should consider opportunities to maintain sufficient access to the businesses. This could include: a reduction in the roundabout size depending upon the design criteria to improve separation between the roundabout and business access, relocating the pedestrian crossing and/or an alternative business access on Moose Road. The Two Eagles driveway is located a sufficient distance from the roundabout and on the right side of the road. No operational issues between the roundabout and the Two Eagles driveway are anticipated.


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Butt Road/Carrington Road Roundabout:

1. Utilities: To avoid major impacts to the existing infrastructure on the west side of the infrastructure, the roundabout has been proposed with the central island shifted eastward. This shift will impact existing underground utilities including a large power transformer/cabinet in the SE quadrant. Should one continue with detailed design, consultation with the utility provider will be essential to understand the cost implications associated with relocation.

Figure 2.5: Potential Impact to Large Utility Cabinet

2. Property Acquisition: The roundabout installation, as currently designed, will require property acquisition in the NE and SE quadrants. Figure 2.6 shows the required property acquisition.


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Figure 2.6: Property Requirements at Butt Road / Carrington Road

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WESTBANK FIRST NATION | Traffic Impact Study & Roundabout Design – Elk & Butt at Carrington Road

APPENDIX A

Preliminary Design Drawings

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U:\Projects_KEL\0704\0116\01\D-Drafting-Design-Analysis\CADD\CURRENT\DESIGN\2017-03-30 9 DES-Carrington Roundabout.dwg, RT, 2017-05-08 11:46 am MJDavies

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U:\Projects_KEL\0704\0116\01\D-Drafting-Design-Analysis\CADD\CURRENT\DESIGN\2017-03-30 9 DES-Carrington Roundabout.dwg, 270, 2017-05-08 11:47 am MJDavies

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U:\Projects_KEL\0704\0116\01\D-Drafting-Design-Analysis\CADD\CURRENT\DESIGN\2017-03-30 9 DES-Carrington Roundabout.dwg, UTURN, 2017-05-08 11:47 am MJDavies

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U:\Projects_KEL\0704\0116\01\D-Drafting-Design-Analysis\CADD\CURRENT\DESIGN\2017-03-30 9 DES-Carrington Roundabout.dwg, Butt, 2017-05-08 11:48 am MJDavies

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U:\Projects_KEL\0704\0116\01\D-Drafting-Design-Analysis\CADD\CURRENT\DESIGN\2017-03-30 9 DES-Carrington Roundabout.dwg, Butt RT, 2017-05-08 11:48 am MJDavies

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August 2017 | 0704.0116.02


APPENDIX B

Butt / Carrington Road Pedestrian Crossing Review

August 2017 | 0704.0116.02


In February 2017, Urban Systems completed a review of pedestrian safety at the intersection of Butt / Carrington Roads based on updated information.

TAC Pedestrian Crossing Control Warrant

The 2012 TAC Pedestrian Crossing Control Guide has been used for the pedestrian crossing warrant. The application of the 2012 Pedestrian Crossing Control Guide is a two-step process. The first step is a flow chart that takes into account the following factors:

Whether a traffic signal is warranted, Average hourly pedestrian volume (threshold is 15 Equivalent Adult Units (EAUs)), Vehicular volume (threshold is 1,500 vehicles/day), Pedestrian desire lines or if there is a requirement for system connectivity, and Distance from another traffic control device (threshold is 100m to 200m, depending upon jurisdictional

norms and local characteristics).

The intersection of Carrington Road and Butt Road has a two-way stop with traffic on Carrington Road having the right-of-way. Carrington Road has one lane in each direction plus left turn bays at the intersection. There is currently a marked zebra crossing across Carrington Road on the southwest approach. There are no other signed or marked pedestrian crossings across Carrington Road in the vicinity. A full turning movement count including pedestrians was completed between 8am-10am, and 3pm-5pm on Tuesday, June 16, 2015, and noon-2pm on Saturday, July 18, 2015. Table A.1 below, summarizes the pedestrian data. This corresponds to an average of 9 pedestrians per hour crossing Carrington Road on a weekday. Based on the Master Servicing Plan, the AADT on Carrington Road is approximately 6300 vehicles in the vicinity of Butt Road.

Table A.1: Pedestrians Crossing Carrington Road

Date Time

Crossing Carrington Southwest Approach

Crossing Carrington Northeast Approach

Total Crossing Carrington Road

Tuesday, June 16, 2015

8am-10am 10 11 21 3pm-5pm 6 10 16

Saturday, July 18, 2015

12pm-2pm 2 1 3

Weekday Average Peds/hour 4 5 9 Overall Average Peds/hour 3 4 7

Table A.2 summarizes the site characteristics used to determine whether this site is a candidate for pedestrian crossing control.

Table A.2: Site Characteristics

Site Characteristic Carrington Road Is a traffic signal warranted at this location? No

Average Hourly Pedestrian Volume 9

August 2017 | 0704.0116.02


Vehicular Volume (veh/day) 6,300

Distance from another traffic control device (m) >500

d value for jurisdiction (100-200m) 100

Is this location on pedestrian desire line or is there requirement for system connectivity?

Yes

When assessing whether a site is a candidate for pedestrian crossing control one of the criteria is whether there is an average of 15 Equivalent Adult Unit (EAU) pedestrians per hour for 7 hours of a day. (Unaccompanied children 12 or under and pedestrians with physical impairments are counted as 2.0 EAUs while seniors are 1.5 EAUs and all other pedestrians are 1.0 EAU). The previously collected count data does not classify the pedestrians so they were all counted as adults for this analysis. Based on the 4 hours of weekday count data there were an average of 9 pedestrians per hour at the intersection if the Saturday count data is also included there was an average of 7 pedestrians per hour. This falls short of the minimum threshold of 15 pedestrians per hour sustained for 7 hours.

Despite not meeting the minimum pedestrian volume criteria, if the site is considered to be on a pedestrian desire line or required for system connectivity then the site is a candidate for pedestrian crossing control.

Once it is established that the site is a candidate for pedestrian crossing control, the next step is to determine what is the most appropriate treatment. Table A.3, below, summarizes the treatment selection parameters for Carrington Road.

Table A.3: Treatment Selection Parameters

Treatment Selection Tool Questions Value What is the vehiclular volume? 4500 < ADT ≤ 9000

What is the speed limit? ≤50

How many lanes? 3 lanes

Based on these parameters the recommended treatment is Crosswalk with side-mounted signs. However, given the crossing is approximately 15m long, it could be treated as 2 lanes per direction without a raised refuge for the purposes of the crossing control warrant which would then recommend a crosswalk with overhead mounted signs.

For a crosswalk with amber flashing beacons to be warranted, the daily traffic volume would need to increase to at least 9,000 vehicles per day and the number of lanes assumed to be 2 per direction in the warrant.

Pedestrian Crossing Improvements

Based on the analysis and data presented above, the existing pedestrian crossing treatment on Carrington Road (a marked pedestrian crossing with side mounted signs) is acceptable for the location, however the side mounted signs could be replaced with overhead signs given the longer crossing distance.

In addition to reviewing the actual signage and pavement markings, a variety of potential short to long measures to improve the pedestrian crossing experience have also been identified:

August 2017 | 0704.0116.02


Ensure the pavement markings are well maintained and in good condition to increase the conspicuity of the crossing for drivers. Figure A.1, below, shows the pavement markings were in poor condition when the image was taken in June 2016.

Replace the Pedestrian Crosswalk Sign on the left side of the road (circled on Figure A.1) with the right facing version (RA-4L) so that the pedestrian on the sign is facing towards the crossing as per the Manual of Uniform Traffic Control Devices for Canada.

Provide a raised crosswalk to reduce vehicle speeds along Carrington Road and increase the prominence of the crosswalk.

The illumination at the intersection is limited with only one street lamp near the west corner. Lighting improvements would make it easier for drivers to see pedestrians waiting to cross after dark. Some overhead pedestrian crossing signs include lights that illuminate the crossing and these may address the limited lighting.

There is no sidewalk or shoulder for pedestrians waiting to cross on the southern corner. Extend the sidewalk on Sonoma Pines Drive to the crosswalk.

The large curb radius on the western corner results in a long crossing distance. Shifting the crossing to the northeast approach would reduce the crossing distance. This change in crossing location would require any pedestrians using the sidewalk on Sonoma Pines Drive to first cross Sonoma Pines Drive to access the crosswalk. However, the count data in Table A.1, above, indicates that slightly more pedestrians already cross in this location. As part of shifting the crosswalk, a small section of sidewalk would need to be constructed on the eastern corner to provide a landing location for pedestrians who are crossing.

Any improvement to the intersection; including those that have been previously considered such as implementation of a modern roundabout or all-way stop should incorporate pedestrian crossing improvements. This could include the above recommendations and in particular the extension of curb/sidewalk to the crosswalk.

Figure A.1: Existing Carrington Road Crosswalk (June 2016)

Documents

PREPARED FOR WESTBANK FIRST NATION - Sonoma Pines...Aug 02, 2017 · August 2017 | File: 0704.0116.02 Final Report PREPARED FOR WESTBANK FIRST NATION Preliminary Design Elk at Carrington