Attachment 2
Downstream Assessment – Review of Data Collection and Requirement for Follow up
Activity
Background
In September, 2000, a terms of reference were outlined for a “downstream assessment” of the
potential impacts of the upgrading of Whitemud Drive. Stage 1 of this assessment was to include
the collection of baseline data. The baseline data would allow an understanding of base
conditions regarding the following issues, raised by the West Edmonton Transportation
Coalition. These issues are:
 Safety
 Traffic Noise
 Traffic Shortcutting
 Air quality and health concerns
 Neighbourhood severance
 Impacts on property values
With regard to air quality and health issues, it was agreed that Alberta Environment and the
Capital Health Authority would need to be consulted, as it is these agencies, and not the City,
that have the performance capability relating to the monitoring of air quality and public health.
The results of the meetings with Alberta Environment and Capital Health have been seperately
documented and are not addressed in this report.
The assessment of issues has addressed both the existing situation and anticipated changes in
traffic volumes resulting from either general traffic growth or the widening of Whitemud Drive.
Appendix 1 outlines the results of the daily and peak traffic counts completed in fall, 2000 , as
well as a comparison with historical traffic count information. Figure 1 shows the traffic count
locations within the study area. Appendix 2 outlines anticipated changes in traffic volumes with
city wide growth over the next 20 years on 149 St, 142 St and Stony Plain Road for scenarios of
Whitemud Drive widened and not widened. Appendix 3 outlines the information provided from
the Land and Buildings Branch with respect to anticipated property value impacts.
1. Traffic Shortcutting
The count results in appendix 1, attached to this report, reflect historical trends in daily traffic
volumes from 1995 through to 2000. Typically, counts at most locations are undertaken every
other year. Additional counts in fall, 2000 were undertaken to supplement the spring, 2000
counts. Analysis needs to consider both peak and daily fluctuations. It is also noted that there
will be some minor fluctuation in traffic volumes under normal circumstances.
Changes in Traffic Flows resulting from 2000 construction.
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A review of traffic counts that were undertaken in spring and fall, 2000 indicates a general
stability in daily traffic volumes on most roadways. From a daily volume perspective, it
appears that the following changes are significant:
 Traffic volumes on 96 Avenue and 95 Avenue in Crestwood have declined by up to
1800 vehicles/day.
 Volumes on 96 and 95 Avenues have shifted to the arterial roadways; specifically
142 Street south of 95 Avenue and 149 Street north of 87 Avenue have both
increased.
 The impact of the Crestwood plan appears to be localized (i.e. volumes are unchanged
on 142 Street and 149 Street, north of 95 Avenue, and are also unchanged on 102
Avenue and Stony Plain Road).
 The opening of Anthony Henday Drive, south of Whitemud Drive, has resulted in a
shift of traffic flows on 178 Street and 199 Street.
Looking at peak hour movements, the trends noted above are confirmed. In addition, a
number of other shifts in peak hour traffic have occurred:
 Increased traffic in the AM peak northbound on 159 Street, south of 87 Avenue, likely
due to ongoing growth in west Edmonton. This higher volume also appears further
north on 156 Street.
 Shift in PM peak traffic with (increased left turns from 87 Avenue to 149 Street
southbound, reduced westbound through flow on 87 Avenue) due to an addition of a
second westbound left turn lane.
 Significant reduction in AM peak hour traffic on 80 Ave, east of 149 Street due to
turn bans implemented in 2000.
Extent of existing shortcutting traffic problems
Initial evidence of shortcutting traffic would be volumes in excess of 5000 vehicles/day on
collector roadways, and in excess of 1000 vehicles/day on local roadways. The traffic counts
indicate that at the present time, the only collector roadways in the area with a confirmed
shortcutting traffic problem based on the daily volume criteria would be 95/96 Avenue in both
Crestwood and West Jasper/Sherwood. The Crestwood traffic plan does appear to have
significantly reduced daily volumes in Crestwood. It is also noted that some locations do
indicate relatively high volumes during the AM peak hour as a result of school drop off activity.
School drop off is not shortcutting, as trips are destined to a point within the neighbourhood. In
particular, the following locations are noted:
 145 Street north of 87 Avenue (St. Rose School).
 91 Avenue east of 149 Street (Parkview School).
 98 Avenue west of 142 Street (Crestwood School)
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With respect to the West Jasper/Sherwood community, although shortcutting was confirmed
along 95 Avenue between 149 and 156 Streets, no interest was expressed by this community
to implement traffic calming measures at this time, although some specific concerns
regarding parking and pedestrian safety are being addressed as a result of the meeting with
the community.
Risk of future shortcutting
In order to assess the potential for future shortcutting traffic, a review of network capacity was
undertaken. Shortcutting typically occurs when capacity constraints along the arterial roadway
system create congestion points, and opportunities exist to reduce travel time by entering a
neighbourhood local or collector roadway system. An example of this issue existed at 87 Avenue
– 149 Street prior to 2000, as limited capacity northbound in the morning at this location resulted
in traffic bypassing the congestion and entering the Laurier Heights neighbourhood. This
problem was alleviated through a combination of measures on the arterial roads (increased
capacity) and restrictions on the use of local streets through placement of turn restrictions.
Regardless of actual traffic growth, the capacity review indicates the risk of development of
future shortcutting. Figure 3 outlines network capacity constraints in the AM and PM peaks at
the most constrained points in the network. Key conclusions of these figures are as follows:
 During the morning peak, entry into the system is limited by the capacity of the single
lane exit ramp from Whitemud Drive to 149 Street northbound, and the left turn from
Whitemud Drive to 159 Street northbound. Limitations in capacity on these two
routes will limit the amount of additional traffic that can access downstream arterial
roads such as 87 Ave, 149 St, 142 St and Stony Plain Road. Capacity to access the
area from Whitemud is less than or equal to available downstream capacity, indicating
a minimal risk of shortcutting.
 During the afternoon peak, entry into the system is limited by the capacity of key
intersections on Stony Plain Road at 142 Street and 149 Street. Limitations in
capacity through these two intersections result in a spare capacity less than or equal to
available downstream capacity, indicating a minimal risk of shortcutting.
Although these conclusions point to a limited potential for any new shortcutting routes
developing, it is proposed that all of the count stations that were undertaken in fall, 2000 be
repeated every other year (ie 2002 and 2004) to monitor whether any change in baseline
conditions is occurring.
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1. Traffic Noise
Noise tests were undertaken at three locations shown on Figure 4; 149 Street near 97 Avenue,
Stony Plain Road near 144 Street, and 142 Street near Mackenzie Ravine. Although none of
these streets would generally fit criteria for noise attenuation in accordance with the city noise
policy (as the streets generally have fronting on development), the three locations chosen
represent “flankage” lots where the backyard amenity area is closer to the adjacent roadways than
any other locations along the roadways. As such, the noise levels measured represent a “worst
case” scenario for each of the streets. The results of the tests, shown on Figure 4, indicate that
while noise levels are near 65 dbA at two locations (149 Street and 142 Street), neither location
meets the 70dba criteria where noise attenuation is mandated. A sensitivity analysis was also
undertaken to determine the impact of increased traffic volumes outlined as a result of general
growth in traffic movement or traffic volume increases that may be associated with the widening
of Quesnell Bridge for the anticipated volume increases shown in Appendix 2. Traffic volume
changes are expected to result in changes of about 1 dBA in noise levels. According to the
Transportation Association of Canada (TAC), increases less than 3 dBA do not result in a change
in subjective loudness and are generally not significant. It is noted that none of these roadways
are truck routes, nor are there any plans in future to designate use of these routes by trucks.
2. Neighbourhood severance
To assist the communities of the West Edmonton Transportation Coalition in their assessment of
neighbourhood severance, a review of all intersections along the arterial and collector roadways
was undertaken to inventory the level of pedestrian crossing protection, transit zone locations and
the width of roadways being crossed, as well as any historical count information at these
crossings. Figure 5 outlines existing protected pedestrian crossings, and the level of protection
that is provided, as well as the location of community school/ park and commercial land uses. A
significant number of signalized crossings (either traffic signals or pedestrian activated signals)
are in existence along the arterial roadways in the area. The next highest level of protection
(amber crosswalk flashing lights) are in place at 5 intersections on arterial roads and on 5
locations on collector roads. The following amber crosswalk flashing light locations on arterial
roads will be re-counted in spring, 2001 given that the most recent pedestrian surveys are more
than 3 years old. None of these locations ranked within the top 50 locations for further upgrading
based on the previous set of counts:
 98 Avenue - 156 Street
 100 Avenue – 151 Street
 104A Avenue – 142 Street
 105 Avenue – 142 Street
 102 Avenue – Connaught Drive
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A limited number of signed crosswalks are in place on arterial roadways as shown on Figure 5
(19 locations). These signed and marked crosswalks are utilized where a defined reason for
pedestrian crossing demand exists (bus stop, school or neighbourhood convenience), but activity
levels are generally not as high as those locations with pedestrian activated signals or amber
flashing signal. In some cases, the signed crossings may be within one block of a traffic or
pedestrian activated signal. In general, counts of these locations would be undertaken on the
basis of a public concern or some identified change in conditions. Of the 19 locations noted, a
number of these have been reviewed within the last three years.
Given the relatively modest expected increases in daily traffic volumes on arterial roads north of
Whitemud Drive and east of 159/156 Street, it is not expected that a significant change in
neighbourhood severance would occur relative to the existing situation. Similarly, no change in
the characteristics of these roads are planned. It is also noted that, in accordance with
Transportation Master Plan policy, there are no plans to widen any of the arterial roads in this
area, aside from Whitemud Drive. Similarly, there are no plans to change speed limits or permit
use of arterial roads (159/156 Street, 149 Street, 142 Street or Stony Plain Road/102 Avenue) by
trucks.
1. Property values
Appendix 3 outlines the results of the review of property values along 149 Street and Stony Plain
Road. The conclusion of this assessment is that property values are not anticipated to be
significantly altered by the level of traffic volume change
Conclusions – Requirement for Further Follow Up Activities
In general, the data gathered in phase 1, together with the projected changes in traffic volumes
has allowed a comprehensive assessment of the existing situation and the anticipated potential
for change with respect to shortcutting traffic, traffic noise, neighbourhood severance and
property impacts in the downstream study area. As noted in the introduction, this report does not
address the issues of air quality and health, and the results of meetings with Alberta Environment
and Capital Health are seperately documented. With respect to the issues addressed in this report,
the following actions are noted for further follow up.
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1. Shortcutting traffic – Although the assessments do not indicate that any additional routes are
expected to experience shortcutting traffic, it is recommended that the count stations that
were undertaken in fall, 2000 be repeated at two year intervals to track volumes. Relative to
the existing, scheduled count program, this effectively increases the frequency of tracking of
collector road volumes from every three years to every two years, and adds the tracking of a
number of additional stations on collector and local roadways. Specific traffic calming
measures have been implemented in Crestwood on a trial basis, and the Transportation and
Streets Department is committed to work with Crestwood in developing permanent
implementation of these measures.
2. Noise – Changes in noise levels resulting from traffic growth on 142 Street, 149 Street and
Stony Plain Road would not trigger any requirement for follow up activity.
3. Neighbourhood severance – The inventory of existing conditions provides a reference point
to assess future change. Although no significant change relative to existing conditions is
anticipated, the inventory did point out the need to reassess the priority for upgrading of 5
existing pedestrian amber crosswalk flashing lights along arterial roads. These locations will
be counted later in spring, 2001 to determine priority for upgrading.
4. Property values – The review by Land and Buildings Branch did not indicate an anticipated
change in property values, therefore no additional work in this area has been identified.
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