INTERSECTION ASSESSMENT -...

INTERSECTION ASSESSMENT Highway 23:04 and Highway 519:02/04

in the County of Lethbridge Intersection # 803

Submitted to:

Alberta Transportation Southern Region

Submitted by:

AMEC Environment & Infrastructure 469 40th Street South Lethbridge, Alberta

T1J 4M1

February 2013

Table of Contents

1.0 Introduction ...................................................................................................................................... 2

2.0 Background ....................................................................................................................................... 2

3.0 Turn Lane Warrants .......................................................................................................................... 4

4.0 Capacity Analysis and Synchro Parameters ...................................................................................... 4

5.0 Roundabout Analysis and ARCADY Parameters ................................................................................ 5

6.0 Technical Assessments, Analysis and Warrant Calculations ............................................................. 5

6.1 Traffic Assessment and Volumes .................................................................................................. 5

6.2 Collision History and Safety Assessment ...................................................................................... 6

6.3 Intersection Capacity Analysis ...................................................................................................... 7

6.4 Intersection Geometrics and Turn Lane Warrant Analysis ........................................................... 8

6.5 Intersection Illumination ............................................................................................................... 9

6.6 ARCADY Roundabout Analysis ...................................................................................................... 9

6.7 Roundabout Design Details ......................................................................................................... 10

7.0 Analyses and Discussion of Results ................................................................................................. 11

8.0 Recommendations .......................................................................................................................... 14

9.0 Cost Estimate .................................................................................................................................. 14

Appendix A Forecasted Traffic Turning Movements

Appendix B Synchro HCM Reports

Appendix C Turning Lane Warrants

Appendix D ARCADY Reports

Appendix E Preferred Roundabout Design and Turning Templates

Appendix F Option 2 Roundabout Design and Turning Templates

Appendix G Cost Estimate

2 Highway 23:04 and Highway 519:02/04 – Intersection Assessment

1.0 Introduction This assessment concentrates on the intersection of Highway 23:04 at Highway 519:02/04 in the County of Lethbridge. It identifies the existing conditions, traffic volumes, collision data, turning lane warrants, traffic signal warrants, capacity analysis, roundabout analysis and recommendations for improvement. This assessment is based upon the Alberta Transportation Highway Geometric Design Guide and the Geometric Design Guide for Canadian Highways published by the Transportation Association of Canada (TAC).

2.0 Background Highway 23:04 is a north-south, two lane undivided highway extending from the junction of Highway 3 to the Little Bow River. The section from km 0.00 to km 2.753 has a divided cross section, at which point both directions are merged producing a two lane undivided cross section. Annual Average Daily Traffic (AADT) is estimated to be 3,310 vehicles per day at and around the intersection of Highway 519, according to Alberta Transportation (AT) historical data. This Highway is illuminated with delineation lighting only at the intersection and posted at a maximum speed of 100 kilometres per hour. The pavement width of the undivided section is 12.2 to 12.5 metres, while the width increases at the intersection to provide turning lanes and tapers. Exclusive left turning lanes are provided in both directions, with 100 metres of storage length in the northbound direction, and 150 metres provided in the southbound lanes. There is also an exclusive right turn lane with 100 metres of storage in the northbound direction. The grade of Highway 23:04 at this section is relatively flat. Highway 519:02 is a 32 kilometre, two lane undivided highway extending from the junction of Highway 2 to the junction of Highway 23. Highway 519:02 comprises the west leg of this intersection. AADT on this highway is estimated to be 1,940 vehicles per day at Highway 23, according to Alberta Transportation historical data. This highway is posted at 100 kilometres per hour, with the exception of a 60 kilometre per hour zone at the junction of Highway 2. The pavement width has been increased recently to 12.6 metres on the eastern portion of the highway, with a channelized right turn lane merging onto southbound Highway 23. The grade of this highway is relatively flat throughout. Highway 519:04 is a short section consisting of 18 kilometres of two lane undivided highway extending from the junction of Highway 23 to the junction of Highway 25. This highway comprises the eastern leg of the intersection at hand. AADT is estimated to be 1,390 throughout the Highway, according to Alberta Transportation historical data. This highway is posted at 100 kilometres per hour, and has a pavement width varying from


7.3 metres to 9 metres. A channelized right turn lane is provided for traffic turning onto northbound Highway 23. Grades on this highway are minimal.

Figure 1: Location Plan

The main Highway 23 alignment is a free-flow roadway at this intersection, while Highway 519:02 and 519:04 both have stop conditions, with the exception of merging traffic from the channelized right turning lanes. Sight distances on all legs of this intersection are excellent.


Figure 2: Northbound Hwy 23:04

3.0 Turn Lane Warrants The Alberta Transportation Highway Geometric Design Guide has exclusive warrants for left turn and right turn lanes. Based upon left turning vehicles and total traffic volume, the analysis will determine if the left turn lane is warranted, while the right turn lane is based upon the AADT for both intersecting roads as well as right turning traffic volume.

4.0 Capacity Analysis and Synchro Parameters The Synchro software, produced by Trafficware, assembles inputted traffic volumes and geometric properties, and produces a report of associated traffic tendencies, restrictions and assessment of capacity. Traffic analysis is carried out in accordance with the Highway Capacity Manual (HCM) via the Synchro software. The HCM depicts typical measurements of Volume-to-Capacity Ratio (v/c) and Level of Service (LOS). Level of Service is established by calculated traffic delays. Alberta Transportation typically accepts LOS C as the minimum standard before improvements are considered for highway operations.


5.0 Roundabout Analysis and ARCADY Parameters It is Alberta Transportation’s policy to review the potential for a roundabout whenever traffic signals are warranted. Roundabouts are to be considered in areas without physical and geometric restrictions and posted above 70 kilometres per hour. Roundabouts are not considered on existing freeways or divided highways identified as future freeways. Generally, LOS D is considered the minimum standard for roundabout design. Alberta Transportation outlines roundabout guidelines in Design Bulletin #68/2010 Roundabout Design Guidelines on Provincial Highways. The current posted amendment was published on February 25, 2011. ARCADY (Assessment of Roundabout Capacity and Delay) is a software package for predicting capacities, queues and delays at roundabouts and mini-roundabouts. These predictions can be used in testing options both for new roundabouts and modifications to existing roundabouts.

6.0 Technical Assessments, Analysis and Warrant Calculations All factors in the following sections were collected, calculated and utilized in the warrant calculations.

6.1 Traffic Assessment and Volumes Vehicles and pedestrian counts were executed by AMEC on the dates of March 28 & April 6, 2011. Following factoring of the raw data, the highest estimated two-way AADT on Highway 519 was approximately 2,860 vehicles per day west of the intersection, and 1,760 vehicles per day east of the intersection. North of the intersection, on Highway 23, the two-way AADT was 3,060, while south of the intersection the two-way AADT was the highest at 5,880 vehicles per day. There were no pedestrian present at this intersection. A shift in traffic turning movements has been observed since the upgrading of Highway 519:02 to the west of this intersection. This upgrading was completed in 2007 and resulted in a wider paved surface connecting Highway 23 to the four lane divided Highway 2. This route is now a popular shortcut for motorists wishing to bypass the town of Fort MacLeod, and results in higher traffic volumes turning from northbound Highway 23 to westbound Highway 519, and vice-versa. Alberta Transportation predicts an average increase in traffic of 1.9 per cent over a twenty year horizon. This results in the 2011 traffic count being linearly increased at 1.9 per cent until the year 2031. In the event that a noteworthy difference in the forecasted


volumes is observed, traffic forecasting at this intersection should be reassessed for changes at that time. Traffic volumes have been forecasted to the year 2031. The final forecasted turning movements for the intersection can be viewed in their entirety in Appendix A.

6.2 Collision History and Safety Assessment Collision information obtained from Alberta Transportation for the years 1994 to 2010 has been reviewed. While the data from 1994 to 2007 is useful, collision data from 2008 to 2010 is more valuable, since the recent upgrading and lane additions were in full service at that time. A summary of the three year collision data is as follows:

Collision Type Casualty Property Damage

Only Total

% of Total

Nighttime Collisions

Adverse Environment

& Road Conditions

Animal 0 2 2 8% 1

Backing 0 0 0 0%

Head on 0 0 0 0%

Left turn - across path 8 4 12 50% 2

Off road left 0 0 0 0$

Off road right 1 0 1 4% 1

Other 0 1 1 4% 1

Passing – left turn 0 0 0 0%

Passing – right turn 0 0 0 0%

Rear end 1 2 3 13% 1

Right angle 2 3 5 21% 1

Sideswipe – opp. direction 0 0 0 0%

Sideswipe – same direction 0 0 0 0%

Struck object 0 0 0 0%

Unknown 0 0 0 0%

TOTAL 12 12 24 100% 5 2

Collision data presented above has been summarized to protect the right to individual privacy as required by provincial statute. In accordance with Alberta Transportation’s Network Expansion Support System (NESS) collision data analysis, a signalization review is triggered when five or more angle collisions in a five year period occur at an intersection. A review of signalization and illumination is presented in the following sections.


The predominant types of collisions were “left turn across path” (50%), “right angle” (21%) and “rear end” (13%), representing 83% of the total. Adverse environmental and road conditions have not been cited in the data as factors of significance in the vast majority of collisions. The rate of collisions at an intersection, computed by Alberta Transportation over a five year span, is measured by number of collisions per hundred million entering vehicles (C/100MEV). The computed benchmark equals 113.7 C/100MEV of total collisions, and 94.6 C/100MEV for non-animal collisions. Recorded collision rates at this intersection are 266.6 C/100MEV and 257.7 C/100MEV for total collisions and non-animal collisions, respectively. This result suggests that the intersection data be reviewed to identify causal factors and potential countermeasures.

6.3 Intersection Capacity Analysis Synchro analysis of intersection traffic capacity indicates that the existing intersection configuration is adequate for the current traffic turning volumes for both AM and PM peak hours. Currently, Highway 23 operates at a LOS A, and Highway 519 is at a LOS B on the west leg and LOS C on the east leg. Worst case average delays for Highway 23 are 7.7 seconds for the AM and PM peak hours. Highway 519 has delays of 17.7 seconds and 17.0 seconds for the AM and PM peak hours, respectively. These delays both occurred in the east approach to the intersection. Looking ahead to the year 2031, the level of service for traffic on Highway 519 drops to LOS B on the west approach and LOS E for the east approach, while levels of service on Highway 23 remain at LOS A. Delays with these volumes range from 8.0 to 43.9 seconds. From the Synchro reports, it is evident that the AM peak hour turning volumes will drive the need for intersection upgrading. Average delays and intersection capacity are similar, but higher with the AM peak volumes as compared to the PM volumes. For this reason, further analysis was undertaken with AM peak hour turning movements. Interpolating the data, the need year 2022 is the year in which Highway 519 is downgraded from the acceptable LOS C to an undesired LOS D. In first trying to alter the physical geometry of the intersection, an exclusive left turn lane for westbound vehicles turning southbound was analyzed for increased LOS. Although the exclusive turn lane alleviated some of the through lane delays and increased the movement to LOS B, the left turning movement was only increased to LOS D, which is below the accepted level. Focusing on traffic signals, all manipulation to the existing intersection configuration was removed, and traffic signals were added. This increased Highway 519 to LOS A in both


directions; all while maintaining Highway 23 at LOS A. Taking the same signals to the 2031 traffic volumes, the LOS values remained the same, indicating that signals would carry the intersection in an acceptable LOS well beyond the year 2031.

Year Configuration Highway 23 Highway 519 WB Highway 519 EB 2010 AM Existing LOS A LOS C LOS B 2010 PM Existing LOS A LOS C LOS B 2031 AM Existing LOS A LOS E LOS B 2031 PM Existing LOS A LOS E LOS B

2022 Existing LOS A LOS D LOS B 2022 WBL turn lane LOS A LOS D/B LOS B 2031 Signalized LOS A LOS A LOS A

All Synchro HCM reports can be found in Appendix B.

6.4 Intersection Geometrics and Turn Lane Warrant Analysis Although designated left turn lanes exist already on Highway 23, a warrant calculation was carried out to determine if adequate storage length is present, all while assessing Highway 519 for exclusive left turn lanes. In 2031, the projected westbound AM peak left turn volume is 66 vehicles per hour, while the opposing traffic is 217 vehicles per hour. Using these 2031 turning movement volumes and Figure D-7.6-7d of the Highway Geometric Design Guide, a Type III intersection treatment is warranted and a left turn lane is not required. In the eastbound direction, with a peak hour left turning volume of 4 vehicles, and an opposing volume of 114 vehicles per hour, Figure D-7.6-7a applies, and a Type II intersection treatment is warranted, with no exclusive left turn lane. The current intersection configuration (Type 5c) exceeds these warranted conditions. On the southbound leg of Highway 23, the left turning peak hour traffic is 16 vehicles per hour in the year 2031. Figure D-7.6-7a of the Highway Geometric Design Guide applies, and a Type III intersection treatment with no left turning lane is warranted. In the northbound direction, with 203 vehicles turning in the 2031 peak hour, Figure D-7.6-7d warrants a Type IV intersection treatment with 15 metres of storage in the left turn lane. Once again, these conditions are met with the current intersection configuration. Designated right turn lanes are warranted when the daily right turn volume exceeds 360 vehicles. Highway 23:04 southbound is the only leg of the intersection without a designated right turn lane. Current southbound right turn volume is 20 vehicles per day, while the projected 2031 volume is 29 vehicles per day. Therefore, no exclusive right turn lane is required on this leg of the intersection.


Analysis Year Highway Warrant Result 2011 519 WB Type II - No left turn lane required 2031 519 WB Type III - No left turn lane required 2031 519 EB Type II - No left turn lane required 2031 23 NB Type IV, s=15 2031 23 SB Type III - No left turn lane required 2031 23 SB No right turn lane required

Slotted left turn lanes may be provided at intersections according to the TAC Geometric Design Guide for Canadian Roads. These lanes are typically used in an urban environment and require a minimum 10.8 metre median width for a single lane slot left turn lane. In addition, there is a volume based warrant, in which left turn volumes are plotted against the opposing through volumes. In this case, the intersection fails to meet the warrant for a slotted left turn lane. All turn lane related figures can be found in Appendix C.

6.5 Intersection Illumination A review of the TAC Warrants for Intersection Lighting was conducted for the intersection. This warrant indicates that the current delineation lighting will continue to suffice provided conditions remain the same for the forecasted traffic volumes. At such time where the intersection is altered, such as traffic signals or a roundabout, full illumination should be provided.

6.6 ARCADY Roundabout Analysis Alberta Transportation’s Technical Guidelines are outlined in Design Bulletin #68/2010. A single lane roundabout, as opposed to a multi lane roundabout, shall be considered when the sum of the peak hour circulating and entering flow rate is less than 1,100 vehicles per hour on each arm of the roundabout. The maximum rate at this intersection exists on Highway 23 northbound, and is less than half of the 1,100 vehicles per hour threshold. For this reason, a single lane roundabout will be considered. In accordance with the Alberta Transportation Geometric Design Guide, a WB21 design vehicle was used for this analysis. The WB21 Semi-trailer Combination requires a radius of 18.50 metres. In addition, A Heavy Hauler and a Platform Trailer were also accommodated by extending the asphalt beyond the typical shoulder. These vehicles both have a wall-to-wall turning radius of 23.0 metres.


For analysis purposes, the following parameters were adopted for this location. Exact parameters should be verified and/or adjusted accordingly during detailed design.

Inscribed circle diameter 50.0 metres Central island width 37.0 metres

Apron width 8.0 metres Circulatory roadway width 6.5 metres Approach shoulder width 2.0 metres

Approach lane widths 3.7 metres Entry width (incl. shoulder) 6.5 metres

Entry radii 25.0 metres As an upgrade of this nature is a large undertaking, anything that will not carry this intersection past the year 2031 should not be considered. Therefore, analysis was undertaken with the 2031 projected turning volumes only. Entering the above parameters along with the projected 2031 traffic volumes and associated heavy truck percentages into ARCADY produced a detailed analysis. ARCADY analysis indicates that each leg of the roundabout is operating at LOS A for the year 2031 conditions. The maximum Ratio of Flow to Capacity (RFC) is 0.26, indicating about a quarter of the roundabout capacity is being utilized. Maximum average delays vary from 2.35 to 2.65 seconds, and are outlined in the following table.

Roundabout Arm LOS Maximum Average Delay RFC Hwy 519:04 (E) LOS A 2.51 s 0.07 Hwy 23:04 (N) LOS A 2.35 s 0.10

Hwy 519:02 (W) LOS A 2.44 s 0.13 Hwy 23:04 (S) LOS A 2.65 s 0.26

As the analysis results are favourable, and nothing below LOS C exists, channelized right turn roadways do not need to be considered at this time. From the ARCADY analysis, the inputted parameters exceed Alberta Transportation’s minimum requirements. Detailed ARCADY reporting can be found in Appendix D.

6.7 Roundabout Design Details Ordinary design vehicles; as outlined in the Alberta Transportation Geometric Design Guide were used to design the main circulatory roadway and other parameters within the roundabout. As this intersection is located in a corridor that permits oversize vehicles, larger vehicles were considered and designed for outside of the regular scope


of the roundabout. This mainly includes asphalt outside of the exterior curb to allow over-tracking of the oversize vehicle. As the larger oversize vehicles, such as the Heavy Hauler and the Platform Trailer, are navigating the roundabout with the assistance of pilot vehicles, the need to design the inscribed circle diameter to their constraints is not necessary. A conceptual horizontal alignment of the proposed roundabout is located in Appendix E.

7.0 Analyses and Discussion of Results Forecasted traffic volumes were calculated, resulting in a comfortably conservative forecast of future turning movements. It is believed that this will be a (conservatively) accurate representation of what to expect from the travelling public in the future. There are four major categories of traffic collisions:

• Human factors • Road geometry and operations • Vehicle mechanical failure • Environmental and climactic factors

The pattern of collisions that occurred subsequent to the intersection upgrading in 2007 offer insight into the core causes of the intersection collision rate. Analysis of the data rules out all but human factors. The possibility that proper sightlines are being hindered by large truck traffic; either waiting to turn, or proceeding through the intersection, is a likely scenario. “Right angle” and “left turn across path” collisions were the predominant type of collisions, representing 71% of total collisions. This figure consists of northbound left turning vehicles colliding with southbound through traffic (the vast majority), or between southbound left turning vehicles colliding with northbound through traffic. This pattern is typical of an unsignalized to two-way stop controlled intersection on rural highways in Canada and the United States. This pattern has been found to result from:

• Unsafe gap acceptance • Inaccurate estimation of approaching vehicle speed • Underestimation of time to accelerate after making a turn • Failure to yield right-of-way to oncoming traffic

Alberta Transportation has adopted a toolbox of countermeasures aimed at alleviating collisions arising from the observed pattern of collisions. The applicable countermeasures for this intersection are tabulated below:


Countermeasure Strategy Type #1 Published Collision

Reductions

Injury/Fatality Reduction

Human Factors Rating

Effectiveness & Overall

Cost

Warranted Counter measure

Implemented

1

Advance intersection warning on major road

Traffic Control at Unsignalized rural

Intersection (for limited Stopping Sight

distance)

30% Moderate High High

2

Conversion of stop-controlled intersections to roundabouts

Traffic Control at Unsignalized urban &

rural Intersections, effective for high

turning movements

18% - 72% of total and 72% - 87% of casualty collisions

High Moderate High

3

Dedicated left-turn lanes on major road approaches

Signalized & Unsignalized urban &

rural intersection geometrics-separates LT & Through traffic

improves LOS

58% High Moderate Moderate to

High Yes

4

Dedicated right-turn lanes on major road approaches

Unsignalized urban and rural intrersection geometrics. Separates RT & through traffic & reduces delays. Offset

RT lanes reduce shadow effect.

33% Moderate Moderate Moderate Yes

5 Flashing beacon on stop sign

Minor approaches to Unsignalized rural

Intersections (failure to stop collisions) more effective with black

back plates

30% Moderate Moderate Moderate to

High Yes

6 Increased stop sign size

Minor approaches to rural Unsignalized

Intersections, where warranted

19% Low Moderate Low to

Moderate Yes

7

Removal of obstructions within sight triangles

Unsignalized urban and rural intrersection

geometrics. Highly Variable cost (tree

removal, parking, to road realignment)

43% of casualty collisons

High Moderate High to

Moderate Yes

8 Speed feedback display board

Speed warning, permanent/portable; urban rural & work

zones, high power & regular maint.

No reduction data available.

Low High High

9

STOP and STOP AHEAD pavement markings

Minor approaches to Unsignalized rural

Intersections - effective where sight distances

are limited

31% rear-end and right-angle collisions

Low Moderate Low to

Moderate Yes


10 Transverse rumble strips

Minor approaches to stop-controlled

Unsignalized rural Intersections, away

from residences. Effective over long distances between

stops & limited stopping sight

distance.

28% (failure to stop)

Moderate High Moderate to

High Yes

A review of the geometric and operational characteristics of the existing intersection indicates that ample provisions exist for:

• Current and short-term through and turning traffic volumes • Visibility and sight distance (sight distance in all directions unobstructed) • Channelization and associated pavement markings • Traffic control devices including larger stop signage with warning beacons, and

advance warning signage on both minor road approaches • Transverse rumble strips on minor road approaches • Delineation lighting

Field observations show that seven out of the ten above applicable toolbox countermeasures have already been implemented. The effectiveness of installing a speed feedback display board (countermeasure eight) as a permanent countermeasure is questionable due to lack of performance data, maintenance and compliance concerns. The only remaining countermeasures listed are installing major approach signs (countermeasure one) and conversion to a roundabout (countermeasure two). Although a dedicated left turn lane is only required on the northbound leg of the intersection, one is also provided on the southbound leg. The highest warranted intersection configuration applies to the northbound leg, which warrants a Type IV intersection treatment with 15 metres of storage in the left turn lane. The southbound leg is the only leg without an existing exclusive right turn lane, and does not meet the warrant with current or forecasted traffic volumes. The current configuration exceeds the Alberta Transportation Geometric Design Guide warranted intersection configuration through the year 2031. Although slotted left turn lanes are an option, the intersection fails to meet the volume based warrant. In addition, this is an option that is typically only undertaken in an urban environment, coupled with traffic signals. According to the TAC Geometric Design Guide for Canadian Roads, the retrofitting of existing parallel left turn lane with a narrow median is generally not undertaken, due to the associated high costs of both


reconstruction and extra right of way. In addition, this option would not fully alleviate the issue of sight lines around left turning commercial vehicles. Manipulating the existing intersection configuration appeared to offer little to alleviate the diminishing LOS over time. An exclusive left turn lane in the westbound direction offered some improvement; however this failed to increase the leg above LOS D. A minimum of LOS C does exist over the entire intersection until the forecasted year 2022, at which time traffic signals (or a roundabout) are the sole element that will restore the intersection above a LOS D. It is Alberta Transportation’s practice to review a roundabout design when traffic signals are warranted. ARCADY analysis proved that a roundabout is feasible for this intersection. The roundabout eliminates the need for traffic signals and thus the need for stopping and starting traffic. A roundabout will restore the intersection to LOS A, and will alleviate hindered sightlines due to large truck traffic. With all elements considered, the intersection capacity and warrant calculations cannot take precedence over the elevated collision rate at this intersection. Although the analyses convey that the intersection will not require an upgrade for another decade, there is evidence in the collision data that the upgrade is more imminent.

8.0 Recommendations At this time, it is recommended to construct a roundabout for the intersection of Highway 23:04 and Highway 519:02/04. This will alleviate sightline issues associated with recent collisions, as well as increase intersection capacity, all while eliminating the need for installing traffic signals on this highway network. A preferred conceptual roundabout design can be found in Appendix E, with an alternate design in Appendix F.

9.0 Cost Estimate Should the roundabout be constructed at this intersection, the estimated cost of construction would be upwards of $3,800,000.00 in 2013 dollars. Should the second option be selected, an additional $500,000 in cost can be expected. A more detailed cost estimate can be found in Appendix G.


Respectfully submitted, AMEC Environment & Infrastructure a Division of AMEC Americas Limited Prepared by: Reviewed by:

Angela Forsyth, P.Eng. Bart Zacher, P.Eng. Project Engineer Project Engineer

APPENDIX A

VOLUMES FOR AADT

YEAR

NL NT NR TOTAL SL ST SR TOTAL EL ET ER TOTAL WL WT WR TOTAL

2003 740 1140 280 2160 170 1130 20 1320 20 200 720 940 270 200 170 640

2008 840 1510 390 2740 160 1500 30 1690 20 180 840 1040 380 180 160 720

2011 1230 1230 480 2940 190 1230 20 1440 20 220 1230 1470 480 220 190 890

2012 1253 1253 489 2996 194 1253 20 1467 20 224 1253 1498 489 224 194 907

2013 1277 1277 498 3053 197 1277 21 1495 21 228 1277 1526 498 228 197 924

2014 1301 1301 508 3111 201 1301 21 1524 21 233 1301 1555 508 233 201 942

2015 1326 1326 518 3170 205 1326 22 1553 22 237 1326 1585 518 237 205 960

2016 1351 1351 527 3230 209 1351 22 1582 22 242 1351 1615 527 242 209 978

2017 1377 1377 537 3291 213 1377 22 1612 22 246 1377 1646 537 246 213 996

2018 1403 1403 548 3354 217 1403 23 1643 23 251 1403 1677 548 251 217 1015

2019 1430 1430 558 3418 221 1430 23 1674 23 256 1430 1709 558 256 221 1035

2020 1457 1457 569 3483 225 1457 24 1706 24 261 1457 1741 569 261 225 1054

2021 1485 1485 579 3549 229 1485 24 1738 24 266 1485 1774 579 266 229 1074

2022 1513 1513 590 3616 234 1513 25 1771 25 271 1513 1808 590 271 234 1095

2023 1542 1542 602 3685 238 1542 25 1805 25 276 1542 1843 602 276 238 1116

2024 1571 1571 613 3755 243 1571 26 1839 26 281 1571 1878 613 281 243 1137

2025 1601 1601 625 3826 247 1601 26 1874 26 286 1601 1913 625 286 247 1158

2026 1631 1631 637 3899 252 1631 27 1910 27 292 1631 1950 637 292 252 1180

2027 1662 1662 649 3973 257 1662 27 1946 27 297 1662 1987 649 297 257 1203

2028 1694 1694 661 4049 262 1694 28 1983 28 303 1694 2024 661 303 262 1226

2029 1726 1726 674 4126 267 1726 28 2021 28 309 1726 2063 674 309 267 1249

2030 1759 1759 686 4204 272 1759 29 2059 29 315 1759 2102 686 315 272 1273

2031 1792 1792 699 4284 277 1792 29 2098 29 321 1792 2142 699 321 277 1297

WB TURNING MOVEMENTSNB TURNING MOVEMENTS SB TURNING MOVEMENTS EB TURNING MOVEMENTS

VOLUMES FOR AM PEAK

YEAR


2003 74 152 30 256 15 129 1 145 3 26 68 97 20 26 14 60

2008 112 140 48 300 23 94 7 124 0 28 117 145 50 25 32 107

2011 139 153 42 334 11 105 1 117 3 28 118 149 45 19 14 78

2012 142 156 43 340 11 107 1 119 3 29 120 152 46 19 14 79

2013 144 159 44 347 11 109 1 121 3 29 123 155 47 20 15 81

2014 147 162 44 353 12 111 1 124 3 30 125 158 48 20 15 83

2015 150 165 45 360 12 113 1 126 3 30 127 161 49 20 15 84

2016 153 168 46 367 12 115 1 129 3 31 130 164 49 21 15 86

2017 156 171 47 374 12 118 1 131 3 31 132 167 50 21 16 87

2018 159 175 48 381 13 120 1 133 3 32 135 170 51 22 16 89

2019 162 178 49 388 13 122 1 136 3 33 137 173 52 22 16 91

2020 165 181 50 396 13 124 1 139 4 33 140 177 53 23 17 92

2021 168 185 51 403 13 127 1 141 4 34 142 180 54 23 17 94

2022 171 188 52 411 14 129 1 144 4 34 145 183 55 23 17 96

2023 174 192 53 419 14 132 1 147 4 35 148 187 56 24 18 98

2024 178 195 54 427 14 134 1 149 4 36 151 190 57 24 18 100

2025 181 199 55 435 14 137 1 152 4 36 154 194 59 25 18 102

2026 184 203 56 443 15 139 1 155 4 37 156 198 60 25 19 103

2027 188 207 57 451 15 142 1 158 4 38 159 201 61 26 19 105

2028 191 211 58 460 15 145 1 161 4 39 162 205 62 26 19 107

2029 195 215 59 469 15 147 1 164 4 39 166 209 63 27 20 109

2030 199 219 60 478 16 150 1 167 4 40 169 213 64 27 20 112

2031 203 223 61 487 16 153 1 170 4 41 172 217 66 28 20 114

EB TURNING MOVEMENTS WB TURNING MOVEMENTSNB TURNING MOVEMENTS SB TURNING MOVEMENTS

VOLUMES FOR PM PEAK

YEAR


2003 75 163 22 260 16 108 4 128 1 14 68 83 40 26 27 93

2008 89 156 48 293 10 129 4 143 1 16 98 115 40 20 19 79

2011 139 145 62 346 24 102 2 128 3 22 113 138 41 20 20 81

2012 142 148 63 353 24 104 2 130 3 22 115 141 42 20 20 83

2013 144 151 64 359 25 106 2 133 3 23 117 143 43 21 21 84

2014 147 153 66 366 25 108 2 135 3 23 120 146 43 21 21 86

2015 150 156 67 373 26 110 2 138 3 24 122 149 44 22 22 87

2016 153 159 68 380 26 112 2 141 3 24 124 152 45 22 22 89

2017 156 162 69 387 27 114 2 143 3 25 127 154 46 22 22 91

2018 159 165 71 395 27 116 2 146 3 25 129 157 47 23 23 92

2019 162 169 72 402 28 119 2 149 3 26 131 160 48 23 23 94

2020 165 172 73 410 28 121 2 152 4 26 134 163 49 24 24 96

2021 168 175 75 418 29 123 2 155 4 27 136 167 49 24 24 98

2022 171 178 76 426 30 125 2 157 4 27 139 170 50 25 25 100

2023 174 182 78 434 30 128 3 160 4 28 142 173 51 25 25 102

2024 178 185 79 442 31 130 3 163 4 28 144 176 52 26 26 103

2025 181 189 81 450 31 133 3 167 4 29 147 180 53 26 26 105

2026 184 192 82 459 32 135 3 170 4 29 150 183 54 27 27 107

2027 188 196 84 468 32 138 3 173 4 30 153 186 55 27 27 109

2028 191 200 85 476 33 140 3 176 4 30 156 190 56 28 28 112

2029 195 203 87 486 34 143 3 180 4 31 159 194 58 28 28 114

2030 199 207 89 495 34 146 3 183 4 31 162 197 59 29 29 116

2031 203 211 90 504 35 149 3 187 4 32 165 201 60 29 29 118

WB TURNING MOVEMENTSEB TURNING MOVEMENTSNB TURNING MOVEMENTS SB TURNING MOVEMENTS

APPENDIX B

APPENDIX C

APPENDIX D

APPENDIX E

NW

32 1

0-23

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E32

10-

23-4

SW

4 11

-23-

4S

E4

11-2

3-4

R

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2

5

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2

5

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32

10.1

25.5

20.1

9.8

5

7

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5.7

5.7

5.7

5.7

5

.7

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E

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IS

TIN

G

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D

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/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EXISTING R/W BDY

SE

4 11

-23-

4

6

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6

.

5

6.5

6

.

5

6.5

6

.

5

E

X

IS

T

IN

G

E

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P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

C

L

H

W

Y

2

3

E

X

IS

T

C

L

H

W

Y

2

3

C

T

2

+

2

2

6

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9

3

T

C

2

+

2

2

8

.7

9

3

C

T

2

+

3

2

2

.

5

5

7

T

C

2

+

3

2

4

.

3

5

9

C

T

2

+

4

1

9

.1

3

2

P

R

O

P

C

L

H

W

Y

2

3

EX

IS

T C

L H

WY

519

T

S

5

+

5

4

9

.7

4

1

T

S

5

+

7

2

0

.6

7

6

S

T

5

+

7

1

9

.8

7

3

ST 5+843.300

C

S

5

+

6

7

1

.8

7

3

CS

5+

795.3

00

SC

5+

597.7

41

S

C

5

+

7

6

8

.6

7

6

T

S

2

+

5

5

1

.2

8

7

S

C

2

+

5

8

8

.7

8

7

CS

2+

659.194

ST

2+

696.694

TS

2+

707.510

SC

2+

745.010

C

S

2

+

8

1

5

.4

1

7

S

T

2

+

8

5

2

.9

1

7

T

C

2

+

9

0

4

.9

7

5

TC 5+369.597

C

T

5

+

4

4

5

.6

3

0

5

.7

5

.7

9

5

.0

EX

IS

T C

L H

WY

519

55.5

R = 250

L = 74.133

∆= 16°59'24"

R = 250

L = 26.624

∆= 6°06'06"

R = 600

L = 70.407

∆= 6°43'24"

R = 600

L = 70.407

∆= 6°43'24"

R = 400

L = 76.033

∆= 10°53'27"

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

6

.

5

6.5

6.5

2

1

.0

8

.0

8

.0

44.1

34.4

35.8

R = 300

L = 94.773

∆= 18°06'01"

R = 300

L = 93.764

∆= 17°54'28"

R = 3500

L = 651.881

∆= 10°40'17"

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

PROPOSED ROUNDABOUT

JCT. HWY 23:02 & HWY 519:02N

/A

B. Z

AC

HE

R13/02/21

A. F

OR

SY

TH

13/02/11

1

RD-99999-01

RD

-99999-01

1RD-99999-01

N/A

LT116501

23:02/519:02SOUTHERN

S. V

IR

GIN

IL

LO

11/04/19

D. G

ER

LIN

SK

Y

13/02/18

CONSULTANT

PR

OP

OS

ED

RO

UN

DA

BO

UT

JCT.

HW

Y 2

3:02

& H

WY

519

:02

NW

32 1

0-23

-4N

E32

10-

23-4

SW

4 11

-23-

4S

E4

11-2

3-4

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

6

.5

NW

32

10.1

25.5

20.1

9.8

5

7

.8

5.7

5.7

5.7

5.7

5

.7

5

.7

E

X

IS

TIN

G

R

/W

B

D

Y

E

X

IS

T

IN

G

R

/W

B

D

Y

E

X

IS

TIN

G

R

/W

B

D

Y

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EXISTING R/W BDY

SE

4 11

-23-

4

6

.5

6

.

5

6.5

6

.

5

6.5

6

.

5

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

C

L

H

W

Y

2

3

E

X

IS

T

C

L

H

W

Y

2

3

C

T

2

+

2

2

6

.1

9

3

T

C

2

+

2

2

8

.7

9

3

C

T

2

+

3

2

2

.

5

5

7

T

C

2

+

3

2

4

.

3

5

9

C

T

2

+

4

1

9

.1

3

2

P

R

O

P

C

L

H

W

Y

2

3

EX

IS

T C

L H

WY

519

T

S

5

+

5

4

9

.7

4

1

T

S

5

+

7

2

0

.6

7

6

S

T

5

+

7

1

9

.8

7

3

ST 5+843.300

C

S

5

+

6

7

1

.8

7

3

CS

5+

795.3

00

SC

5+

597.7

41

S

C

5

+

7

6

8

.6

7

6

T

S

2

+

5

5

1

.2

8

7

S

C

2

+

5

8

8

.7

8

7

CS

2+

659.194

ST

2+

696.694

TS

2+

707.510

SC

2+

745.010

C

S

2

+

8

1

5

.4

1

7

S

T

2

+

8

5

2

.9

1

7

T

C

2

+

9

0

4

.9

7

5

TC 5+369.597

C

T

5

+

4

4

5

.6

3

0

5

.7

5

.7

9

5

.0

EX

IS

T C

L H

WY

519

55.5

R = 250

L = 74.133

∆= 16°59'24"

R = 250

L = 26.624

∆= 6°06'06"

R = 600

L = 70.407

∆= 6°43'24"

R = 600

L = 70.407

∆= 6°43'24"

R = 400

L = 76.033

∆= 10°53'27"

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

6

.

5

6.5

6.5

2

1

.0

8

.0

8

.0

44.1

34.4

35.8

R = 300

L = 94.773

∆= 18°06'01"

R = 300

L = 93.764

∆= 17°54'28"

R = 3500

L = 651.881

∆= 10°40'17"

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

O

S

E

D

R

/W

B

D

Y

0.61ha / 1.5 ac

PROPOSED ROUNDABOUT

JCT. HWY 23:02 & HWY 519:02N

/A

B. Z

AC

HE

R13/02/21

A. F

OR

SY

TH

13/02/11

1

RD-99999-01

RD

-99999-01

1RD-99999-01

N/A

LT116501


S. V

IR

GIN

IL

LO

11/04/19

D. G

ER

LIN

SK

Y

13/02/18

CONSULTANT LEGENDRIGHT-OF-WAY REQUEST

PR

OP

OS

ED

RO

UN

DA

BO

UT

JCT.

HW

Y 2

3:02

& H

WY

519

:02

APPENDIX F

NW

32 1

0-23

-4N

E32

10-

23-4

SE

4 11

-23-

4

EX

IS

T C

L H

WY

5

19

EX

IS

T C

L H

WY

5

19

E

X

IS

T

C

L

H

W

Y

2

3

R=200.0

L=102.160

Δ=029°16'00.3"

R=200.0

L=137.955

Δ=039°31'16.2"

2+

700

2

+

8

0

0

2

+

9

0

0

3

+

0

0

0

3

+

1

0

0

P

C

C

2

+

8

9

7

.8

4

0

C

T

3

+

0

0

0

.

0

0

0

T

C

3

+

0

0

8

.

2

4

8

CT

3

+1

46

.2

03

R=200.0

L=24.879

Δ=007°07'38.7"

R=200.0

L=42.187

Δ=012°05'08.4"

R=31.6

L=15.161

Δ=027°29'20.5"

R=200.0

L=32.668

Δ=009°21'30.9"

R=200.0

L=49.966

Δ=014°18'50.8"

R=31.6

L=15.161

Δ=027°29'20.5"

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

6.5

NW

32 1

0-23

-4

10.1

25.5 20.1

35.8

44.2

9.834.4

7

5

.9

9

7

.8

5

0

.3

5.7

7.0

7.0

5.7

5.7 5.7

5

.7

5

.7

5.7

5.7

6

.

5

E

X

IS

T

IN

G

R

/W

B

D

Y

E

X

IS

T

IN

G

R

/W

B

D

Y

E

X

IS

T

IN

G

R

/W

B

D

Y

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EXISTING R/W BDY

SE

4 11

-23-

4

8.0

6.5 8.0

21.0

6

.5

6

.

5

6

.

5

6

.

5

6

.

5

6

.

5

6

.

5

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

C

L

H

W

Y

2

3

P

R

O

P

C

L

H

W

Y

2

3

7.0

R=200.0

L=63.261

Δ=018°07'23.1"

R=200.0

L=41.500

Δ=011°53'20.1"

R=31.6

L=15.161

Δ=027°29'20.5"

E

X

IS

T

C

L

H

W

Y

2

3

CT

4+

114.614

TC

4+

125.133

C

T

4

+

1

8

8

.3

9

5

4+000

4+

100

4

+

2

0

0

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

PROPOSED ROUNDABOUT

JCT. HWY 23:02 & HWY 519:02N

/A

----

----

A. F

OR

SY

TH

12/06/14

1

RD-99999-01

RD

-99999-01

1RD-99999-01

N/A

LT116501


S. V

IR

GIN

IL

LO

11/04/19

D. G

ER

LIN

SK

Y

12/08/30

CONSULTANT

PR

OP

OS

ED

RO

UN

DA

BO

UT

JCT.

HW

Y 2

3:02

& H

WY

519

:02

NW

32 1

0-23

-4N

E32

10-

23-4

SE

4 11

-23-

4

EX

IS

T C

L H

WY

5

19

EX

IS

T C

L H

WY

5

19

E

X

IS

T

C

L

H

W

Y

2

3

R=200.0

L=102.160

Δ=029°16'00.3"

R=200.0

L=137.955

Δ=039°31'16.2"

2+

700

2

+

8

0

0

2

+

9

0

0

3

+

0

0

0

3

+

1

0

0

P

C

C

2

+

8

9

7

.8

4

0

C

T

3

+

0

0

0

.

0

0

0

T

C

3

+

0

0

8

.

2

4

8

CT

3

+1

46

.2

03

R=200.0

L=24.879

Δ=007°07'38.7"

R=200.0

L=42.187

Δ=012°05'08.4"

R=31.6

L=15.161

Δ=027°29'20.5"

R=200.0

L=32.668

Δ=009°21'30.9"

R=200.0

L=49.966

Δ=014°18'50.8"

R=31.6

L=15.161

Δ=027°29'20.5"

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

R

-

2

5

6.5

NW

32 1

0-23

-4

10.1

25.5 20.1

35.8

44.2

9.834.4

7

5

.9

9

7

.8

5

0

.3

5.7

7.0

7.0

5.7

5.7 5.7

5

.7

5

.7

5.7

5.7

6

.

5

E

X

IS

T

IN

G

R

/W

B

D

Y

E

X

IS

T

IN

G

R

/W

B

D

Y

E

X

IS

T

IN

G

R

/W

B

D

Y

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EX

IS

TIN

G R

/W

B

DY

EXISTING R/W BDY

SE

4 11

-23-

4

8.0

6.5 8.0

21.0

6

.5

6

.

5

6

.

5

6

.

5

6

.

5

6

.

5

6

.

5

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

IN

G

E

O

P

E

X

IS

T

C

L

H

W

Y

2

3

P

R

O

P

C

L

H

W

Y

2

3

7.0

R=200.0

L=63.261

Δ=018°07'23.1"

R=200.0

L=41.500

Δ=011°53'20.1"

R=31.6

L=15.161

Δ=027°29'20.5"

E

X

IS

T

C

L

H

W

Y

2

3

CT

4+

114.614

TC

4+

125.133

C

T

4

+

1

8

8

.3

9

5

4+000

4+

100

4

+

2

0

0

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

E

O

P

P

R

O

P

R

/W

B

D

Y

P

R

O

P

R

/

W

B

D

Y

0

.2

2

h

a

/ 0

.5

3

a

c

DRAFT CONCEPTUAL ROUNDABOUT

JCT. HWY 23:02 & HWY 519:02N

/A

----

----

A. F

OR

SY

TH

12/06/14

1

RD-99999-01

RD

-99999-01

1RD-99999-01

N/A

LT116501


S. V

IR

GIN

IL

LO

11/04/19

D. G

ER

LIN

SK

Y

12/08/30

CONSULTANT LEGENDRIGHT-OF-WAY REQUEST

DR

AFT

CO

NC

EP

TUA

L R

OU

ND

AB

OU

T

JCT.

HW

Y 2

3:02

& H

WY

519

:02

APPENDIX G

Hwy 23:04 @ Hwy 519:02/04 Modified 2013 Prices

Roundabout Construction

CUTTING OF PAVEMENT

say 1500 m 10.00 $/m= 15,000.00$

EXCAVATION

say 60000 m3 8.00 $/m3= 480,000.00$

SUBGRADE PREP

say 18000 m2 4.00 $/m2= 72,000.00$

GRANULAR BASE COURSE

say 16000 t 24.00 $/t= 384,000.00$

ASPHALT CONCRETE PAVEMENT

say 7000 t 110.00 $/t= 770,000.00$

SUPPLY OF AGGREGATE

say 23000 t 5.00 $/t= 115,000.00$

PORTLAND CEMENT CONCRETE PAVEMENT

Central island 400

Truck apron 800

Splitter islands (4) 400

say 1600 m2 150.00 $/m2 = 240,000.00$

CONCRETE CURB AND GUTTER

Central island curb 80

Truck apron curb 120

Outside shoulder edges 500

say 700 m 150.00 $/m = 105,000.00$

MISC

Seeding, painting, delienators, signage, etc. $75,000

Drainage mitigation $50,000

Lighting $80,000

Possible detour construction $100,000

305,000.00$

ESTIMATE SUBTOTAL 2,486,000.00$

MOBILIZATION 10% 248,600.00$

TOTAL 2,734,600.00$

CONTRACT 2,734,600.00$

CONTINGENCY 25% 683,650.00$

CONTRACT + 25% 3,418,250.00$

ENGINEERING 15 % 410,190.00$

TOTAL ESTIMATED COST - 3,828,440.00$

TOTAL ESTIMATED COST (ROUNDED) - 3,800,000.00$

INTERSECTION ASSESSMENT -...

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