Rpt-Final-Vol III Chapter 8-2759009500

Chapter 8

Transportation

AECOM The Calgary Airport Authority Volume III – Effects AssessmentChapter 8 – Transportation

Table of Contents page

8. Transportation .............................................................................................................. 8-1 8.1 Introduction ...................................................................................................................... 8-1 8.2 Scoping the Assessment ................................................................................................. 8-1

8.2.1 Scenarios ............................................................................................................ 8-2 8.2.2 Issues Identification ............................................................................................ 8-2 8.2.3 Effects Hypotheses ............................................................................................. 8-2 8.2.4 Valued Components ........................................................................................... 8-3

8.2.4.1 V1: Travel Time ................................................................................ 8-3 8.2.4.2 V2: Public Transit Routes ................................................................. 8-3 8.2.4.3 V3: Active Modes Pathway System .................................................. 8-3

8.2.5 Indicators ............................................................................................................. 8-3 8.2.6 Spatial Boundaries .............................................................................................. 8-4

8.2.6.1 Local Study Area .............................................................................. 8-4 8.2.6.2 Regional Study Area ......................................................................... 8-4

8.3 Baseline Conditions ......................................................................................................... 8-4 8.3.1 The Road Network Characteristics ..................................................................... 8-4 8.3.2 The Road Network Operation ........................................................................... 8-11

8.3.2.1 Roadway Links ............................................................................... 8-11 8.3.2.2 Travel Times ................................................................................... 8-11

8.4 Effects Assessment........................................................................................................ 8-14 8.4.1 Assessment Methods ........................................................................................ 8-14

8.4.1.1 Calgary Regional Transportation Model ......................................... 8-15 8.4.1.2 City of Calgary Transportation Plan ................................................ 8-23

8.4.2 Effects Assessment .......................................................................................... 8-25 8.4.2.1 Project Phase – Construction ......................................................... 8-25 8.4.2.2 Project Phase – Operation .............................................................. 8-25

8.5 Conclusions .................................................................................................................... 8-36 8.5.1 Construction ...................................................................................................... 8-36 8.5.2 Travel Time ....................................................................................................... 8-36 8.5.3 Bus Route 57 .................................................................................................... 8-36 8.5.4 Pathway System ............................................................................................... 8-36

8.6 Response to Issues Raised by the Public and Stakeholders ........................................ 8-37 Figures

Figure 8-1 Transportation Local Study Area ..................................................................................... 8-5

Figure 8-2 Transportation Regional Study Area ................................................................................ 8-6

Figure 8-3 LSA Current Roadway Development ............................................................................... 8-8

Figure 8-4 LSA Number of Roadway Travel Lanes ........................................................................... 8-9

Figure 8-5 LSA Roadway Speed Designation ................................................................................. 8-10

Figure 8-6 LSA Transit and Path/Bikeway Routes .......................................................................... 8-12

Figure 8-7 RTM Existing Road Network Classification ................................................................... 8-13

Figure 8-8 RTM 2015/2025 Road Network Classification without New Runway ............................ 8-17

Figure 8-9 RTM 2015/2025 Road Network Classification with New Runway ................................. 8-18


Figure 8-10 RTM 2015/2025 Number of Roadway Travel Lanes without New Runway................... 8-19

Figure 8-11 RTM 2015/2025 Number of Roadway Travel Lanes with New Runway ........................ 8-20

Figure 8-12 RTM 2015/2025 Roadway Speed Designation without New Runway ........................... 8-21

Figure 8-13 RTM 2015/2025 Roadway Speed Designation with New Runway ................................ 8-22

Figure 8-14 CTP’s Long Term Road and Street Network ................................................................. 8-24

Figure 8-15 AM Travel Times with and without New Runway ........................................................... 8-27

Figure 8-16 PM Travel Times with and without New Runway ........................................................... 8-27

Figure 8-17 2015 AM 2-Way Traffic Volumes with and without Runway .......................................... 8-29

Figure 8-18 2015 PM 2-Way Traffic Volumes with and without Runway .......................................... 8-30

Figure 8-19 2025 AM 2-Way Traffic Volumes with and without Runway .......................................... 8-30

Figure 8-20 2025 PM 2-Way Traffic Volumes with and without Runway .......................................... 8-31

Figure 8-21 CTP’s Primary Transit Network ...................................................................................... 8-34

Figure 8-22 Conceptual Calgary Regional Transit Plan .................................................................... 8-35

List of Tables

Table 8-1 Issues, VCs and Indicators .............................................................................................. 8-3

Table 8-2 LSA Roadway Characteristics ......................................................................................... 8-7

Table 8-3 RTM Baseline Roadway Links Operation ...................................................................... 8-11

Table 8-4 Baseline Travel Times ................................................................................................... 8-14

Table 8-5 Annual Traffic Volumes Growth Rates ........................................................................... 8-15

Table 8-6 2015/2025 LSA Roadway Characteristics without New Runway .................................. 8-16

Table 8-7 2015/2025 LSA Roadway Characteristics with New Runway ....................................... 8-16

Table 8-8 CTP's Roads and Streets Classification System ........................................................... 8-23

Table 8-9 Changes from 2010 to 2020 RTM Travel Times ............................................................ 8-26

Table 8-10 2020 RTM Travel Times with and without Runway ....................................................... 8-26

Table 8-11 2015 Roadway Volumes and Capacity .......................................................................... 8-28

Table 8-12 2025 Roadway Volumes and Capacity .......................................................................... 8-29

Table 8-13 Travel Time Improvements ............................................................................................ 8-31

Table 8-14 Increase in Travel Time Due to New Runway ............................................................... 8-32

Table 8-15 Change in Traffic Volumes Due to New Runway ........................................................... 8-32


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8. Transportation

8.1 Introduction

This chapter forms part of a Comprehensive Study (CS) for the Parallel Runway Project (PRP) at the Calgary International Airport (YYC). The process shadows the Environmental Assessment (EA) process under the Canadian Environmental Assessment Act (CEAA). This chapter summarizes the potential effects of the PRP on the existing transportation network. The PRP consists of a 14,000 ft (4,267 m) runway and associated infrastructure. The project components are described in further detail in Volume II, Chapter 7 of the CS. The PRP may require substantial alteration to the existing environment. The transportation effects assessment identifies potential effects of the project on valued components (VCs) in the Local and Regional Study Areas (LSA and RSA). Project effects are changes to the transportation network caused by activities arising solely from the PRP. Effects may be direct or indirect. A direct effect is one in which the cause-effect relationship has no intermediary effects, and an indirect effect is one in which the cause-effect relationship between a project effect and the ultimate effect on a VC has intermediary effects (Canadian Environmental Assessment Agency 1999). This effects assessment was completed following the general methods outlined in Chapter 1 of this Volume and the more specific methods in Section 8.4 of this Chapter. In summary, the assessment was scoped identifying the scenarios which may occur, issues and VCs that may be affected by the PRP, and a description of the spatial boundaries and scenarios that will constrain the scope of the assessment. Baseline information used for this assessment is taken from Volume V, Item 6 - Transportation Baseline Report, which describes the pre-construction road network, link volumes, and travel times within the LSA and RSA that may be affected by the PRP. The effects assessment not only examines potential direct and indirect environmental effects that might result from the PRP, but also examines ways in which effect levels can be reduced through mitigation and estimates residual effects following the implementation of mitigation measures. The general organization of this assessment of the potential effects of the PRP is as follows: Scoping; Baseline studies; Analysis of effects; Mitigation; Residual effects; and Evaluation of significance.

8.2 Scoping the Assessment

Scoping the assessment involves the identification of key issues of concern (and VCs), thereby ensuring that the assessment remains focused and the analysis remains manageable and practical (Hegmann et al 1999). The assessment framework used for the PRP followed four tasks that must be done in scoping: issue identification, selection of VCs, setting of boundaries, and initial identification of potential effects. An issue-based approach was used to focus the baseline data collection program and effects assessment. All issues raised by the public, stakeholders and government agencies were recorded and tabulated in Volume IV, Item 1. Analysis of and responses to the issues related to transportation are dealt with in this chapter.


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8.2.1 Scenarios

Five scenarios were considered and compared in conducting the assessment: 1. pre-construction (baseline) conditions in 2010; 2. conditions in 2015 with the new runway in place; 3. conditions in 2015 without the new runway; 4. conditions in 2025 with the new runway in place; and 5. conditions in 2025 without the new runway. Data from the City of Calgary’s Regional Transportation Model (RTM) will form the basis for this assessment. The data horizons available from the RTM are 2010 and 2020 which do not coincide exactly with the horizon years identified for the CS. As such, some interpolation and interpretation was required for the study; however, the roadway network modelled in the 2020 horizon will be representative of the roadway network anticipated in the 2015 and 2025 horizons.

8.2.2 Issues Identification

As described in Volume II, Chapter 5, this CS is issues focused. Issues were identified by means of public consultation, communication with government agencies and other stakeholders, and through professional experience. The PRP has the potential to affect the existing transportation network. The proposed road closure at Barlow Trail and McCall Way, possible construction of access roads, and physical road works during construction such as grading and demolition and salvaging of pavement, may temporarily disturb and/or change existing traffic patterns. An interaction matrix (Volume III, Chapter 1, Table 1-1) was used to identify the potential effects for the PRP as a whole.

8.2.3 Effects Hypotheses

Transportation issues were identified through the methods outlined in Volume III, Chapter 1 and public consultation. Effects hypotheses were developed that corresponded to those issues and describe the kind of effect that could occur as a result of the PRP. The hypotheses used for this assessment are listed below: 1. Changes in the road network due to road closure necessitated by the project 2. Heavily loaded construction traffic may have an adverse effect on construction haul routes 3. There may be a change in travel time. 4. Public Transit access along McCall Way may be affected 5. The bicycle and pedestrian pathway along Barlow Trail may be affected.


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8.2.4 Valued Components

VCs can be defined as environmental attributes or components that are unique to an area, or valued by the public (stakeholders) and are perceived as important for ecological, social, cultural, and/or economic reasons. VCs are the final recipients of effects from a project activity, which means environmental components must be clearly linked to project activities. For the purpose of the EA, VCs representing the transportation component fall within two broad categories: road network characteristics and road network operations. VCs were identified based on project objectives, applicable legislation and guidance documents, a review of existing reports, input from stakeholders (public meetings), and the professional judgement of the project team.

8.2.4.1 V1: Travel Time

Travel time in this chapter represents the time it takes to travel from point A to point B using the shortest path available in the road network. With the closure of Barlow Trail, the road network will change and using Barlow Trail will no longer be an option requiring travellers to use other routes. Travellers who have the airport as their origin or destination account for approximately 30% of the traffic currently using Barlow Trail south of YYC.

8.2.4.2 V2: Public Transit Routes

Currently, YYC is served by two transit routes: the North Crosstown Route 430 and the Airport/Erin Woods Route 57. Both bus services go to the airport terminal and the proposed road closure may impact routings and consequently may impact the overall usage.

8.2.4.3 V3: Active Modes Pathway System

Currently, there is a pathway that is used by pedestrians and cyclists that runs along Barlow Trail into the airport terminal. The closure of Barlow Trail and the development of the new runway will affect this pathway and its users.

8.2.5 Indicators

Indicators are used to measure effects on VCs. Appropriate indicators were chosen for each transportation VC. Table 8-1 outlines the issues for transportation and provides examples of indicators used in the effects assessment.

Table 8-1 Issues, VCs and Indicators

Issue VC Category Indicator

Travel time between YYC and other destinations

Changes in traffic characteristics

Travel Time Change in travel time Change in traffic volumes and volume

to capacity ratios

Effect on Route 57 Public Transit Routes Changes to the transit routes

Disturbance of the pathway system along Barlow Trail

Active Modes Pathway System Changes in the bikeways and pathways


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8.2.6 Spatial Boundaries

8.2.6.1 Local Study Area

The LSA is intended to represent the range of transportation resources occurring within the PRP footprint and immediate vicinity, and covers an area within which all direct and some indirect effects of project activities are likely to occur. The LSA for the transportation effects assessment is the area containing YYC lands and the immediate roads adjacent to the airport. The LSA (Figure 8-1) is bounded by Deerfoot Trail on the west, McKnight Boulevard on the south, Country Hills Boulevard on the north, and Métis Trail/36 Street NE on the east.

8.2.6.2 Regional Study Area

The RSA is a larger region surrounding the LSA which serves to place project-specific effects in a broader regional context. The RSA includes all major roads within the City of Calgary plus roads connecting to the adjacent settlements of Balzac, Airdrie and Chestermere. The RSA (Figure 8-2) will capture any effects on the major routes that may result from the PRP. Most of the transportation effects from the PRP development will be captured in the LSA assessment. The RSA will only be looked at when considering travel time for trips that do not have the airport as their origin or destination.

8.3 Baseline Conditions

The PRP will have effects on the physical components in the area including transportation. In order to predict the potential effects of the project on the transportation system and traffic patterns, it is important to understand the road network characteristics and operation prior to commencement of the project. To determine the baseline roadway network conditions and operation, traffic volume data were collected at key intersections and roadway links from the City of Calgary and Alberta Transportation, as well as from counts completed by AECOM in October 2009. Supplementary to traffic volume data, the City of Calgary RTM, developed and run by the City of Calgary Forecasting Division, provides a tool to review and compare future roadway network scenarios. Key data collected from the RTM for existing conditions includes link volumes and v/c ratios on roadways surrounding YYC, as well as travel times between representative locations. The findings of the baseline report can be found in their entirety in Volume V, Item 6 of the CS.

8.3.1 The Road Network Characteristics

Roadways within the LSA fall under three jurisdictions shown below. These jurisdictions are responsible for construction and maintenance of the roadways including signage, lane marking, snow removal, rehabilitation, and enforcement. Deerfoot Trail is under the jurisdiction of the Province of Alberta; Roads on the Government of Canada lands occupied by YYC are managed by the Authority; and The City of Calgary has jurisdiction over the remainder of the public roads in the LSA.


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Roadways are classified into the following categories by the City of Calgary Transportation System Bylaw 41M95, which has been approved by the Province of Alberta: Freeway/Expressway; Major Street; Collector; Local; and Rural. Roadways designated in the bylaw do not necessarily exist in their designated standard, or may not yet exist in any form. Many roadways undergo a gradual staged transformation to achieve their designated design standard. The City of Calgary has published a map classifying the current stage of development of roadways in Calgary (Figure 8-3). The City of Calgary also publishes maps showing the number of travel lanes and posted speed for this roadway network (Figures 8-4 and 8-5, respectively). Roadway characteristics are shown in Table 8-2 for roads considered important within the LSA. The City of Calgary designates certain roads or areas for use by trucks. The LSA is an Unrestricted Truck Zone that includes all public roadways as truck routes. Barlow Trail is designated as a Dangerous Goods Route (DGR) and High Load Corridor (HLC), Deerfoot Trail is designated DGR, and Country Hills Boulevard is designated as a HLC. This identifies Barlow Trail as a potential route for high load travel, subject to a required permit.

Table 8-2 LSA Roadway Characteristics

Road Name Road

Segment Ownership

Existing Standards

Number of lanes

Posted Speeds km/h

Communities Served

Country Hills Boulevard

E of Barlow City of Calgary Rural 2 80 NE Calgary, Saddleridge, Rural

W of Barlow City of Calgary Major Arterial 4 70 NE Calgary, Harvest Hills,

Coventry Hills

Airport Trail Barlow to Deerfoot

City of Calgary Expressway 4 90 NE Calgary

36 Street NE Country Hills to McKnight

City of Calgary Rural 2 60 NE Calgary, Castleridge,

Whitehorn, Rundle

McKnight Boulevard

Métis to Deerfoot

City of Calgary Expressway 4 70 NE Calgary, Castleridge,

Falconridge, Coral Springs, Whitehorn, Temple, Monterey Park

Deerfoot Trail

N of Beddington

Government of AlbertaExpressway,

DGR 6 110 City of Calgary

S of Beddington

Government of AlbertaExpressway,

DGR 6 100 City of Calgary

Barlow Trail

N of Airport Trail

City of Calgary Major Arterial,

DGR, HLC 4 70 NE Calgary

S of Airport Trail

City of Calgary, Airport Authority Land

Expressway, DGR, HLC

4 90 NE Calgary


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Public transit routes and City of Calgary pathways and bikeways within the LSA are shown in Figure 8-6. YYC is served by two routes: the North Crosstown Route 430 and the Airport/Erin Woods Route 57. Route 430 operates with 30-minute service during the peak hours and 60-minute service for the late

evening hours. Route 57 operates on weekdays with 20-minute service during the peak hour and 30-minute service

off peak. Route 57 connects to the Light Rail Transit (LRT) system at Whitehorn Station on 39 Avenue and 36 Street NE.

YYC is also served by a number of charter bus and tour operators, some of which provide scheduled service to destinations outside Calgary, such as Banff. There is also a pedestrian and cyclist pathway that runs along Barlow Trail that accesses the airport terminal south of Airport Road (Figure 8-6).

8.3.2 The Road Network Operation

8.3.2.1 Roadway Links

The Calgary RTM is the City of Calgary’s current travel demand forecasting model and is typically used for strategic and transportation planning. It is based on information such as land use, population, employment, travel patterns, and the road/transit network. The calibrated 2010 RTM is used in the baseline assessment to provide information for the existing road network, taking into account currently ongoing and/or completed roadway projects such as the opening of Stoney Trail. Figure 8-7 illustrates the road network used in the model to determine 2010 existing baseline conditions. Morning (AM) and afternoon (PM) peak traffic volumes and volume to capacity (v/c) ratios are generalized in Table 8-3 for existing conditions based on the results of the RTM.

Table 8-3 RTM Baseline Roadway Links Operation

Road Name 2-way Link Capacity

AM PM

Volume V/C Volume V/C

Country Hills Boulevard 2,700 2,000 0.74 2,200 0.82

Airport Trail 3,900 1,500 0.38 1,700 0.43

36 Street 3,100 750 0.24 870 0.28

McKnight Boulevard 6,900 4,200 0.60 4,800 0.70

Deerfoot Trail 12,500 10,500 0.84 10,600 0.85

Barlow Trail 3000 1,400 0.46 1,900 0.64

Note: Volumes and v/c ratios shown in tare for the whole link (2-way traffic).

8.3.2.2 Travel Times

Trips using Barlow Trail south of YYC are likely to be affected by changes in the road network associated with the PRP development.. Travel times between the airport and different zones as shown in Table 8-4 were obtained from the 2020 RTM model to compare with future conditions. The travel time between YYC and Pegasus Park area was used as representative of typical travel times between several hotels within close proximity to YYC. Travel times were also obtained for two crossing trips that do not have the airport as an origin or a destination, but that access the road network within the LSA.


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Table 8-4 Baseline Travel Times

Origin Destination Travel Times in Minutes

AM Peak PM Peak

Airport Terminal Downtown Calgary 21 20

Airport Terminal University of Calgary 20 21

Airport Terminal Max Bell 13 14

Airport Terminal Peter Lougheed Hospital 10 10

Airport Terminal Northeast Industrial 11 11

Airport Terminal Hotels south of YYC 7 5

McKnight Boulevard @ 36 Street Deerfoot Trail @ Country Hills Boulevard 14 14

Country Hills Boulevard @ 36 Street McKnight Boulevard @ Deerfoot Trail 13 12

8.4 Effects Assessment

For the purpose of the effects assessment, transportation VCs, broadly defined as road network characteristics and road network operations, were evaluated in an effort to describe potential effects of the PRP, identify appropriate discipline-specific mitigation measures, characterize residual effects, and the significance of residual effects for each of the transportation VCs. Potential project effects are summarized for each relevant stage of the project. The assessment identifies and describes the direct and indirect project-specific effects that are likely to arise during: 1) pre-construction; 2) 2015 and 2025 without the new runway; and 3) 2015 and 2025 with the new runway in place. Two main sources of information were used to evaluate the VCs representing transportation, the Calgary RTM and the City of Calgary Transportation Plan (CTP).

8.4.1 Assessment Methods

The purpose of this effects assessment is to identify and describe potential environmental effects that may occur as a result of the construction and operation of the PRP. The effects assessment applies relevant effect hypotheses to each VC and identifies potential effects that may occur during construction and operation of the PRP. The effects hypotheses used for this assessment are detailed in Section 8.2.3. Potential environmental effects on transportation were identified and evaluated for each project phase. Effects were determined by predicting how project related activities will interact with the transportation VCs. Factors used in the determination and analyses of potential environmental effects include: evaluation of project design and construction specifications; suitability of mitigation measures/Best Management Practices (BMPs), including the identification of

project specific constraints (i.e., timing of activities in relation to local conditions and/or environmental conditions);

potential residual effects; and significance of potential residual effects. The selection of mitigation measures was based on the magnitude of the effect, as well as the direction, duration, frequency, and timing of the effect. Effects that were considered to be negligible were considered sufficiently mitigated and no further mitigation measures were proposed. For all other effects, mitigation measures were selected such that the effect will be avoided or minimized to the greatest extent possible taking into account the unique nature of the PRP without compromising the safe operation of YYC.


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8.4.1.1 Calgary Regional Transportation Model

The Calgary RTM is the City of Calgary’s current travel demand forecasting model and is typically used for strategic and transportation planning. It is based on information such as land use, population, employment, travel patterns, and the road/transit network. The model follows a four-step process: 1. Trip Generation – generates travel demand; 2. Trip Distribution – distributes generated trips between City zones; 3. Modal Split – determines how the trips are split between the different modes available; and 4. Trip Assignment – assigns trips to routes within the road network. The RTM was run for two scenarios in 2020 where the only critical difference in the road network between the scenarios is whether Barlow Trail and McCall Way are open or closed. This was meant to represent the network with and without the new PRP. The following scenarios were attained from the City of Calgary Forecasting Division using the updated Regional Transportation Model: 2010 Baseline Conditions – Barlow Trail open, Métis Trail closed; 2010 Forecasted Conditions – Barlow Trail closed and Métis Trail open; 2020 Forecasted Conditions – Barlow Trail closed and Métis Trail open; and 2020 Forecasted Conditions – Barlow Trail open and Métis Trail open. The 2010 baseline conditions were utilized in the Baseline Assessment discussed in Section 8.3, while 2020 forecasted conditions with Barlow Trail open-Métis Trail open, and Barlow Trail closed-Métis Trail open were utilized to assess the effects of the PRP on the road network operations within the LSA. The 2010 forecasted conditions with Barlow Trail closed and Métis Trail open was attained for growth development purposes. Although the 2020 horizon does not coincide with the 2015 and 2025 horizons identified in the effects assessment, it will still serve as an adequate tool for analysis. There are a few new developments occurring within the LSA and the road network in that area (i.e., 96 Ave NE and Aero Drive NE) but they are expected to be fully developed by 2015. Hence, there should not be any significant changes in the actual road network between 2015 and 2025, and growth rates can be used to interpolate traffic volumes and capacity from 2020. Based on the 2010 and 2020 Barlow Trail closed and Métis Trail open scenarios obtained from the RTM depicting the same road network, annual growth rates were developed for each roadway within the LSA for both AM and PM peaks. These growth rates (Table 8-5) were assumed to be the same with and without the new runway between the periods of 2010 to 2025. There is a slight decrease in the annual growth rate along 36 Street which is due to some rerouting of traffic caused by the improvements expected to take place on Métis Trail.

Table 8-5 Annual Traffic Volumes Growth Rates

Road Name AM Peak PM Peak

Country Hills Boulevard 6.75% 6.07%

Airport Trail 3.50% 1.82%

36 Street NE 0.31% -1.80%

McKnight Boulevard 3.20% 1.92%

Deerfoot Trail 1.01% 1.87%

Barlow Trail N of Airport Trail 5.83% 7.39%


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The 2020 road network assessed in the model included upgrades expected to take place by the City of Calgary by that horizon. Those upgrades include the full opening and operation of Métis Trail and 36 Street, as well as road upgrades and lane additions to Country Hills and other surrounding roads. Figures 8-8 to 8-13 illustrate the roadway classifications, number of travel lanes and speed designation for the two RTM scenarios modelled. These roadway characteristics are also shown in Tables 8-6 and 8-7 for roads considered important within the LSA with and without the new runway.

Table 8-6 2015/2025 LSA Roadway Characteristics without New Runway

Road Name Road Segment Ownership Classification Number of

lanes Posted Speeds

km/h


E of Barlow City of Calgary Major Arterial 6 80

W of Barlow City of Calgary Major Arterial 6 70

Airport Trail Barlow to Deerfoot City of Calgary Major Arterial 4 90

36 Street NE Country Hills to

McKnight City of Calgary Major Arterial 4 60

McKnight Boulevard Métis to Deerfoot City of Calgary Expressway 6 70

Deerfoot Trail N of Beddington Government of Alberta Expressway 8 110

S of Beddington Government of Alberta Expressway 8 100

Barlow Trail

N of Airport Trail City of Calgary Major Arterial 4 70

S of Airport Trail City of Calgary, Airport

Authority Land Expressway 4 90

Table 8-7 2015/2025 LSA Roadway Characteristics with New Runway

Road Name Road Segment Ownership Classification Number of

lanes Posted Speeds

km/h


E of Barlow City of Calgary Major Arterial 6 80

W of Barlow City of Calgary Major Arterial 6 70

Airport Trail Barlow to Deerfoot City of Calgary Major Arterial 6 90

36 Street NE Country Hills to

McKnight City of Calgary Major Arterial 4 60

McKnight Boulevard Métis to Deerfoot City of Calgary Expressway 6 70

Deerfoot Trail N of Beddington Government of Alberta Expressway 8 110

S of Beddington Government of Alberta Expressway 8 100

Barlow Trail

N of Airport Trail City of Calgary Major Arterial 4 70

S of Airport Trail City of Calgary, Airport

Authority Land N/A N/A N/A

The information obtained from the RTM scenarios described above was used to evaluate the following: VC1: Travel Time

Traffic volumes Roadway capacity


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8.4.1.2 City of Calgary Transportation Plan

The CTP was created through the Plan It Calgary process and approved by City Council in September 2009. The main objective of the CTP is to provide policies that adhere to the City’s vision for long term growth and development over the next 60 years. Some of the specific goals within the CTP are: Promoting safety for all users within the transportation system; Advancing environmental sustainability; and Enabling active modes and transit as the preferred mode choice. Figure 8-14 shows the CTP’s long term planning and classifications for roads within the LSA. CTP has also created a long term road and street classification system which identifies the road’s ability to accommodate a wider range of users and different modes. Table 8-8 shows the priority level for each transportation mode (walking, cycling, transit, goods movements, and vehicles) for six road and street types. The CTP’s long term road network classifies roads as: Skeletal Road; Arterial Street; Industrial Arterial; Urban Boulevard; Neighbourhood Boulevard; Parkway; Roadway within City Limits (to be classified through future Local Area Plans); Roadway outside City Limits; and Collector Roads.

Table 8-8 CTP's Roads and Streets Classification System

Facility Transportation Mode % of Future

Road Network Walking Cycling Transit Goods Autos

Skeletal Road 34%

Arterial Street 44%

Industrial Arterial 10%

Urban Boulevard 5%

Neighbourhood Boulevard 3%

Parkway 4%

Legend Red Not required or poor performance is acceptable.

Yellow Accommodated with variable standards.

Green Accommodated with high standards.


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Information obtained from the CTP was used to evaluate mitigation measure options for the following VC2: Public Transit Routes.

8.4.2 Effects Assessment

8.4.2.1 Project Phase – Construction

The PRP will require upwards of 900,000 m3 of granular aggregates for the pavement structures, equating to approximately 145,000 truck loads of material using tandem axle trucks or 103,000 truck loads using tridem axle trucks. Aggregate will likely be sourced from one of the Spy Hill pits, which are in close proximity to the YYC Campus by way of 85 Street NW and Stoney Trail. The two possible viable hauling routes are as follows: Route 1: Stoney Trail, Deerfoot Trail, Country Hills Boulevard, 36 Street; and Route 2: Stoney Trail, Deerfoot Trail, Airport Trail, Barlow Trail. For the purpose of this preliminary assessment, the truck traffic generated during the construction phase will be calculated using the following assumptions: 103,000 truck loads will be required using tridem axle trucks since the haul route from the Spy Hill

sources is generally on arterial routes which will accommodate larger truck configurations; There will be three construction seasons, each lasting approximately nine months; Aggregates will be hauled six days a week, 12 hours a day; Each truck will have an hour and a half round trip hauling time which includes travel time, loading and

unloading; 75% of trucks will use hauling route 1 and 25% will use route 2; and Trucks are evenly distributed throughout the day. Based on this information, it was calculated that 21 trucks will need to be in operation for the full three construction seasons hauling aggregates six days a week, 12 hours a day. Each truck will make eight truck loads per day (using the 1.5 hour round trip time) for a total of 168 truck loads per day and 336 daily trips (inbound and outbound). If these trips are evenly distributed throughout the 12 hour work day, then 28 trips will be made per hour with 21 trips taking route 1 and 7 trips taking route 2. Mitigation/Significance From a traffic operation standpoint, adding these trips to the 2012/2013 road network accounts for an average increase of no more than 2% to the traffic volumes in the AM and PM peak hours. This will not have a significant effect on congestion (the volume to capacity ratio) nor will it require operational changes. Ongoing discussions between City and YYC officials will deal with any required mitigation strategies.

8.4.2.2 Project Phase – Operation

V1: Travel Time One of the issues identified during the initial round of public consultation by government agencies and stakeholders is the potential increase in travel time, particularly from YYC to downtown, Hotels south of YYC – Barlow Trail / 32 Avenue, and Peter Lougheed Hospital. To assess this issue, travel times were obtained from the RTM for the two scenarios. Although this information was obtained for a 2020 horizon,


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the purpose of this analysis is not to assess the exact travel time between destinations, but to compare the travel times for two scenarios with the same horizon to show the affects of the closure of Barlow Trail. To achieve this, travel time information was obtained for the following destinations: Airport terminal to downtown (Calgary Tower used as a landmark); Airport terminal to the University of Calgary; Airport terminal to Max Bell Arena; Airport terminal to the Peter Lougheed Hospital; Airport terminal to Northeast Industrial; Airport Terminal to Hotels south of YYC – Barlow Trail / 32 Avenue; McKnight Boulevard @ 36 Street to Deerfoot Trail @ Country Hills Boulevard; and Country Hills Boulevard @ 36 Street to McKnight Boulevard @ Deerfoot Trail. It should be noted that the travel time obtained for the 2020 horizon is not based on the existing road network, but is based on the RTM network discussed in Section 8.4.1.1 which included upgrades to Métis Trail, connection of 36 Street to 48 Avenue, and improvements to Country Hills Boulevard. As shown in Table 8-9, the travel time actually decreases between some of the destinations from the 2010 horizon to the 2020 horizon (without the PRP) due to the improvements mentioned above. The travel times obtained from the RTM for the two scenarios are shown in Table 8-10 and Figures 8-15 and 8-16.

Table 8-9 Changes from 2010 to 2020 RTM Travel Times

Origin Destination

AM - Travel Times in Minutes PM - Travel Times in Minutes

2010 Base2020 w/o runway*

Change in Minutes

2010 Base 2020 w/o runway*

Change in Minutes

Airport Terminal Downtown Calgary 21 21 0 20 20 0

Airport Terminal University of Calgary 20 20 0 21 20 -1

Airport Terminal Max Bell Arena 13 13 0 14 13 -1

Airport Terminal Peter Lougheed Hospital 10 9 -1 10 9 -1

Airport Terminal Northeast Industrial 11 8 -3 11 8 -3

Airport Terminal Hotels south of YYC 7 7 0 5 7 2

McKnight Boulevard @ 36 Street

Deerfoot Trail @ Country Hills Boulevard

14 13 -1 14 14 0

Country Hills Boulevard @ 36 Street

McKnight Boulevard @ Deerfoot Trail

13 15 2 12 14 2

*: scenario includes various road improvements

Table 8-10 2020 RTM Travel Times with and without Runway

Origin Destination


w/o runway

with runway

Change in Minutes

w/o runway

with runway

Change in Minutes

Airport Terminal Downtown Calgary 21 23 2 20 21 1

Airport Terminal University of Calgary 20 22 2 20 22 2

Airport Terminal Max Bell Arena 13 19 6 13 18 5

Airport Terminal Peter Lougheed Hospital 9 18 9 9 18 9

Airport Terminal Northeast Industrial 8 13 5 8 13 5

Airport Terminal Hotels south of YYC 7 16 9 7 14 7

McKnight Boulevard @ 36 Street

Deerfoot Trail @ Country Hills Boulevard

13 14 1 14 14 0

Country Hills Boulevard @ 36 Street

McKnight Boulevard @ Deerfoot Trail

15 15 0 14 14 0


8-27

0

5

10

15

20

25

Airport to Downtown

Airport to University

Airport to Maxbell

Airport to Peter

Lougheed Hospital

Airport to Northeast Industrial

Airport to Hotels south

of YYC

McKnight Blvd @ 36

St to Deerfoot Tr @ Country Hills Blvd

Country Hills Blvd @ 36

St to McKnight Blvd @

Deerfoot Tr

AM

Tra

vel

Tim

e in

Min

ute

s

Origin Destination

w/o Runway

w Runway

0

5

10

15

20

25

Airport to Downtown

Airport to University

Airport to Maxbell

Airport to Peter

Lougheed Hospital

Airport to Northeast Industrial

Airport to Hotels south

of YYC

McKnight Blvd @ 36

St to Deerfoot Tr @ Country Hills Blvd

Country Hills Blvd @

36 St to McKnight Blvd @

Deerfoot Tr

AM

Tra

vel

Tim

e in

Min

ute

s

Origin Destination

w/o Runway

w Runway

Figure 8-15 AM Travel Times with and without New Runway

Figure 8-16 PM Travel Times with and without New Runway


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Link volumes and volume to capacity (v/c) plots were also obtained for the following roadways in all scenarios in the AM and PM peak hours: Deerfoot Trail (between Country Hills Boulevard and McKnight Boulevard); McKnight Boulevard (between Deerfoot Trail and Métis Trail); Country Hills Boulevard (between Deerfoot Trail and 36 Street NE); Airport Trail; Barlow Trail (between Country Hills Boulevard and McKnight Boulevard); and 36 Street NE (between Country Hills Boulevard to Métis Trail). Using the growth rates developed and traffic volumes from the RTM 2020 scenarios (with Barlow open and Barlow closed), 2015 and 2025 volumes were calculated with and without the runway for AM and PM peaks, as well as the capacity of each roadway as shown in Tables 8-11 and 8-12, and in Figures 8-17 to 8-20. The tables also indicate the percentage of change in the roadway capacity, volumes, and volume to capacity ratios due to the presence of the new runway and the closure of Barlow Trail.

Table 8-11 2015 Roadway Volumes and Capacity

Road Name Scenario Capacity AM PM



w/o Runway 4,000 1,400 0.36 1,700 0.43

w Runway 4,000 1,700 0.42 1,900 0.46

% Change 0.0% 15.5% 16.7% 8.0% 7.0%

Airport Trail

w/o Runway 3,900 1,800 0.46 2,200 0.55

w Runway 5,900 2,300 0.39 2,100 0.36

% Change 50.0% 25.5% -15.2% -3.0% -34.5%

36 Street NE

w/o Runway 6,200 270 0.04 290 0.05

w Runway 6,200 400 0.07 510 0.08

% Change 0.0% 51.3% 75.0% 80.9% 60.0%

McKnight Boulevard

w/o Runway 10,400 4,900 0.47 5,300 0.51

w Runway 10,400 4,800 0.46 5,100 0.49

% Change 0.0% -2.2% -2.1% -3.8% -3.9%

Deerfoot Trail

w/o Runway 16,600 11,000 0.66 10,300 0.62

w Runway 16,600 11,100 0.67 10,700 0.65

% Change 0.0% 0.2% 1.5% 4.4% 4.8%

Barlow Trail N of Airport Trail

w/o Runway 3,000 750 0.25 890 0.30

w Runway 3,000 1,000 0.35 1,100 0.38

% Change 0.0% 36.6% 40.0% 25.7% 26.7%

Barlow Trail S of Airport Trail

w/o Runway 6,400 1,900 0.30 2,200 0.34

w Runway 0 0 0 0 0

% Change -100.0% -100.0% -100.0% -100.0% -100.0%


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0

2000

4000

6000

8000

10000

12000

Country Hills Blvd

Airport Tr 36 St McKnight Blvd

Deerfoot Tr Barlow Tr N of Airport Tr

Barlow Tr S of Airport Tr

AM

2-W

ay T

raff

ic V

olu

me

Road Name

w/o Runwayw Runway

Table 8-12 2025 Roadway Volumes and Capacity

Road Name Scenario Capacity AM PM



w/o Runway 4,000 2,200 0.54 2,300 0.58

w Runway 4,000 2,500 0.63 2,600 0.66

% Change 0.0% 16.2% 16.7% 12.6% 13.8%

Airport Trail

w/o Runway 3,900 2,300 0.58 2,600 0.65

w Runway 5,900 2,900 0.48 2,500 0.42

% Change 50.0% 25.2% -17.2% -3.0% -35.4%

36 Street NE

w/o Runway 6,200 250 0.04 230 0.04

w Runway 6,200 370 0.06 510 0.08

% Change 0.0% 49.2% 50.0% 119.7% 100.0%

McKnight Boulevard

w/o Runway 10,400 6,300 0.60 5,800 0.56

w Runway 10,400 6,100 0.59 5,500 0.53

% Change 0.0% -2.2% -1.7% -4.9% -5.4%

Deerfoot Trail

w/o Runway 16,600 11,800 0.71 12,000 0.72

w Runway 16,600 11,900 0.72 12,600 0.76

% Change 0.0% 0.3% 1.4% 4.6% 5.6%

Barlow Trail N of Airport Trail

w/o Runway 3.000 1,100 0.38 1,400 0.47

w Runway 3,000 1,600 0.53 1,700 0.59

% Change 0.0% 37.5% 39.5% 26.2% 25.5%

Barlow Trail S of Airport Trail

w/o Runway 6,400 2,800 0.44 3,400 0.53

w Runway 0 0 0 0 0

% Change -100.0% -100.0% -100.0% -100.0% -100.0%

Figure 8-17 2015 AM 2-Way Traffic Volumes with and without Runway


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0

2000

4000

6000

8000

10000

12000

Country Hills Blvd




PM

2-W

ay T

raff

ic V

olu

mes

Road Name

w/o Runwayw Runway

0

2000

4000

6000

8000

10000

12000

Country Hills Blvd




AM

2-W

ay T

raff

ic V

olu

me

Road Name

w/o Runwayw Runway

Figure 8-18 2015 PM 2-Way Traffic Volumes with and without Runway

Figure 8-19 2025 AM 2-Way Traffic Volumes with and without Runway


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0

2000

4000

6000

8000

10000

12000

14000

Country Hills Blvd




PM

2-W

ay T

raff

ic V

olu

me

Road Name

w/o Runwayw Runway

Figure 8-20 2025 PM 2-Way Traffic Volumes with and without Runway

Mitigation Travel time was obtained for an upgraded road network using knowledge of the City of Calgary’s road infrastructure upgrade projects. These upgrades include the completion of 36 Street and Métis Trail, as well as widening of Country Hills Boulevard. These upgrades have improved the travel time between the airport and four destinations in the AM and/or the PM peak hours as shown in Table 8-13. The effects of the PRP have already been partially mitigated by these upgrades which are expected to take place regardless of whether the new runway is in place or not.

Table 8-13 Travel Time Improvements

Origin Destination


2010 Base2020 w/o runway

Change in Minutes

2010 Base 2020 w/o runway

Change in Minutes

Airport Terminal University of Calgary 20 20 0 21 20 -1

Airport Terminal Max Bell Arena 13 13 0 14 13 -1

Airport Terminal Peter Lougheed Hospital 10 9 -1 10 9 -1

Airport Terminal Northeast Industrial 11 8 -3 11 8 -3

With the new runway in place, much of the overall network will remain the same with the exception of Barlow Trail which will be closed south of Airport Road To compensate for this closure, it is predicted that Airport Trail, Barlow Trail North, and Airport Road will be three lanes in each direction in the 2020 horizon. Without the new runway, Airport Trail was expected to remain at two lanes in the 2020 horizon.


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Significance Changes in the travel time and traffic volumes due to the PRP development, taking into account the mitigation measures mentioned above, are shown in Tables 8-14 and 8-15.

Table 8-14 Increase in Travel Time Due to New Runway

Origin Destination Increase in Travel Times AM Peak PM Peak

Airport Terminal Downtown Calgary 2 1

Airport Terminal University of Calgary 2 2

Airport Terminal Max Bell Arena 6 5

Airport Terminal Peter Lougheed Hospital 9 9

Airport Terminal Northeast Industrial 5 5

Airport Terminal Hotels south of YYC 9 7

McKnight Boulevard @ 36 Street Deerfoot Trail @ Country Hills Boulevard 1 0

Country Hills Boulevard @ 36 Street McKnight Boulevard @ Deerfoot Trail 0 0

Trips from the airport terminal to Peter Lougheed Hospital and hotels south of YYC will see the most notable impact in travel times, but average total travel times will still be under 18 minutes according to the RTM output.

Table 8-15 Change in Traffic Volumes Due to New Runway

Road Name 2015 2025

AM Peak PM Peak AM Peak PM Peak

Country Hills Boulevard 15.52% 8.00% 16.20% 12.56%

Airport Trail 25.48% -3.00% 25.16% -3.01%

36 Street NE 51.30% 80.74% 48.99% 120.13%

McKnight Boulevard -2.17% -3.76% -2.16% -4.89%

Deerfoot Trail 0.22% 4.43% 0.29% 4.62%

Barlow Trail N of Airport Trail 36.58% 25.70% 37.51% 26.18% Barlow Trail S of Airport Trail Closed

36 Street appears to experience a considerable increase in traffic but it should be kept in mind that this is a small percentage relative to the amount of traffic on the roadway. The actual increase in volumes is around 200 vehicles in peak hours and is mitigated by the upgrades expected to take place. This roadway has capacity for about 3000 vehicles and so will still operate well below the City of Calgary’s volume to capacity ratio threshold of 0.90. It will not experience any congestion problems due to the new runway. Due to rerouting of trips, McKnight Boulevard will actually see a decrease in the traffic volumes V2: Public Transit Routes Currently, YYC is served by two transit routes, the North Crosstown Route 430 and the Airport/Erin Woods Route 57 (Figure 8-6). Route 430 operates with 30-minute service during the peak hours and 60-minute service for the late

evening hours. Route 57 operates on weekdays with 20-minute service during the peak hour and 30-minute service

off peak. Route 57 connects to the LRT system at Whitehorn Station on 39 Avenue and 36 Street NE. The Route 57 bus, which makes 45 circuits daily and travels from the Whitehorn LRT station to the terminal through the airport services district, will be affected by the closure of Barlow Trail. The current route travels along McCall Way and into the airport terminal. With the new runway, the portion of McCall Way just south of the terminal will no longer be in operation which will affect the travel route of #57.


8-33

Mitigation Transit and airport officials are in the process of determining an alternate route that will allow the bus access into the terminal. Transit also plans to have a rapid bus service to the airport within the next couple of years which would link to Airport Trail. There are also plans for a high level transit service to the airport terminal in the long term range as YYC has been identified by the Calgary Regional Partnership (CRP) and CTP as a Regional Gateway Hub (Figure 8-21) with a primary transit network along Airport Trail and Country Hills Boulevard. Longer term possibilities for connecting the LRT system to YYC are under consideration. CRP is an association of 18 municipalities and one First Nation collaborating in the development of a Regional Land Use Plan (RLUP) for the areas surrounding and including the City of Calgary. The RLUP promotes regional sustainability by considering the impact of growth at a broad level, linking the policies and initiatives of each of the CRP’s members to coordinate development across jurisdictional boundaries. One of the goals of the CRP is to provide an integrated regional Bus Rapid Transit (BRT) service that would run between key destinations within the City of Calgary and adjacent regional communities connected through a network of Transit Mobility Hubs (Figure 8-22). Different transportation modes (i.e., walking, cycling, bus, and rail transit) are to be accommodated and connected seamlessly at the Hub. Significance Although the rerouting of Route 57 will impact the travel time, this impact can be kept to a minimum when choosing a route option. V3: Active Modes Pathway System There is a pedestrian and bike pathway that runs along Barlow Trail into the airport terminal. With the new runway in place and the Barlow Trail closure, the bikeway/pathway along Barlow Trail will be disturbed. The pathway from the south will no longer reach the terminal as it will be affected by the apron and Taxiway J. Mitigation Plans for a new pathway have been finalized and the pathway will be constructed along the east side of McCall way before the existing pathway is removed. Other plans to modify and improve the pathway network are under development by the Authority with input and consultation from the Calgary Pathways and Bikeways Advisory Council (CPAC). This will be discussed in more detail in the Socio-Economic Assessment (Volume III, Chapter 14). The modified pathway network that will be developed by the Authority with input and consultation from CPAC will require using an alternate route to what is currently in place. The new pathway may have a longer commute time and may also cause confusion among users in the short term as it will be unfamiliar to pedestrians and cyclists. Other residual effects will be discussed in more detail in the Socio-Economic Assessment (Volume III, Chapter 14). Significance The number of cyclists and pedestrians using the pathway as a commuter route to YYC is very small. The relocation, modifications, and improvements underway by YYC and CPAC for the pathway may, in fact, encourage more pedestrians and cyclists to use the pathway as a commuter route. Therefore, the effect on the pathway is not considered significant.


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8.5 Conclusions

The purpose of the effects assessment was to apply relevant effect hypotheses to each VC and identify potential effects that may occur during construction and operation of the PRP.

8.5.1 Construction

During construction, a total of 168 truck loads per day will be required accounting for 336 daily trips (inbound and outbound). If these trips are evenly distributed throughout the 12 hour work day, then 28 trips will be made per hour. From a traffic operation standpoint, adding these trips to the 2012/2013 road network accounts for an average increase of no more than 2% to the traffic volumes in the AM and PM peak hours. This will not have a significant impact on congestion (the volume to capacity ratio) nor will it require operational mitigation as no roads are expected to reach capacities that would trigger the City’s criteria for upgrades. Heavy loaded construction traffic may have an adverse effect on construction. Ongoing discussions between City and YYC officials will deal with any required mitigation strategies.

8.5.2 Travel Time

One of the issues identified during the initial round of public consultation by government agencies and stakeholders is the potential increase in travel time, particularly from YYC to downtown, Hotels south of YYC, and Peter Lougheed Hospital. Based on the RTM results, trips from the airport terminal to Peter Lougheed Hospital and the Hotels south of YYC will see an increase of no more than 9 minutes in travel times, but average total travel times will still be under 18 minutes. The effects of the PRP have already been partially mitigated since travel times were obtained from the RTM for an upgraded road network using knowledge of the City of Calgary’s future road infrastructure upgrade projects. These upgrades are expected to take place regardless of whether the new runway is in place or not and improve the travel times from the base 2010 between the airport and four destinations in the AM and/or the PM peak hours.

8.5.3 Bus Route 57

The current route travels along McCall Way with stops in McCall South and McCall North areas and into the airport terminal. With the new runway, the portion of McCall way just south of the terminal will no longer be in operation which will impact access to Route 57. Calgary Transit is in the process of determining the most efficient and direct route for access into the terminal.

8.5.4 Pathway System

There is a pedestrian and bike pathway that runs along Barlow Trail into the airport terminal. With the new runway in place and the Barlow Trail closure, the pathway from the south will no longer reach the terminal.


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The redesign of McCall Way, which is currently underway, will still reach WestJet and the other businesses south of the terminal. Other plans to modify and improve the pathway network have been developed by the Authority with input and consultation from CPAC.

8.6 Response to Issues Raised by the Public and Stakeholders

Issue: In response to the closure of Barlow Trail between 48 Avenue and Airport Road NE, an east extension of 96 Avenue NE (Airport Trail) through a tunnel under the parallel runway at YYC should be built. Response: The eastward extension of 96 Avenue is a City of Calgary project and not part of the PRP. However, the City of Calgary and the Authority have agreed to work together to determine the City’s requirement for a road right-of-way across airport lands, and on a planning framework for the potential future development of this City road infrastructure, as well as upgrades to the existing road network adjacent to YYC. Further details are provided in Volume III, Chapter 8. Issue: Airport personnel have inquired as to whether the proposed Taxiway J underpass can be utilized to access the Air Terminal Building (ATB). Response: The Taxiway J underpass and related road network has been designed for airside access for equipment and personnel for business related activities. A valid Restricted Area Identity Card (RAIC) with full airside access permission and the appropriate Airside Vehicle Operators Permit (AVOP) are required. All persons using this access point should follow the regulations and guidelines set out by Transport Canada for accessing restricted areas at an international airport. Issue: Increased traffic congestion. Response: The City of Calgary has a volume to capacity ratio (a measure of congestion) threshold of 0.9. This threshold will not be reached by 2025 provided the City’s planned improvements to the road network are implemented. Further details are provided in Section 8.4.2.2 of this Chapter. Issue: Reduced access to YYC. Response: Easy access to YYC will continue and other improved road connections will be developed such as between 36 Street NE and 48 Avenue NE which will provide an additional north-south route for traffic at the south end of YYC. Issue: Increased travel time between northeast businesses and YYC. Response: Currently, it is estimated that the travel time between YYC and the northeast industrial business sector is 11 minutes. The estimated travel time with the new runway in place is 13 minutes. Although there is an increase in the travel time, it is not significant. Issue: Bus Route 57 which travels along McCall Way and into the airport terminal will be disturbed. Response: Calgary Transit is in the process of determining an alternate route for continued bus access to the terminal. Issue: The closure of Barlow Trail will cause the loss of the existing bikeway/pathway along that road.


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Response: The Authority has developed plans to modify and improve the pathway network with input and consultation from the Calgary Pathways and Bikeways Advisory Council (CPAC). Further details are provided in Volume III, Chapter 14. Issue: There should be an LRT connection to YYC. Response: The Authority has preserved a transportation corridor on airport lands for future City LRT as identified in the 2004 YYC Master Plan (and previously the 1996 YYC Master Plan). The City and the Authority work closely together in planning all road and transit improvements around the airport. Although an LRT connection is not within the scope of the PRP, it is a City of Calgary project expected to proceed sometime in the future. Issue: Look at the new access route to the terminal building from Airport Trail at 19 Street. Plan for 2 lanes in each direction. Response: The extension of Aero Dr from Deerfoot South is a 2 lane industrial standard road, that transitions to 4 lanes as it approaches 19 Street. It can be fully expanded to 4 lanes in the future if required. Issue: Why not make Air Services Way 4 lanes? Response: McCall Way is and will continue as a two lane industrial standard road. Issue: Upgrade and finish Metis Trail North and Country Hills Boulevard before closing Barlow Trail. Issue: Barlow Trail is a Federal Road. Alternate safe access needs to be in place prior to the closure of Barlow Trail. Country Hills is only 2 lanes; it should be at least 4 lanes prior to heavy usage. The east part of Calgary doesn’t go all the way to Deerfoot. 36 Street has no shoulders and is unsafe. It needs to be upgraded prior to Barlow Trail closing. Issue: Gap between Barlow Closure and 36 Street upgrade? Response: The City of Calgary is responsible for the road network and any upgrades. Issue: How do West Jet staff get to the terminal? Response: The majority of West Jet staff who need to be at the ATB now park at the terminal building. Any other staff that have to travel between their campus and the terminal will either go airside if they have the appropriate means and clearance, or they will drive groundside around the airport on one of the access routes. West Jet realize and acknowledge that this will now take longer once McCall Way and Barlow Trail close. Issue: We are concerned about the increased traffic on 36 Street NE after the closure of Barlow Trail (30000 cars/day). 36 Street was built for the Saddleridge community. The road is now unsafe, oiled, patched, gravel road with no shoulders and no centre line. A bad first impression for visitors to Calgary. Are you planning to upgrade this road? Response: The City of Calgary Transportation Plan includes upgrading of 36 Street. Issue: In recently talking to the City, Metis Trail will not be open until 2012 due to a land dispute that has been appealed. Please comment on that.


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Response: Our current information on Metis Trail is that it will be open (two lanes) by late summer 2011; inquiries should be directed to the City of Calgary. Issue: Roads – 36 Street, 48 Avenue and Metis Trail will not be finished before Barlow closes is a big concern. Response: The City of Calgary is responsible for the road network and any upgrades. Issue: 36 Street Improvements sooner (80th street to Country Hills). Response: The City of Calgary is responsible for the road network and questions regarding this should be addressed to them. Issue: Policy on 36th Street. Big trucks and weight limit restrictions. Response: The City of Calgary is responsible for the road network and questions regarding this should be addressed to them.

Rpt-Final-Vol III Chapter 8-2759009500

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