FINAL REPORT CRYSTAL MOUNTAIN SKI RESORT AT WESTBANK TRAFFIC IMPACT STUDY Prepared By:

Transcription

1 FINAL RPORT TO CRYSTAL MOUNTAIN SKI RSORT AT WSTBANK TRAFFIC IMPACT STUDY Prepared By: Mclhanney Cnsulting Services Ltd Avenue Surrey, British Clumbia V3W 3K3 March 2006 The infrmatin cntained in this reprt has been prepared based n ur review and discussins with yu and shuld nt be used r relied upn by any ther persn r rganizatin withut the written cnsent f Mclhanney Cnsulting Services Ltd.

2 XCUTIV SUMMARY The Crystal Muntain Ski Resrt expansin includes additinal chairs and ski lifts, glfing and summer activities, htels, bed and breakfasts, cndminiums, etc. It is prpsed t be cmpleted in three phases, which are assumed t be 2010, 2015, As the expansin will bring mre custmers t the resrt, the Glenrsa Rad crridr, which is the majr rute t the resrt, and the Glenrsa Rad / Highway 97 Interchange were analyzed fr the traffic impacts caused by the expansin. The average daily skier visits are expected t rise frm 280 (2004) t 1,800 (2020 cmpletin f phase 3). As a result f develpment traffic increase alng with lcal ppulatin grwth, prpsed impacts were analyzed at the fllwing lcatins: Webber Rad / Glenrsa Rad McIver Rad / Glenrsa Rad Gates Rad / Glenrsa Rad Glenrsa Rad / Highway 97 interchange Analysis results shw the fllwing: The Glenrsa Rad / Webber Rad intersectin will require signalizatin shrtly after the cmpletin f Phase 1. The McIver Rad / Glenrsa Rad intersectin will cntinue t perate satisfactrily until the year Thereafter, signalizatin may be required. The Gates Rad / Glenrsa Rad intersectin will cntinue t perate effectively at least until the year The Glenrsa Rad / Webber Rad interchange is expected t perate effectively at least until the year \JOB\ \Traffic Impact Study\032306R1 Final Reprt

3 TABL OF CONTNTS Page 1.0 INTRODUCTION XISTING AND PROPOSD CONDITIONS LOCATION XISTING CONDITIONS AND DVLOPMNT DSCRIPTION DVLOPMNT ACCSS AND MRGNCY ACCSS OPTIONS ARA CONDITIONS STUDY ARA TRAFFIC VOLUMS AND CONDITIONS MT s Cunt Statins Manual Intersectin / Interchange Cunts xisting Traffic Vlume Characteristics PROJCTD TRAFFIC TRAFFIC GROWTH RAT TRIP GNRATION Ski Resrt TRIP DISTRIBUTION AND ASSIGNMNT Skier Traffic Backgrund / Lcal / Cmmuter Traffic TOTAL TRAFFIC VOLUMS TRAFFIC ANALYSIS GLNROSA ROAD / HIGHWAY 97 INTRCHANG xisting Cnditins Phase Cnditins Phase Cnditins Phase Cnditins GLNROSA ROAD CORRIDOR Webber Rad / Glenrsa Rad Intersectin McIver Rad / Glenrsa Rad Intersectin Gates Rad / Glenrsa Rad Intersectin CONCLUSIONS AND RCOMMNDATIONS i 2111\JOB\ \Traffic Impact Study\032306R1 Final Reprt

4 TABL OF CONTNTS, cntinued LIST OF FIGURS Page FIGUR 3-1 STUDY ARA LOCATION MAP FIGUR 3-2 GLNROSA: MONTHLY TRAFFIC VARIATION AS A PRCNT OF AADT FIGUR 3-3 GLNROSA ROAD: A GRAPH OF DAILY VARIATION VRSUS PRCNT AADT FIGUR 3-4 XISTING TRAFFIC VOLUMS FIGUR 5-1 PHYSICAL ATTRIBUTS OF TH GLNROSA ROAD / HIGHWAY 97 INTRCHANG FIGUR 5-2 WBBR ROAD INTRSCTION LIST OF TABLS TABL 2-1 PROPOSD DVLOPMNT DTAILS TABL AADT AND MADT SUMMARY FOR GLNROSA ROAD / HIGHWAY 97 I/C TABL 3-2 TOTAL MONTHLY SKIR VISITS TABL 3-3 TRIP DISTRIBUTION FOR DAILY VISITOR TRAFFIC (CRYSTAL MOUNTAIN SKI RSORT) TABL 4-1 STIMATD PAK SKIRS PR DAY TABL 4-2 DAILY TRAFFIC VARIATION SKIRS TABL 4-3 TRIP GNRATION MODL PARAMTRS TABL 4-4 SUMMARY OF PAK HOUR VOLUMS TABL 4-5 % IMPACT OF DVLOPMNT TRIPS ON GLNROSA ROAD TABL 4-6 TRIP DISTRIBUTION FOR DSTINATION TRIPS TABL 5-1 LOS SUMMARY OF GLNROSA ROAD / HIGHWAY 97 INTRCHANG TABL 5-2 SUMMARY OF UNSIGNALIZD WBBR ROAD INTRSCTION LOS TABL 5-3 SUMMARY OF SIGNALIZD WBBR ROAD INTRSCTION LOS TABL 5-4 SUMMARY OF MCIVR ROAD INTRSCTION LOS TABL 5-5 SUMMARY OF GATS ROAD INTRSCTION LOS LIST OF APPNDICS APPNDIX A APPNDIX B APPNDIX C TRAFFIC COUNTS AND COLLCTD DATA TRIP GNRATION TABLS TRAFFIC PROJCTION SUMMARIS ii 2111\JOB\ \Traffic Impact Study\032306R1 Final Reprt

5 1.0 INTRODUCTION Phedias Develpment Management Crpratin, n behalf f Crystal Muntain, has cmmissined Mclhanney Cnsulting Services Ltd. (MCSL) t investigate the traffic impacts caused by the prpsed expansin f the Crystal Muntain Ski Resrt n the Glenrsa Rad / Highway 97 interchange and the Glenrsa Rad Crridr. The study results are prvided in this reprt \JOB\ \Traffic Impact Study\032306R1 Final Reprt

6 2.0 XISTING AND PROPOSD CONDITIONS 2.1 LOCATION Crystal Muntain Ski Resrt is lcated at the base f Munt Last, apprximately 9 km frm the Westbank cmmunity. Access t the resrt is via Glenrsa Rad, which links the ski resrt t Highway XISTING CONDITIONS AND DVLOPMNT DSCRIPTION The resrt expansin includes the additin f chairs and ski lifts t increase the skiable area, glfing and summer activities, htels, bed and breakfasts, cndminiums, etc., in rder t accmmdate and attract additinal visitrs. xpansin is anticipated t ccur in 3 stages: Phase 1 is planned t be cmpleted in 2010; Phase 2 will be cmpleted 5 t 10 years after the cmpletin f Phase 1; and Phase 3 will be cmpleted 5 t 10 years after the cmpletin f Phase 2. Fr the purpse f this reprt, Phase 2 and Phase 3 were assumed t be cmpleted in the year 2015 and 2020, respectively. With each new phase, the resrt increases the ability t accmmdate mre skiers and visitrs. Fr the year 2004, there were apprximately 31,000 annual skiers, which translates t an average f apprximately 280 daily skiers. After the cmpletin f Phase 3, there will be an estimated 1800 daily skiers n average. The prpsed develpment details f each phase are included in Table 2-1 belw \JOB\ \Traffic Impact Study\032306R1 Final Reprt

7 2.0 XISTING AND PROPOSD CONDITIONS Table 2-1. Prpsed Develpment Details Bed Dwelling / Building Type Units Lift Installatin xisting Cnditins Fixed Grip Chair Current Bed Units 0 Fixed Grip Triple Chair Phase 1 Single Family Chalets 258 Fixed Grip Triple Chair Twnhmes 556 T-Bar Cndminiums 213 Tube Lift & Magic Carpet B+B 24 Fixed Grip Quad Chair First Natin Jint Venture-Cndtel 75 Phase 1 Bed Units 1126 Phase 2 Single Family Chalets 672 Detachable Quad Chair Cndminiums 192 Fixed Grip Quad Chair Htels 400 First Natin Jint Venture-Twnhuse / cnd-htel 88 mplyee Husing 30 Phase 2 Bed Units 1382 Main Lift - Pulse Gndla Phase 3 Single Family Chalets 1236 Fixed Grip Quad Chair B+B 24 Fixed Grip Quad Chair Htels 200 Fixed Grip Quad Chair Phase 3 Bed Units 1460 Detachable Quad Chair Ttal Bed Units 3968 In additin, the resrt currently nly perates frm Thursdays t Sundays during the day time, which is 70 days f peratin in an average seasn. By the time Phase 1 is cmpleted, the resrt will pen 7 days a week with day and nighttime skiing fr aa average f 120 days f peratin in a seasn. 2.3 DVLOPMNT ACCSS AND MRGNCY ACCSS OPTIONS The majr access rute t Crystal Muntain is frm Glenrsa Rad via Highway 97. Glenrsa Rad is a tw lane radway and is currently mstly used by cmmuter and \JOB\ \Traffic Impact Study\032306R1 Final Reprt

8 2.0 XISTING AND PROPOSD CONDITIONS lcal traffic. The Glenrsa Rad crridr des nt cntain any signals with the exceptin f the Glenrsa Rad / Highway 97 interchange. An alternate access pprtunity exists via Gellaty Rad. This rad cnnects t the sutheast end f Glenrsa Rad past the Glenrsa Rad / Highway 97 interchange. Gellaty Rad then jins with Angus Drive, which allws access t Westbank areas east f Pwers Creek \JOB\ \Traffic Impact Study\032306R1 Final Reprt

9 3.0 ARA CONDITIONS 3.1 STUDY ARA The study area cnsists f the Glenrsa Rad crridr frm Highway 97 t Gates Rad, and includes the Glenrsa Rad interchange as well as key intersectins at Webber Rad, McIver Rad, and Gates Rad. A figure f Glenrsa Rad and the abve intersectins is shwn in Figure 3-1 belw. Figure 3-1. Study Area Lcatin Map Study Area 3.2 TRAFFIC VOLUMS AND CONDITIONS Traffic vlume data was btained frm varius surces including MT s permanent cunt statins, existing reprts, and supplemental traffic cunt data cnducted by Mclhanney \JOB\ \Traffic Impact Study\032306R1 Final Reprt

10 3.0 ARA CONDITIONS MT s Cunt Statins MT cunt statin P is lcated within the study area at the Glenrsa Rad / Highway 97 interchange. This permanent cunt statin recrds traffic data n Highway 97 and the n/ff ramps t Glenrsa Rad. A figure shwing the schematic drawing f the interchange, the lcatin f the cunt statins, and the cunt data is included in Appendix A. As the traffic data was cllected in 2002, a factr f 2% cmpund annual grwth has been added when cmparing t 2005 traffic data Manual Intersectin / Interchange Cunts In additin t the cunt data gathered frm MT cunt statin P-25-10, manual cunts were als cnducted at the fllwing lcatins: Webber Rad / Glenrsa Rad McIver Rad / Glenrsa Rad Gates Rad / Glenrsa Rad Glenrsa Rad / Highway 97 interchange Parking inventry cunts at the Crystal Muntain Ski Resrt fr December 2004 and January 2005 were als btained frm the Ski Resrt as reference fr calculatins. Details f the manual traffic cunts and parking inventry can be fund in Appendix A xisting Traffic Vlume Characteristics Average Annual Daily Traffic and Mnthly Average Daily Traffic The main surce f traffic alng Glenrsa Rad riginates frm the Glenrsa Rad / Highway 97 interchange, therefre, data frm MT cunt statin P is cnsidered t be representative f traffic cnditins alng Glenrsa Rad. Figure 3-1 shws the \JOB\ \Traffic Impact Study\032306R1 Final Reprt

11 3.0 ARA CONDITIONS 2002 Mnthly Average Daily Traffic (MADT) expressed as a percent f the Average Annual Daily Traffic (AADT). Figure 3-2. Glenrsa: Mnthly Traffic Variatin as a Percent f AADT 120% 100% 80% %AADT 60% 40% 20% 0% January February March April May June July August September Octber Nvember December Mnth As shwn by the mnthly variatin in the graph abve, the MADT fr the summer mnths is slightly higher than that f the winter mnths. Althugh the ski resrt has glfing facilities during the summer mnths, the number f winter skier visits far exceeds the number f summer glfing visits. Therefre, the winter seasn was selected fr analysis. The AADT and MADT fr the n and ff-ramps at the interchange is shwn in Table 3-1 fr the winter mnths f resrt peratin. Table AADT and MADT Summary fr Glenrsa Rad / Highway 97 I/C AADT MADT Nvember December January February \JOB\ \Traffic Impact Study\032306R1 Final Reprt

12 3.0 ARA CONDITIONS The ttal mnthly skier visits fr 2004 is shwn in Table 3-2. The lw number f visitrs in Nvember can be attributed t a late start. Table 3-2. Ttal Mnthly Skier Visits Ttal Visitrs January February Nvember December Althugh winter MADT alng Glenrsa Rad is highest in Nvember (as per Figure 3-2), February MADT is nly slightly lwer and skier visits in February far utnumber skier visits in Nvember, therefre, February is identified as the mnth fr analysis. Daily Variatin n Glenrsa Crridr Analysis f daily traffic at the Glenrsa Rad / Highway 97 interchange n and ff-ramps t Glenrsa Rad, with the assumptin that the Glenrsa crridr fllws similar traffic characteristics, shws that the daily peak hur traffic vlumes ccur apprximately at 8:30-9:30 A.M. and 5:00-6:00 P.M. The daily variatin f traffic as cmpared t the percentage f AADT is shwn in Figure 3-3 belw \JOB\ \Traffic Impact Study\032306R1 Final Reprt

13 3.0 ARA CONDITIONS 9% 8% 7% 6% Figure 3-3. Glenrsa Rad: A Graph Daily Variatin as a Percent f AADT astbund (All Days) Westbund (All Days) Ttal (All Days) %AADT 5% 4% 3% 2% 1% 0% Hur nding Observed Trip Distributin t Crystal Muntain Ski Resrt Daily resrt visitrs cnsist f lcal trips frm the different areas thrughut the Reginal District f Central Okanagan (RDCO). The derivatin f trip distributin percentages fr daily visitr traffic cnsidered the demgraphics f the different lcatins within the RDCO. Table 3-3 summarizes the percentages f daily visitr traffic frm varius RDCO areas. The resulting traffic distributin has nly 3% f the daily visitr traffic t be expected frm the suth, which crrespnds t the Municipality f Peachland \JOB\ \Traffic Impact Study\032306R1 Final Reprt

14 3.0 ARA CONDITIONS Table 3-3. Trip Distributin fr Daily Visitr Traffic (Crystal Muntain Ski Resrt) Area Ppulatin Percentage Apprach n Highway 97 City f Kelwna 65% Nrth Peachland DM 3% Suth lectral Areas G & H (Westside) Reserves (IR 9, 10 and Duck Lake Reserve) 17% 50% Nrth 50% internal frm Glenrsa Rad 5% Nrth Lake Cuntry DM 7% Nrth lectral Area 1 (Je Rich llisn) 3% Nrth Ttal 100% Glenrsa Rad Crridr Observatins Frm the site bservatins cnducted at Webber Rad, McIver Rad, and Gates Rad n the Glenrsa Rad crridr, mderate t high vlumes travel alng the tw lane radway. Aside frm cmmuter traffic t the interchange, a high percentage f vehicles traverse within the area. A number f these lcal trips include parents drpping ff r picking up children frm schl. Traffic cunts cllected frm these intersectins can be fund in Appendix A. Peak hur summaries are shwn belw in Figure \JOB\ \Traffic Impact Study\032306R1 Final Reprt

15 3.0 ARA CONDITIONS \JOB\ \Traffic Impact Study\032306R1 Final Reprt

16 3.0 ARA CONDITIONS Pedestrian and Cyclist Safety Implicatins The Glenrsa Rad crridr appears t have a minimum 1.5m shulder in at least ne directin alng its extent; hwever, the shulders are nt cntinuus alng ne r bth sides. Thus, t make use f the shulders, a cyclist wuld have t switch frm ne side t the ther. Furthermre, during the perid f bservatin, prtins f the shulders were mstly cvered with rcks, salt, and mud, pssibly left ver frm winter ice and snw remval. In sme sectins, the existence f a shulder was almst indiscernible. Sidewalks exist at the interchange ramps and at the intersectin f Webber Rad and Glenrsa Rad. Hwever, there are n marked crsswalks n Glenrsa Rad at Webber Rad, McIver Rad and Gates Rad. During mrning and afternn peak hur bservatins, children were bserved t walk t schl/hme, especially n McIver Rad acrss Glenrsa Rad. Therefre, a marked pedestrian crssing may be warranted at McIver Rad \JOB\ \Traffic Impact Study\032306R1 Final Reprt

17 4.0 PROJCTD TRAFFIC 4.1 TRAFFIC GROWTH RAT Traffic grwth was determined frm histrical traffic vlumes at the Highway 97 / Glenrsa Rad interchange fr the past 10 years, and frm infrmatin fund in the Official Cmmunity Plan fr Central Okanagan indicating that a ptential capacity f new residential units in upper Glenrsa are planned fr the next 20 years. Further t this analysis, a 2% yearly grwth was applied t prject future backgrund traffic vlumes alng Glenrsa Rad. This traffic grwth is unrelated t the prpsed prject. 4.2 TRIP GNRATION Ski Resrt A ski resrt has unique traffic characteristics, and there is a lack f infrmatin in the technical literature in terms f trip generatin rates fr these develpments. Therefre, the estimatin f traffic vlumes was generated frm skier arrival rates, vehicle ccupancy, daily turnver in residency, and emplyee trips. The first step was t estimate the number f skier visits during the winter seasn fr each stage f develpment. stimates were based n Master Plan phasing data and n the number f bed units available at each stage f develpment. The engineering design assumptins and visitr calculatins were further refined t accunt fr typical daily / mnthly peaking characteristics assciated with traffic patterns t / frm ski develpments. The resultant trip generatin tables fr each stage f develpment are attached as Appendix B, and key traffic characteristics are summarized belw. The estimated number f peak daily skiers per stage is listed in Table 4-1 belw \JOB\ \Traffic Impact Study\032306R1 Final Reprt

18 4.0 PROJCTD TRAFFIC Table 4-1. stimated Peak Skiers Per Day Phase Bed Units Available Peak Skiers / Day The secnd step was t select the peak traffic week during the ski seasn. Frm Table 3-2, it is nted that February is the mnth with mst skiers. Assuming an average number f skiers per week in February, and with 4 weeks in a mnth, the peak week f the seasn wuld cntain apprximately 8.3 percent f the ttal number f skiers in a year. T accunt fr variatin frm the mean, the peak week in February was assumed t be 10% higher than the average. The third step was t distribute the estimated skier visits during the design week t each day. Data frm ther ski resrt impact studies perfrmed by Mclhanney were used t apprximate the daily variatin. Nte that during the peak perids, minimum 3 and 5 day stays are cmmn fr destinatin visitrs at a ski resrt. The daily traffic variatin f skiers is shwn in Table 4-2. Table 4-2. Daily Traffic Variatin - Skiers Day % f the Week Mnday 12% Tuesday 11% Wednesday 12% Thursday 12% Friday 17% Saturday 17% Sunday 19% The furth step was t determine the prprtin f destinatin skiers versus day skiers, since they have different traffic characteristics. Day skiers generally arrive during the mrning and leave in the afternn f the same day; typically n a weekend \JOB\ \Traffic Impact Study\032306R1 Final Reprt

19 4.0 PROJCTD TRAFFIC Hwever, destinatin skiers arrivals and departures tend t be mre evenly distributed thrughut the week. The number f destinatin skiers (skiers staying vernight at the resrt) was estimated based n the capacity and the ccupancy f the vernight accmmdatin facilities. Table 6 summarizes sme f the parameters utilized in the trip generatin mdel, nting that the peak hurs assciated with ski resrts typically ccur during Friday AM/PM and Sunday PM. Table 4-3. Trip Generatin Mdel Parameters Parameter Value Destinatin skiers arriving n Friday a.m. 7% Destinatin skiers arriving n Friday p.m. 13% Destinatin skiers departing Sunday p.m. 18% Destinatin skiers departing n Friday a.m. 4% Destinatin skiers departing n Friday p.m. 11% Destinatin skiers arriving n Sunday p.m. 7% On-Site accmmdatin ccupancy 70% % f On-Site accmmdatin ccupancy are skiers 90% Vehicle ccupancy (passengers/vehicle) 2.0 Aut Share 80% Friday peak hur factr during the mrning (inbund/utbund) Friday peak hur factr during the afternn (inbund/utbund) Sunday peak hur factr during the afternn (inbund/utbund) 50% / 35% 43% / 48% 41% / 45% The resultant trip generatin infrmatin gathered frm the abve-mentined factrs is shwn in Table 4-4 belw \JOB\ \Traffic Impact Study\032306R1 Final Reprt

20 4.0 PROJCTD TRAFFIC Table 4-4. Summary f Peak Hur Vlumes Parameter Phase 1 Phase 2 Phase 3 Peak Week Skiers 5,295 11,652 18,517 Day Skiers Friday Sunday ,389 Destinatin Skiers Friday 709 1,561 2,481 Sunday 709 1,561 2,481 Friday a.m. peak hur vlumes Friday p.m. peak hur vlumes Sunday p.m. peak hur vlumes *These vlumes include emplyee vehicles. In* Out* Ttal* In* Out* Ttal* In* Out* Ttal* The impact f develpment trips n Glenrsa Rad, between highway 97 and Weber Rad, is highlighted in Table 4-5 fr the peak hurs f analysis. Table 4-5. % Impact f Develpment Trips n Glenrsa Rad Time Phase 1 Phase 2 Phase 3 Perid BG Dev Ttal Diff BG Dev Ttal Diff BG Dev Ttal Diff Friday AM % % % Friday PM % % % Sunday PM % % % BG Backgrund traffic; Dev Develpment (ski) trips \JOB\ \Traffic Impact Study\032306R1 Final Reprt

21 4.0 PROJCTD TRAFFIC 4.3 TRIP DISTRIBUTION AND ASSIGNMNT Skier Traffic Fr this study, destinatin trips were defined as trips riginating frm utside f RDCO that include vernight accmmdatin at the resrt. Directinal distributin fr destinatin trips were based n Table I-19 Visitr Origin t Kelwna f the Master Plan Prpsal. Table 4-6 summarizes the percentages used t estimate the distributin f destinatin trips fr this analysis. Table 4-6. Trip Distributin fr Destinatin Trips Area Greater Vancuver Reginal District Percentage Apprach n Highway 97 20% Suth Vancuver Island 4% Suth Other BC Nrth 1% Nrth Other BC Suth 15% Suth Alberta 18% Nrth SK, MB, and ON 12% Nrth Other Canada 5% Nrth USA (WA/OR/CA) 5% Suth Other USA 3% Nrth Overseas 17% 50% Nrth 50% Suth Ttal 100% Peak hur vlumes were distributed using the abve percentages t analyze the vlume traversing Highway 97 and Glenrsa Rad t the resrt Backgrund / Lcal / Cmmuter Traffic Backgrund / Cmmuter traffic fr the different stages f develpment was prjected by applying a grwth rate f 2% per annum t the riginal traffic cunt data \JOB\ \Traffic Impact Study\032306R1 Final Reprt

22 4.0 PROJCTD TRAFFIC 4.4 TOTAL TRAFFIC VOLUMS The cmbined backgrund / cmmuter, skier, and ttal traffic vlumes fr the Glenrsa interchange, and Glenrsa intersectins at Webber, McIver, and Gates are attached in Appendix C \JOB\ \Traffic Impact Study\032306R1 Final Reprt

23 5.0 TRAFFIC ANALYSIS Synchr 6.0 sftware was used t analyze intersectin perfrmance, which is cmmnly expressed in terms f Level f Service (LOS). LOS can be defined as fllws: LOS A B C D F Traffic Cnditin xcellent Very gd Gd Acceptable Appraching Capacity Pr 5.1 GLNROSA ROAD / HIGHWAY 97 INTRCHANG The lane cnfiguratin and physical dimensins f the interchange, including ramp lengths, is shwn in Figure 5-1 belw. Figure 5-1. Physical Attributes f the Glenrsa Rad / Highway 97 Interchange Frm end f ramp; -160m t Chevrn -270m t end f ramp lane Frm end f ramp; -210m t Chevrn -390m t end f ramp lane Frm end f ramp; -265m t Chevrn -480m t end f ramp lane Frm end f ramp; -280m t Chevrn -895m t end f ramp lane \JOB\ \Traffic Impact Study\032306R1 Final Reprt

24 5.0 TRAFFIC ANALYSIS A LOS summary f the west and east ramp intersectin analysis is shwn in Table 5-1. During all cnditins and develpment stages, the Glenrsa Rad / Highway 97 interchange perfrms at an acceptable Level f Service. Table 5-1. LOS Summary f Glenrsa Rad / Highway 97 Interchange Glenrsa Interchange LOS Bkgrnd Vl. West Ramp Intersectin (Unsignalized) Cmbined Vl. Bkgrnd Vl. Cmbined Vl. Bkgrnd Vl. Friday AM Friday PM Sunday PM xisting Cnditins A B B Cmbined Vl. Phase A A B C B B Phase A B C C B B Phase A B C D B B Glenrsa Interchange LOS Bkgrnd Vl. ast Ramp Intersectin (Signalized) Cmbined Vl. Bkgrnd Vl. Cmbined Vl. Bkgrnd Vl. Friday AM Friday PM Sunday PM xisting Cnditins A B A Cmbined Vl. Phase A A A A A A Phase A B A A A A Phase A B A A A A xisting Cnditins Fr existing cnditins, bth the signalized east ramp intersectin and the unsignalized west ramp intersectin perate at either excellent r gd levels f service. Hwever, during site bservatins, there were several ccurrences where eastbund traffic at the east ramp intersectin queued acrss the west ramp intersectin. In additin, the suthbund right mvement at the west ramp intersectin experiences ccasinal cngestin, likely due t a relatively high vlume f traffic turning n a tight radius, fllwed by an uphill grade befre merging int ne lane n Glenrsa Rad. Hwever, the suthbund ramp clears with each signal cycle withut significant queuing Phase Cnditins During Phase 1 f develpment, increased skier vlume frm the suth during the Friday AM peak hur will result in a 95 th percentile queue f 45m n Glenrsa at the east ramp \JOB\ \Traffic Impact Study\032306R1 Final Reprt

25 5.0 TRAFFIC ANALYSIS intersectin fr the eastbund thrugh and left turn mvements. Because the verpass cnnecting the tw ramp intersectins is nly apprximately 40m in length, vehicles will back up acrss the west ramp intersectin. The 95 th percentile queue fr the nrthbund mvement at the east ramp intersectin is als 30m in length. With the semi-actuated signal cnfiguratin giving the maximum recall time t the eastbund mvements, these queues dissipate during each cycle. In additin, as vlumes increases frm the nrth, the suthbund right turn mvement at the west ramp intersectin will experience queues f apprximately 45m during the Friday PM peak hur. Since there is a lw vlume f cnflicting vehicles, queues are spradic and dissipate quickly Phase Cnditins At Phase 2 f develpment, during the Friday AM peak hur, the eastbund mvement at the east ramp intersectin prduces a 68m 95 th percentile queue. Althugh level f service at this intersectin will remain at level B, queues n the Glenrsa verpass will extend back, acrss the west ramp intersectin. With the semi-actuated signal cnfiguratin giving the maximum recall time t the eastbund mvements, these queues dissipate quickly. Similarly, the nrthbund ff-ramp mvements at the east ramp intersectin will queue apprximately 50m during the Friday AM peak hur, and this queue will als dissipate with each signal cycle. An alternative t the current semi-actuated cntrller wuld be an actuateduncrdinated cntrl. By using an actuated-uncrdinated cntrller with 60 secnds f cycle length, queues fr the eastbund mments n the Glenrsa verpass decrease t 55m while the east ramp nrthbund queue at the east ramp intersectin decreases t apprximately 25m. The suthbund mvement at the west ramp I/C will exhibit a 95 th percentile queue length f apprximately 65m during the Friday PM peak hur. Hwever, the level f service remains at an acceptable level f C and queues dissipate quickly, as the \JOB\ \Traffic Impact Study\032306R1 Final Reprt

26 5.0 TRAFFIC ANALYSIS suthbund mvement cnsists mstly f right turns and there is a small vlume f cnflicting eastbund traffic Phase Cnditins During Phase 3 f develpment, the Friday AM peak hur eastbund thrugh and left turn mvements at the east ramp intersectin prduce a 95 th percentile queue f apprximately 95m. Althugh vehicles back int the adjacent west ramp intersectin, the intersectin Level f Service remains at LOS B since queues dissipate at every cycle. The apprach Level f Service remains at LOS A. The east ramp nrthbund mvements als exhibit relatively high 95 th percentile queues f apprximately 70m in length. Changing the signal timing cnfiguratin wuld nly result in a minr reductin t the queue lengths. In additin, the west ramp suthbund mvement prduces a 95 th percentile queue f apprximately 105m in length fr the Friday PM peak hur. Althugh relatively lng queues are prduced fr these mvements, the queue lengths are manageable and can be accmmdated within the existing ramp strage (see Figure 5.1). The nrthbund ff-ramp extending as far as 270m frm the stp bar and the suthbund ff-ramp extends as far as 900m. Therefre, there is adequate stpping distance alng the ramps, and thrugh traffic n Highway 97 will nt be impacted by ramp queues. 5.2 GLNROSA ROAD CORRIDOR Since Glenrsa Rad is the nly majr rute available t access the resrt, the prjected increase in cmmuter and lcal traffic thrugh ppulatin grwth and the increase in skier vlumes will impact this crridr. The impact n Glenrsa Rad at the intersectins f Webber Rad, McIver Rad, and Gates Rad is described belw \JOB\ \Traffic Impact Study\032306R1 Final Reprt

27 5.0 TRAFFIC ANALYSIS Webber Rad / Glenrsa Rad Intersectin The Webber Rad / Glenrsa Rad intersectin is the nearest intersectin t the unsignalized west ramp intersectin at Highway 97 / Glenrsa. Glenrsa Rad is riented east / west and Webber Rad is the nrth / suth rute. This intersectin cnsists f a three-leg cnfiguratin with a prtected left turn median merge t facilitate the suthbund t eastbund left turn frm Webber Rad. Further t preliminary design drawings btained frm the Ministry f Transprtatin, it appears that this sectin f Glenrsa Rad is planned t be fur-laned. The preliminary intersectin design is shwn in Figure 5-2. Figure 5-2. Webber Rad Intersectin Glenrsa Rad Webber Rad * Nte, the abve lane cnfiguratin is frm the preliminary design. The existing lane cnfiguratin is ne lane per directin f travel n Glenrsa Rad, plus a prtected median merge fr left turns frm Webber Rad. A LOS summary f this intersectin is listed in Table 5-2 belw fr backgrund traffic cnditins nly, and with future skier trips. The LOS shwn in Table 5-2 crrespnds t the critical suthbund left turn mvement frm Webber Rad, assuming n intersectin imprvements \JOB\ \Traffic Impact Study\032306R1 Final Reprt

28 5.0 TRAFFIC ANALYSIS Table 5-2. Webber Rad Intersectin LOS - Unsignalized Suthbund Left Turn N Intersectin imprvements Analysis Scenari Backgrund Traffic Only Cmbined Traffic (Backgrund + ski trips) Friday AM Peak Hur LOS Queues (m) LOS Queues (m) Webber Rad - xisting Cnditin 72.5 Webber Rad F 98.2 F Webber Rad F F Webber Rad F F Friday PM Peak Hur LOS Queues (m) LOS Queues (m) Webber Rad - xisting Cnditin C 22.3 Webber Rad D 32.0 D 33.7 Webber Rad F 54.6 Webber Rad F 76.3 F 90.0 Sunday PM Peak Hur LOS Queues (m) LOS Queues (m) Webber Rad - xisting Cnditin B 9.9 Webber Rad C 12.5 C 12.8 Webber Rad C 16.5 C 17.7 Webber Rad C 22.5 C 24.5 Webber Rad and Glenrsa Rad are situated in an area f higher residential density relative t the surrunding area; therefre, higher traffic vlumes travel within this area. With r withut develpment (ski) trips, failing levels f service will ccur fr the suthbund left turn n Webber Rad during the weekday peak hurs. This is caused by the relatively high vlume f ppsing traffic n Glenrsa Rad, making it difficult fr suthbund left turn vlumes t dissipate. This is especially emphasized during the AM peak hur when traffic vlumes n Glenrsa Rad are highest. A signal at this lcatin wuld imprve the LOS, and appears warranted fllwing Phase 1 develpment. Signalizatin shuld cincide with the planned fur-laning \JOB\ \Traffic Impact Study\032306R1 Final Reprt

29 5.0 TRAFFIC ANALYSIS imprvements. A summary f the signalized intersectin LOS is shwn in Table 5-3 belw. Table 5-3. Summary f Signalized Webber Rad Intersectin LOS Friday AM Peak Hur Friday PM Peak Hur Sunday PM Peak Hur Webber Rad xisting Cnditin B B A Webber Rad 2010 B A A Webber Rad 2015 B B A Webber Rad 2020 C B A The intersectin LOS fr sidestreet traffic n Webber Rad imprves significantly as a result f installing a signal at this lcatin. Hwever, sme delay wuld be intrduced t thrugh mvements n Glenrsa Rad, as east-west traffic is currently a free mvement McIver Rad / Glenrsa Rad Intersectin McIver Rad lcated between Gates Rad and Webber Rad. It is an ffset T- intersectin with its suthern leg is just east f its nrthern leg. There is a high schl n the nrthern leg f McIver Rad. Due t the nature f this intersectin, it is analyzed as tw three-way unsignalized intersectins. A summary f the LOS fr this intersectin is listed in Table 5-4 belw, the level f service shwn shws the wrst apprach level f service fr the tw intersectins \JOB\ \Traffic Impact Study\032306R1 Final Reprt

30 5.0 TRAFFIC ANALYSIS Table 5-4. Summary f the McIver Rad Intersectin LOS Analysis Scenari Backgrund Traffic Only Cmbined Traffic (Backgrund + ski trips) Friday AM Peak Hur LOS LOS McIver Rad - xisting Cnditin B McIver Rad C C McIver Rad C D McIver Rad C (A)* Friday PM Peak Hur LOS LOS McIver Rad - xisting Cnditin C McIver Rad C C McIver Rad C D McIver Rad C (A)* Sunday PM Peak Hur LOS LOS McIver Rad - xisting Cnditin B McIver Rad B B McIver Rad B B McIver Rad B C *(X) Signalized intersectin The McIver Rad intersectin supprts the increase in future traffic vlumes up until the year 2020, at which time suthbund left and right mvements during the Friday AM and PM peak hurs will begin t have difficulty turning due t the high vlumes traversing east and westbund n Glenrsa Rad. Therefre, a signal warrant will require investigatin arund the 2020 hrizn. With the intrductin f a signal, traffic perfrmance wuld imprve t Level f Service A \JOB\ \Traffic Impact Study\032306R1 Final Reprt

31 5.0 TRAFFIC ANALYSIS Gates Rad / Glenrsa Rad Intersectin Gates Rad is an ffset T-intersectin. Hwever, its nrthern leg is west f its suthern leg. Therefre, this intersectin was als analyzed as tw three-way unsignalized intersectins. A summary f the LOS fr this intersectin is listed in Table 5-5 belw, the LOS shwn is fr the wrst mvement, typically the minr rad left turn. Table 5-5. Summary f Gates Rad Intersectin LOS Analysis Scenari Backgrund Traffic Only Cmbined Traffic (Backgrund + ski trips) Friday AM Peak Hur LOS LOS Gates Rad - xisting Cnditin A Gates Rad A B Gates Rad A B Gates Rad A B Friday PM Peak Hur LOS LOS Gates Rad - xisting Cnditin A Gates Rad A B Gates Rad A B Gates Rad B B Sunday PM Peak Hur LOS LOS Gates Rad - xisting Cnditin B Gates Rad A A Gates Rad A B Gates Rad A B Glenrsa Rad, west f Gates Rad, is a much less dense residential area. Althugh there are plans fr develpment in the next 20 years, traffic vlumes shuld remain manageable at this lcatin withut any imprvements \JOB\ \Traffic Impact Study\032306R1 Final Reprt

32 6.0 CONCLUSIONS AND RCOMMNDATIONS The prpsed Crystal Muntain Ski Resrt expansin will be develped in three phases, assumed in this reprt t cincide with the 2010, 2015 and 2020 hrizns. Typical develpment characteristics include: A residential and htel cmpnent, thus attracting destinatin skiers (multi-day visits) in additin t lcal day trips. Increased perating hurs frm the current fur-day peratin, Thursday t Sunday, t a seven-day-a-week facility, and including night skiing. An increase in average daily skier visits frm 280 in 2004 t 1,800 at the cmpletin f Phase 3. Develpment trips will add apprximately 100 vph t Friday peak hur traffic vlumes n Glenrsa Rad at Phase 1, representing a 10.4% and 9.4% increase ver backgrund traffic during the AM and PM peak hurs, respectively. By Phase 2, develpment trips will add between 187vph and 205 vph t Friday peak hur traffic vlumes, representing a 17.0% and 16.2% increase ver backgrund traffic during the AM and PM peak hurs, respectively. By Phase 3, develpment trips will add between 290 vph and 325 vph t Friday peak hur traffic vlumes, representing a 22.2% and 21.8% increase ver backgrund traffic during the AM and PM peak hurs, respectively. The Highway 97 / Glenrsa Rad interchange will cntinue t perate at an acceptable Level f Service until the 2020 hrizn with n imprvements. The Glenrsa Rad / Webber Rad intersectin will require signalizatin after Phase 1 f the develpment. Signalizatin shuld cincide with planned fur laning f Glenrsa Rad between Highway 97 t west f Webber Rad, as per the preliminary design drawings prepared by the Ministry f Transprtatin. Signalizatin wuld be required shrtly after the Phase 1 hrizn due t backgrund traffic alne \JOB\ \Traffic Impact Study\032306R1 Final Reprt

33 6.0 CONCLUSIONS AND RCOMMNDATIONS The McIver Rad intersectin will cntinue t perate at an acceptable Level f Service until the 2020 hrizn, at which time a signal warrant analysis shuld be undertaken. The Gates Rad intersectin will nt require any imprvements within the time hrizn f this study \JOB\ \Traffic Impact Study\032306R1 Final Reprt

34 APPNDIX A TRAFFIC COUNTS AND COLLCTD DATA

35 Sectin: Glenrsalnterchanqe LOCATION P-25- t 0N P-25-10S P-25-1 N P-25-1S P-2t101 P P P P P-2s-1 06 SUMMR AVRAG DAILY TRAFFIC I VJZ 4126 <- -+ [P-2s-10 Ns] lp-2s-rr Nsl Wcrtb:r* txeu*nc DKtutrruG F Gtar.rg56 Pn>/Hr^/Y 1T tlc + Cuur 3ttrfiN -,y,trltns Thmpsn Okanagan Reginal Planning 0 Cmpsite Cunt Sheet: Glenrsa File: R2INTCHG00

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44 APPNDIX B TRIP GNRATION TABLS

45 FINAL Crystal Muntain Resrt ngineering Design Assumptins Design Assumptins and Visitr Calculatins Average and peak vernight and day visitr numbers are estimated by cnservative design cnsideratins and by cmparisn with ther resrts in a similar market where data can be cmpared, even if every prject is unique in sme respects. ngineering assumptins have been reviewed in the light f the number f visitrs relative t the prject design, in light f market cmparisns and in light f applicable precedent. Baseline data fr the calculatins have been prvided by industry standards supplied by Lynnpeaks Cnsulting Ltd., by Milne Cnsulting Ltd., by the manager f the Crytsal Muntain Resrt ski area and by CWSAA. The fllwing shws three ways f calculating effective visitr usage: By Number f Visitrs and Design: Cmfrtable Carrying Capacity and Utilizatin Rate calculatins: the prject is being designed t be capable f achieving apprximately 4,480 visitrs n a peak winter day. This includes bth vernight visitrs and day visitrs. The number f visitrs is based n a 50% Utilizatin Rate (UR) f the maximum Cmfrtable Carrying Capacity (CCC) f 8960 skiers at ne time at build ut 1. A 50% UR is nt planned by design as the actual usage nr is it recmmended. A 50% utilizatin is s high that it is almst never achieved nr wanted because f line ups and vercrwding f critical pints f ski runs nt even at Whistler (the Whistler 50% UR translates int apprximately 28,000 skiers per day this is frm a bed base f 52,000 BU. Actual UR numbers at Whistler tend t range 1 T appreciate the relatinship between UR and CCC they may be cmpared t the maximum speed and hrsepwer f an autmbile, which are prvided as design data, n the assumptin that n ne will drive at full speed - the CCC may be cmpared t the maximum speed f which the autmbile may be capable and the UR the average speed at which it is assumed it will be actually driven.

46 frm 8,000 t 14,000 per day). By Peak and Average Use Calculatins: Peak capacity: A peak day may achieve 85% rm ccupancy fr vernight accmmdatin, equal t a theretical 3373 peple ver a bed base f Hwever, assuming that at peak seasn 15% f rms with tw beds have nly ne ccupant, this wuld translate int 2867 vernight guests. If 10% are nn skiers, this wuld indicate 2580 vernight skiers. Assuming during peak seasn a high number f 50% day skiers versus vernight skiers, there wuld be 1290 day skiers fr a ttal f 3870 skiers. This wuld represent ver 40% UR (3870 skiers ver a CCC f 8960 represents a 43% UR), which wuld be n the high side f the industry. By cmparisn currently Crystal Muntain with tw chairlifts and a T Bar, with a CCC f apprximately 1600, achieves apprximately 500 skiers in an abslutely ideal peak day (This is a UR f 31%). Average vernight visitrs: At build ut there will be 3968 turist bed units. Past and future prjectins fr successful ski resrts indicate that yearly ccupancy rates f 35% t 40% are the nrm. Althugh this resrt will ffer summer activities, we have used the winter usage as the initial base fr average calculatins. If we use a 40% yearly ccupancy rate number, this means that there culd be 1587 visitrs per night ver the theretical 365 nights fr a ttal vernight maximum visitr rate f 579,255. As the resrt will be clsed fr at least 60 days fr maintenance and the lw seasn (in the spring and fall during the change f peratins frm winter t summer and vice versa), the ttal vernight maximum annual accmmdatin wuld be 484,035. It is assumed that single individuals will ccupy 25% f duble ccupancy rms. Therefre rather than the 1587 maximum average number f visitrs per night the actual number shuld be 1190 persns per night. This wuld translates int 362,950 vernight persns per year, a very high number that wuld nly materialize wuld gd ccupancy in the shulder seasns. Average winter skier and summer visits: T determine the number f skier visits we assume that at Crystal Muntain Resrt 90% f vernight visitrs will be skiers and snwbarders. Therefre, vernight visitrs will accunt fr a yearly average f 1071 skier visitrs per day. Day visitrs, because f the prximity f Westbank and Kelwna, will be assumed t be a high number f up t 65% f the number f vernight visitrs, r 774 skiers and per day. A ttal f 1845 skiers per day ver a ttal f 120 ski days wuld prject a ttal seasn f 221,400 skier days. The number f glfers per day is estimated at 200 per day ver a summer seasn f 180 days. In cmbinatin with vernight visitrs we wuld prject sme 400 visitrs per day. This wuld ttal 72,000 summer visits per year at build ut. mplyees: Crystal Muntain Resrt is planned t be capable f emplying up t 500 emplyees at the resrt at build ut, crrespnding t the number f jbs the resrt is expected t be generating. Almst all the emplyees are expected t

47 be cmmuting frm Westbank and the Kelwna regin, althugh a small number f beds will be prvided at the resrt fr emplyees wh are required t be at the resrt By Market Cmparisn: The prject shuld be cmpared, when cmpleted, t ski areas which may receive apprximately 150,000 t 200,000 skier visits per year r 1,250 t 1666 per day average ver the 120 day main seasn. Thus the market derived assumptin wuld prduce a slightly smaller number f average vernight and day visitrs, therefre cnfirming that the design assumptins at build ut represent a cnservative design fr a higher number f visitrs than is likely t ccur. The market prjectins start frm the current maximum number f visitrs per day at apprximately 500 and frm apprximately 25,000 visits per winter seasn.

48 APPNDIX C TRAFFIC PROJCT SUMMARIS

49

50

51