TRAFFIC

IMPACT
ASSESSMENT
GUIDELINES

Revised February 2021

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 Table of Contents

1 Introduction ........................................................................................................................... 1
1.1 Purpose .......................................................................................................................... 2
1.2 When Is a TIA Required? ............................................................................................... 2
1.3 Submission Requirements .............................................................................................. 3
1.4 Ethics & Objectivity ......................................................................................................... 3
1.5 Information Disclosure .................................................................................................... 3
2 Process and Format.............................................................................................................. 4
2.1 Communication ............................................................................................................... 4
2.2 Compatibility with Highway Plans and Municipality Plans .............................................. 4
2.3 Project Scoping .............................................................................................................. 4
2.4 Report Format ................................................................................................................ 4
3 Report Content ...................................................................................................................... 6
3.1 Executive Summary ........................................................................................................ 6
3.2 Introduction and Proposed Development Information .................................................... 6
3.3 Access Management, Highway and Municipal Plans ..................................................... 7
3.4 Existing Infrastructure Conditions ................................................................................... 7
3.5 Traffic Conditions ............................................................................................................ 8
3.5.1 Background Traffic .................................................................................................. 8
3.5.2 Traffic Generated by Other Developments ............................................................ 10
3.5.3 Site Generated Traffic ........................................................................................... 11
3.5.4 Combined Traffic ................................................................................................... 13
3.5.5 Suggested Traffic Layout ...................................................................................... 14
4 Analyses .............................................................................................................................. 16
4.1 Intersection Treatment Warrants .................................................................................. 16
4.1.1 Intersection Treatment for Over Dimensional Vehicles ......................................... 16
4.2 Capacity Analysis ......................................................................................................... 16
4.3 Traffic Control Needs .................................................................................................... 18
4.4 Traffic Safety ................................................................................................................ 18
4.5 Illumination Warrant Analysis ....................................................................................... 19
4.6 Pedestrian Warrant Analysis ........................................................................................ 19
4.7 Design Vehicle Accommodation ................................................................................... 19
4.8 Access Management and Rights-of-Way ..................................................................... 20
4.9 Other Considerations .................................................................................................... 20

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 5 Conclusion & Recommendations ...................................................................................... 21
6 Available Resources ........................................................................................................... 22

Appendix A: TIA Summary Form

Appendix B: TIA Checklist
Appendix C: Developer Checklist – Surfacing Design

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Traffic Impact Assessment Guidelines Revised February 2021

1 Introduction
Traffic Impact Assessment (TIA) is a valuable tool for assessing potential impacts of traffic
generated by a proposed development to the surrounding transportation system. TIA generally
includes a description of the scope and intensity of the proposed project, a summary of the
projected impacts and any required improvements to ensure that the roadway facilities can safely
accommodate the proposed development. The goal is to ensure that the transportation system
will operate safely and efficiently within the design horizon of the study.

A well-prepared TIA helps the developer and permitting agency accomplish the following:

 Forecast the traffic impacts created by a proposed development by developing reasonable

future traffic volumes for design purposes;
 Determine if improvements are needed to accommodate background traffic and the traffic
from a proposed development;
 Allocate funds more efficiently;
 Relate land use decisions with traffic conditions;
 Evaluate the number, location, and design of access points;
 Update traffic data (projections);
 Provide a basis for determining the developer’s responsibility for specific off-site
improvements.1

Prior to the approval of a subdivision, pre-development planning or development, Alberta

Transportation (TRANS) may require the completion of a TIA.

For subdivision and developments within the highway control zones, TRANS is responsible to
ensure that the proponent addresses transportation issues including access removals, public road
intersection treatments, setbacks, etc. prior to issuing a permit or a waiver.

For developments outside the highway control zones, the municipality is responsible to ensure
that the impacts to the highway are addressed prior to issuing their development permits in
consultation with TRANS. Municipalities are responsible to identify which proposals could impact
the highway and are encouraged to refer subdivision proposals, development applications, and
traffic impact assessments to TRANS for technical review and recommendations, and support,
prior to the municipality issuing a permit.

Municipalities have autonomy for land use decisions and development approvals and have the
ability to undertake improvements and recover the costs of growth from developers through
agreements (i.e., development agreements and off-site levies for new or expanded transportation
infrastructure).

1
Stover, V.G. and F.J. Koepke. 2002. Transportation and Land Development, 2nd ed. ITE, Washington, D.C.

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Traffic Impact Assessment Guidelines Revised February 2021

1.1 Purpose
The purpose of this document is to establish uniform guidelines for conducting TIA’s for proposed
new developments, the expansion of existing developments, requests to new or modified access
to provincial highway network; and to assist developers, municipalities and consultants in better
understanding the TRANS’ requirements and expectations regarding a TIA.

The Guidelines will be periodically reviewed and updated as required. To provide any comments,
input or concerns, please contact:

Elena Yin, P.Eng., ([email protected]), or

(Peter) Doanh Ngo, P.Eng., ([email protected])

Geotechnical and Utilities Section

Alberta Transportation.
2nd Floor Twin Atria Building
4999 – 98 Avenue NW
Edmonton, AB, T6B 2X3

1.2 When Is a TIA Required?

Any development needs to have adequate infrastructure to support it, whether utilities or
transportation. As a result, every proposed development requires an assessment of the adequacy
of the site (e.g., compatibility with highway and municipal plans, access location(s), geometry,
capacity, traffic control, etc.) and any necessary improvements to safely accommodate the
proposed development.

In general, there are two levels of assessment that may be required in support of a development:

 Comprehensive Report: used for larger development with significant traffic impacts or at
complex location where the recommended improvements require a detailed analysis.

 Memo Report: may be used for small development with low traffic impacts at simple
location where the recommended improvements can be assessed in a memo format.

Typically, a subdivision, pre-development plan or development that potentially generates high

traffic volume requires a comprehensive TIA. This includes but not limited to area structure plans,
neighbourhood structure plans, change of zoning resulting increase of traffic, increase in density
from previous TIA, special land use scenarios, etc.

If the anticipated traffic impact is low, (e.g., ITE trip rate is used, standard intersection treatment,
no oversized vehicle, no capacity issue, traffic signal not warranted, intersection sight distance is
adequate, no other operational issue), a memo report may be sufficient.

While the following sections of the guidelines provide general requirements for a comprehensive
assessment, the level of analysis required in support of each development proposal may vary.
Depending on the complexity of the site, certain sections may not be applicable, while other
additional analyses may be required.

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Traffic Impact Assessment Guidelines Revised February 2021

1.3 Submission Requirements

A TIA for a complex project should be submitted in two parts. The first submission provides the
concept plan for the proposed development, access location(s), basic assumptions and
methodology. A meeting with TRANS prior to the first submission to determine the acceptability
of the access location(s), assumptions and methodology would be useful and save the proponent
from any unnecessary reworks. After the first part has been reviewed, the second part includes
the detailed analysis, conclusions and recommendations.

As the TIA is often conceptual in nature and relies on many assumptions (e.g., development type,
trip generation, trip distribution, traffic growth rate, development horizons, etc.), its assumptions
may need to be verified from time to time when new/additional information becomes available.
The acceptance of a TIA should not be viewed as final as subsequent updates to the TIA may be
required. The TIA is a technical document that other studies and approvals rely on so it needs to
be as accurate as possible. TRANS reserves the right to require additional information or further
revisions to the TIA if/when necessary.

A TIA outlines engineering judgements and recommendations; therefore, a TIA (including any
interim TIA) must be signed off by a qualified professional transportation engineer, licensed by
APEGA to practice in Alberta. An unsigned TIA is not acceptable and will not be reviewed.

A TIA finalized for acceptance must have a professional engineer’s stamp along with the
company’s Permit to Practice in Alberta.

1.4 Ethics & Objectivity

Although the TIA preparer and reviewer will sometimes have different objectives and
perspectives, all parties involved in the process should adhere to established engineering
practices, and conduct all analyses and reviews objectively and professionally.2

1.5 Information Disclosure

Although the TIA is typically prepared by a consultant for its client, when it is submitted to TRANS
as a technical supporting document for a permit, the TIA is subject to the disclosure and protection
provisions of the Freedom of Information and Protection of Privacy Act (FOIPP Act). The FOIPP
Act allows any person a right of access to records in TRANS’ custody or control, subject to limited
and specific exceptions as set out in the FOIPP Act.

The consultant or its client may identify those parts of any submission to TRANS that the
consultant or its client considers confidential and what harm could reasonably be expected from
disclosure. TRANS does not guarantee that this identification will prevent disclosure if disclosure
is determined to be required under the FOIPP Act.

2
Institute of Transportation Engineers. 2010. Transportation Impact Analyses for Site Development. An ITE
Recommended Practice. Washington, D.C.

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2 Process and Format

2.1 Communication
Land use is under municipal jurisdiction; therefore, all TIA correspondence should involve the
municipality.

2.2 Compatibility with Highway Plans and Municipality Plans

It is crucial that the developer’s plan must be compatible with both municipality plans and highway
plans. As municipality plans and highway plans may be developed independently of one another
and revised from time to time, it is the developer’s responsibility to gather all the relevant and
current information in order to make an informed decision on whether to invest their time and
money into a project.

2.3 Project Scoping

To avoid any unnecessary work, it is recommended that all applicants contact TRANS prior to
beginning of any TIA work to determine the required scope, acceptability of the access location(s),
assumptions, methodology and TRANS’ expectations and requirements. A scoping meeting with
both the municipality and TRANS staff would be helpful to discuss about the proposed
development plan, any future highway and municipal plans, existing and proposed access
locations, access management, setback requirements, expectations, etc. to determine whether a
TIA is required or not, and the scope of the study for the upcoming TIA. The developer and its
consultant should discuss whether TRANS and the municipality are prepared to consider a
change of use of a particular access and/or a new access.

As a TIA is often based on many assumptions (e.g., traffic growth rate, trip generation, trip
distribution/assignment, staging, etc.), to achieve an acceptable TIA while minimizing the number
of revisions, all such assumptions should be agreed to by the reviewing parties before conducting
the TIA. The reviewer may have a certain preference or limitation in regard to analysis tools; that
should be confirmed as well. Refer to Section 4.2 for TRANS’ preferred analysis tools.

2.4 Report Format

The report should be presented in a concise, step-by-step approach, and easy to verify and
understand. Any assumptions must be explained and supported with sufficient evidence. The
suggested study format below will help ensuring consistency among various studies, and help
enhancing the efficiency of the report review process. Detailed format can be found in Section 3.5
of the guideline.

Recommended TIA report format:

1) Executive Summary
2) Introduction and Proposed Development Information
3) Future Highway and Municipal Plans
4) Existing Infrastructure Conditions
5) Background Traffic and Projection
6) Development Traffic

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7) Post Development Traffic

8) Intersection Treatment Warrants
9) Analyses
10) Conclusions and Recommendations (including the proposed intersection plans)
11) Appendices (scoping and supporting documents, calculations, correspondence, etc.)

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3 Report Content

3.1 Executive Summary

The TIA preparer shall include an Executive Summary at the beginning of the TIA report to provide
a short synopsis of the key findings, conclusions and recommendations. At a minimum, it shall
contain following information:
 Location of the study site with respect to the area roadway network
 Description of the proposed development including types, sizes, land uses, construction
phasing, proposed accesses
 Discussion of the principal findings of the analysis including existing traffic conditions,
programmed transportation improvement s, amount of site generated traffic, projected
traffic volumes.
 Summary of study conclusions including future levels of levels of service with and without
proposed development
 Identification of all mitigation measures recommended including a discussion of when to
implement the improvements to achieve the best LOS on highway network.

A TIA summary chart should be included in this section of the TIA. A template can be found in the
Appendix of the Guidelines.

3.2 Introduction and Proposed Development Information

The introduction of background information is to provide an understanding of the proposed
development and its location with respect to the provincial highway system. This portion of the
report should provide the following information:

A) History related to the transportation analysis including the applicant, land owner, type of
application the analysis is supporting, site history including previous applications and
analyses, etc.

B) Overview of the scope of the study including study rational, study goals, scope and
methodology.

C) Proposed Development
1) On site development
i. Name, location with legal land description of the proposed development
ii. Land use, intensity, and size of the development
iii. Access location(s)
iv. Staging plan (expected dates of completion and full occupancy of the ultimate
development and of any interim phases)
v. Previous site history, including previous applications, TIAs, recommendations, etc.

2) Study Area
i. Influence area (typically within 1 km from the first highway access)
ii. Area of significant traffic impact
iii. Adjacent land uses and other developments nearby

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D) Existing Roadway Network

1) Highway number, control section and kilometre
2) Highway service classification
3) Roadside management classification (functional classification)
(https://open.alberta.ca/publications/roadside-management-classification-map)

E) Maps and Plans

1) Site Location Plan
2) Site Plan

TIA should include traffic by other proposed developments (as part of the background traffic). It
is best practice to have a combined TIA for multiple developments within the study area to see
the cumulative effects it will have on the highway.

3.3 Access Management, Highway and Municipal Plans

A TIA is not only an operations assessment, but also a planning exercise. All development plans
need to be compatible with the municipality’s plans and in compliance with TRANS Access
Management Guidelines (Chapter I of Highway Geometric Design Guide) and highway plans.
Understanding the existing and future plans within the study area is essential to evaluating the
impacts of the development site.

The TIA consultant should identify the nature and timing of any planned transportation system
improvements in the approved regional, provincial and area municipal capital programs that are
within the study area, and may affect transportation to/from the proposed development. This
should include any upgrades to the roadway infrastructure that is expected to occur as well as
any changes to the roadway network and any future infrastructure.

The TIA consultant should consult with and refer to any applicable municipal development plans,
municipal transportation master plans, area structure plans, highway planning studies, access
management strategies, other approved TIAs in the area, etc.

The TIA report should provide the reviewer a full understanding of the study area. It should discuss
whether the proposed development is compatible with such municipal and highway plans, and
recognize the potential conflicts, impacts and opportunities for incorporating improvements to
address the impacts as required.

3.4 Existing Infrastructure Conditions

The purpose of this section is to present the existing roadway system in the area servicing the
proposed development. The report should provide a description of the existing transportation
system and its condition within the study area, emphasizing the major travel routes to and from
the site. It is recommended that a site visit/inspection be conducted as part of any TIA. In addition,
TRANS has a number of resources available to assist in the data collection phase of a TIA.
Section 3 of this Guidelines outlines some of these resources.

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The following is a list of information to be included in a TIA:

A) Existing Highway and Road Network Conditions

1) Existing lane configurations
2) Design and posted speed limit of the highway and the intersecting roadway (may need
to contact TRANS to confirm the design speed of the highway)
3) Locations of speed limit changes
4) Pavement width (lane, shoulder, and median width) and lane markings
5) Right-of-way width
6) Horizontal and vertical alignment of highway
7) Vertical grades of the highway
8) Sight distance
9) Longitudinal barrier and end treatments
10) Hazards in the clear zone
11) Existing illumination in vicinity (include type of illumination if applicable)
12) Traffic control type (e.g., two-way or all-way stop control, traffic signals etc.)
13) Traffic operation signage (e.g., no left-turns, no parking, etc.)
14) Existing and planed accesses in vicinity i.e., driveways, frontage roads, private roads
15) Any other modes of transportation (e.g., railway, pedestrians crossing, trail, bicycle
lanes, transit routes and stop, etc.)
16) Any existing operational issues and apparent collision issues

B) Existing Intersection Conditions

1) Intersection treatment type and configuration (it should be detailed, either a plan or a
description with radii, taper lengths & rates, storage lane lengths, etc.)
2) Horizontal and vertical alignment of the local road
3) Vertical grades of local/intersecting road
4) Access spacing from adjacent access locations
5) Intersection sight distance (for all design vehicles)
6) Stopping sight distance (for all design vehicles)
7) Signal timings (if applicable)
8) Other developments using the intersection

3.5 Traffic Conditions

3.5.1 Background Traffic
This section determines the background traffic volumes that will be used in the analysis of the
proposed development. The report should contain information on existing 24-hour traffic volumes
and should also provide the existing peak-hour turning movement volumes for the major
intersections in the study area. The peak hours shall be determined as any timeframe that will
have the greatest impact to the highway system and that will generate the highest volume of traffic
to/from the development on a typical day. Timeframe may vary depending on the type of
development but typically should be morning peak from 6AM to 9AM, afternoon peak from 3PM
to 6PM, weekend peak from 11AM to 2PM. If peak hour in the study area is known to occur at a
different time of day or the proposed development have unusual peaking characteristics, other
peak periods should be specified in addition to typical peak hours so that the worst traffic scenario
can be captured (e.g., restaurants’ peak hour happen around meal time, school peak hour occur
at morning drop off and afternoon departure times).

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The highest traffic volumes for a given maneuver at a major intersection may be higher during a
period that is not peak hour for the development. In this case, volumes not identified as the peak
hours for development generated traffic would dictate storage lengths or lane needs. The TIA
shall still provide an evaluation of the traffic volumes for the intersection’s peak hours to ensure
the improvements are appropriate to handle the system’s traffic. Improvements that meet the
highest traffic volume needs should be proposed.

3.5.1.1 Existing Background Traffic

TRANS has Automated Traffic Recorders (ATR) and turning movement counts data available for
many highways and intersections located throughout Alberta. Traffic count data is published on
department’s website: https://www.alberta.ca/highway-traffic-counts.aspx. The counts include
AADT at points on the highway and on highway links, raw turning movement count data, and
hourly volumes on highway points. The TIA consultant should use the traffic data sources above
as the primary basis of existing traffic volumes and shall only conduct new traffic counts when
valid traffic data does not already exist. The TIA shall document the data sources and independent
data collection methods. The manual traffic count must be a minimum 12-hour count (as
indicated in Highway Geometric Design Guide, section A4.4) on a typical day, broken into 15-
minute intervals, in order to capture sufficient traffic data to determine the AM peak, PM peak,
and noon peak.

The objective of the traffic count is to capture the “true demand” of all turning movements for all
vehicle classifications, so any congestions and queuing should be estimated and recorded. When
measured in the field, the demand flow rate is based on traffic count taken upstream of the queue
associated with the subject intersection. This distinction is important for counts during congested
periods because the count of vehicles departing from a congested approach will produce a
demand flow rate estimate that is lower than the true demand. The traffic count should be taken
at times when traffic represents a typical day, not on or near holidays or special events, during
times of detours, accidents, or inclement weather that could affect traffic volumes. TRANS
typically uses Annual Average Daily Traffic (AADT) and 100th highest AM and PM peak for traffic
projection and detailed intersection geometric design. In some instances, depending on the nature
of the development (e.g., seasonal), it may be appropriate to use the Annual Summer Daily Traffic
(ASDT) in lieu of AADT. The raw manual traffic count data must be factored to the 100th highest
AM and PM peak hour traffic to be used in further analysis. For more information about 100th
highest hour factoring method, refer to Section A4 of TRANS’ Highway Geometric Design Guide.

For traffic signal warrant analysis described in Section 4.3, the raw manual traffic count must be
factored to represent the typical day volume before entering into the signal warrant worksheet.
Factoring method is listed below:

 Scenario 1: The traffic count was collected on a day in the past.

AADT in the count year

𝐹𝑎𝑐𝑡𝑜𝑟
ATR 24hr daily volume on count day

𝐹𝑎𝑐𝑡𝑜𝑟𝑒𝑑 𝑐𝑜𝑢𝑛𝑡 𝑓𝑜𝑟 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 𝑦𝑒𝑎𝑟 ℎ𝑜𝑟𝑖𝑧𝑜𝑛

Raw traffic count Factor 1 growth rate% number of years

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 Scenario 2: The traffic count is collected in the current year (where ATR 24 hr count and
AADT for the current year are not available).

AADT in last year

𝐹𝑎𝑐𝑡𝑜𝑟
ATR 24hr daily volume on count date in last year

𝐹𝑎𝑐𝑡𝑜𝑟𝑒𝑑 𝑐𝑜𝑢𝑛𝑡 𝑓𝑜𝑟 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 𝑦𝑒𝑎𝑟 ℎ𝑜𝑟𝑖𝑧𝑜𝑛 Raw traffic count Factor

When pedestrian demand is present at the studied intersection or where pedestrian traffic
accommodation is anticipated, pedestrian counts should also be collected.

3.5.1.2 Projected Background Traffic

The long-term traffic growth on Alberta highways follows more of a linear growth pattern as
opposed to exponential or compound growth. As a result, TRANS calculates traffic growth rate
as a non-compounded average annual growth rate expressed as a percentage of the current
(or most recent) traffic volume count. Consultants should estimate traffic growth rate (either by 2-
point method or linear regression method) from the historical traffic count data available on
TRANS’ website or from traffic projection models (if available). The consultant should make the
choice of method with the goal of selecting a reasonable growth rate that has a low probability of
underestimating future traffic volumes. Traffic growth projects are performed using the following
formula:
%
𝑇𝑉 𝑇𝑉 1 𝑛
100
𝑇𝑉 𝑡𝑟𝑎𝑓𝑓𝑖𝑐 𝑣𝑜𝑙𝑢𝑚𝑒
𝑛 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑦𝑒𝑎𝑟𝑠

As traffic growth rate is dynamic, different growth rates may be used for different development
horizons in order to simulate the traffic growth trend. However, justification must be provided.
Refer to Section A.4.3 of the Highway Geometric Design Guide for 2-point method calculation.

Although traffic growth rate varies for every section of highway, the average annual non-
compounded growth rate on the provincial highway network is about 1.5 to 2.0% from year to
year. If there are not sufficient traffic count data to determine the traffic growth rate or historical
traffic indicates negative or low growth, for the purpose of the TIA, an average annual non-
compounded growth rate of 2% should be used as a lower limit for provincial highways.

Traffic projections must be prepared for the build year or such other years as may be appropriate
due to development staging. The background traffic should be projected to the minimum 20-year
horizon (from commencement day), as this represents the average life of most pavement
structures. For complex projects, a longer horizon may be required. These traffic projections
should be based upon the established annual traffic growth rate for the study area.

For projects within major urban centers, use of a background growth rate may not be appropriate.
In these cases, TRANS should be contacted to obtain relevant outputs from the TRANS’ EMME
macroscopic travel demand models (Calgary, Edmonton, Fort McMurray etc.).

3.5.2 Traffic Generated by Other Developments

Traffic projections generated by other nearby proposed/planned developments should be taken
into account. The proponent should contact the municipality for future land use information. When

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multiple developers are advancing development proposals that affect the same study area, a joint
TIA should be coordinated to review cumulative impact.

3.5.3 Site Generated Traffic

To determine the impact of the proposed development it is necessary to estimate the trip
generation of the development and identify how to distribute the generated traffic to the area
roadway network. The four steps transportation model should be followed:

1. Trip generation
2. Trip distribution
3. Mode split
4. Trip assignment

The TIA consultant must estimate the trip generation, distribution, mode split and assignment
associated with the proposed developments for the commencement day, full build out year, and
each horizon year included in the analysis. Rationale for the selection of design/phasing horizons
should be provided. For complex projects, a longer projection horizon may be required. For each
projection year, a table and/or turning movement diagram should be included illustrating the
estimated development traffic by turning movement.

TRANS typically uses trip generation rates from the Institute of Transportation Engineers’ (ITE)
“Trip Generation Manual”. The ITE Trip Generation Handbook provides detailed explanations of
the data, cautions in its use and a methodology for collecting additional data. These procedures
must be followed for all designs carried out for developments accessing provincial highways.

The TIA should present the trip generation information in an organized manner. Information such
as land use and size, ITE code, daily and peak hour trip rates, number of vehicle trips generated
should be identified and presented in tabulated form as suggested in Table 1 below.

Table 1 Sample Table for ITE Trip Generation Rates and Trips

Description Units Expected ITE Vehicle Trip Total Generated Trips

& Units Generation Rates
ITE Code
AM Peak PM Peak AM Peak PM Peak
In Out In Out In Out In Out

Total

Where a proposed development includes land uses that are not documented in the ITE
handbooks, the designer must either:

 Collect data and develop a proposed rate for the particular land use. In this case, TRANS
must be consulted to determine the applicability of conducting a rate survey for the specific
site and the data must be collected according to ITE guidelines. The data must be
statistically sound, be based on appropriately related land uses and the process must be
fully documented. Refer to Chapter 5 of the ITE’s Transportation Impact Analyses for Site
Development for guidelines on conducting a trip generation study. Or

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 Provide an analysis justifying the proposed trip generation rate. The analysis must be
technically sound, and reflect an appropriate range of variables and their potential range
of values.

As a TIA is based on many assumptions, the suggested rates should be conservative with the
intent being to ensure that the recommended improvements, which are based on the traffic
projections, will likely continue to operate well on the 20-year horizon.

Many land uses not only generate vehicle trips that are all new to the roadway system, but also
trips diverted from vehicle trips already passing by on the adjacent or nearby roads. After an
estimate of the total traffic into and out of the site has been made, traffic including diverted linked
trips, pass-by trips and excluding internal capture trips must be distributed and assigned to the
roadway system and to the access points.

Pass-by trips is the portion of the development generated trips taken from the background
through traffic, and it is unlikely for a site’s pass-by traffic to represent the majority adjacent
roadway traffic. For commercial/retail developments, pass-by trips need to be presented as trips
attracted from traffic passing the site on an adjacent roadway. Pass-by trips drawn from the
background traffic (but cannot exceed the background through traffic) must be included in the
turning movements on the site. Refer to ITE Trip Generation Handbook for Pass-by trip rates.

Linked trips are trips with one common point of origin and multiple destinations points. It can
occur between different land uses along the travel route or between different land uses within the
same development. When trips between multiple land uses make use of the adjacent roadway
network, there may be an increase in the number of trips entering and exiting a specific driveway
as one driveway may serve two or more separate trips. When trips occur between multiple land
uses within the same multiuse development without use of the adjacent roadway network (also
know as internally captured trips), there is typically a reduction in the amount of traffic the new
development will add to the adjacent roadway. In a case when ITE land use of shopping centers
and hotel are chosen, internal capture rates are not applicable, as the ITE trip rates for such land
use already reflect the nature of the development.

Trip distribution can be estimated by using methods such as analogy method, gravity model
method, surrogate data method, origin-destination method etc. More details on these methods
can be found in ITE Transportation Impact Analysis for Site Development. This information should
be presented on a map showing the directional distribution of development traffic as percentages
for each direction of travel. The TIA consultant must document the trip distribution methodology
and the source within the report. The analyst should estimate the directional distribution for each
land use component of the proposed project and for each horizon year included in the analysis.
In some cases, inbound and outbound trips may have different distributions depending upon
applicable operating conditions (e.g., one-way streets, medians etc.). Any differences should be
explained in the TIA report. Traffic distributions as percentages for each direction of travel should
be displayed on a map.

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Mode Split may need to be considered when a development involves other modes of travel. The
ITE Trip Generation Manual primarily uses data collected representing mostly auto usage. The
report must document any availability of transit service and pedestrian/bike facilities and must
summarize data supporting such travel behaviors and mode split assumptions. ITE Trip
Generation Handbook provides guidance on how to analyze trips in units of person trips or vehicle
trips.

Trip assignment involves assigning the projected development traffic to specific access points
and travel routes along the roadway network. The trip assignment process establishes the turning
and through movements at each access point, intersection, and roadway segment within the study
area. The projected development’s peak hour and daily development traffic should be assigned
to specific access points and travel routes along the roadway network by multiplying the projected
traffic volumes with the percentage of traffic arriving/departing via a particular route after
accounting for any applicable trip reduction. A TIA may use different traffic assignment for different
development horizons when there is a significant traffic growth expected between horizon years,
or when there is a notable change in travel patterns between horizon years due to development
phasing or infrastructure improvements. This information should be supplied in graphical and/or
tabular format, and included in the development traffic section.

Documentation and rationale showing the breakdown of trips (e.g., pass-by trips, and internal
trips) must be provided in the TIA report. ITE rates for these trips should be utilized in the analysis
unless data is insufficient in which case a rationale for an alternate rate must be presented.
Directional and intersection traffic splits including these trips must be presented in the
development traffic intersection turning movement diagrams in the TIA report.

3.5.4 Combined Traffic

Once the development traffic has been identified, the projected background traffic, other
developments traffic and site generated traffic should be combined for the determined peak
periods, and the combined traffic should be projected to at least the 10-year and 20-year horizons
from the commencement day of each development stage. This information should be supplied in
graphical and/or tabular format. Heavy vehicle traffic percentage from background and
development traffic should both be taken into consideration when calculating the heavy vehicle
traffic percentage in the combined traffic.

The peak hour traffic analysis periods must be identified for the proposed development, the
highway, and the resultant peak-hour condition to show the combination of site-generated traffic
and background traffic, which causes the critical peak period(s). The peak hour will generally
correlate to the AM and PM weekday peak periods on the highway. In some cases, depending on
development characteristics, analysis of other peak periods such as Saturday afternoon or
evening may be necessary.

In some instances, development traffic may occur outside of highway peak hours. Peak periods
must be determined as any timeframe that will have the greatest impact to the highway system.
Timeframe may vary depending on the type of development. If peak hour in the study area is
known to occur at a different time of day or have unusual peaking characteristics, other peak
periods should be specified in addition to typical peak hours. Traffic volumes during different peak
periods should be compared to identify the worst-case scenario.

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The TIA consultant should analyze the worst-case combinations for each intersection or turning
movement. If a specific turning movement has a peak time that differs from the others, both cases
must be evaluated to determine which will give the lowest level of service or longest queue.

If the proposed development involves heavy truck traffic, the heavy truck traffic volumes in each
turning movement should be taken into account in the intersection treatment analysis.

3.5.5 Suggested Traffic Layout

Arranging traffic projections in chronological order and presenting them in tables similar to Table
2 below and turning movement diagrams in a clear and concise manner will assist the department
in the review process. Depending on the complexity of the study, more or fewer traffic projections
may be required. If the development is being completed in phases, treat each phase as an
independent development and project future traffic as if the next phase will not occur.

A) Existing/Background Traffic
1) AADT, AM Peak and PM Peak

B) Commencement Day (separate by phases)

1) Projected Background Traffic
i) AADT, AM Peak and PM Peak
2) Other Development Traffic
i) AADT, AM Peak and PM Peak
3) Anticipated Site Traffic
i) AADT, AM Peak and PM Peak
 Site Generated Trips
 Pass-by &/or Internal Trips
 Total Trips
4) Combined (Background + Other + Site) Traffic
i) AADT, AM Peak and PM Peak

C) 10-Year Horizon (one for every phase of development)

1) Projected Background Traffic
i) AADT, AM Peak and PM Peak
2) Other Development Traffic
i) AADT, AM Peak and PM Peak
3) Anticipated Site Traffic
i) AADT, AM Peak and PM Peak
 Site Generated Trips
 Pass-by &/or Internal Trips
 Total Trips
4) Combined (Background + Other + Site) Traffic
i) AADT, AM Peak and PM Peak

D) 20-Year Horizon (one for every phase of development)

1) Projected Background Traffic
i) AADT, AM Peak and PM Peak
2) Other Development Traffic
i) AADT, AM Peak and PM Peak

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3) Anticipated Site Traffic

i) AADT, AM Peak and PM Peak
 Site Generated Trips
 Pass-by &/or Internal Trips
 Total Trips
4) Combined (Background + Other + Site) Traffic
i) AADT, AM Peak and PM Peak

Table 2 Sample Table for Traffic Calculation

EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
AADT
AM
PM

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4 Analyses

4.1 Intersection Treatment Warrants

In general, intersection treatment warrants should follow the current TRANS “Highway Geometric
Design Guide” (HGDG) and any related Design Bulletins. The intersection treatment warrant
system has been prepared to assist designers in choosing the appropriate intersection treatment
based on the main and intersecting road volumes. However, designers still need to carefully
review each proposed intersection to ensure all potential problems are addressed.

Both intersection treatment warrants based on annual average daily traffic volume (HGDG, Figure
D-7.4) and Left Turn Warrants based on hourly traffic volume (HGDG, Figure D-7.6 and D8.6C)
should be used to determine the initial intersection treatment type. A spreadsheet for interpolation
of the Harmelink curves used in Figure D-7.6. of the HGDG is available from the department’s
website (https://open.alberta.ca/publications/traffic-impact-assessment-guideline).

Right turn warrant information for undivided highway and divided highway can be found in Section
D7.7 and D8.7 of the HGDG respectively. Subsequent analyses, such as Channelization Warrant,
turn bay storage lengths, design vehicle turning template, etc. are required to further define the
required intersection treatment.

When highest traffic volumes for a given maneuver may be higher during non peak hour, highest
volumes outside of the peak hour would dictate storage lengths or lane needs. Both peak hour
and non peak hour cases need to be evaluated.

In order to determine the appropriate turning bay storage lengths, percentage of Heavy Vehicle
Traffic (T) volume should be calculated. “T” is defined as the total number of tractor trailer-
combinations and single unit trucks plus half of the recreational vehicles and half of the buses.

T = TRTL + SU + 1/2 (RV + BUS) (as per Section B.5.3.1 of the HGDG)

In urban settings, intersection treatments could follow the Highway Geometric Design Guide
Urban Supplement (Design Bulletin 17), TAC’s Geometric Design Guide for Canadian Roads,
and through discussion with TRANS.

4.1.1 Intersection Treatment for Over Dimensional Vehicles

It is important to note that intersection treatment for log haul trucks is very different from the typical
intersection treatment shown in Figure D-7.5 of the HGDG. If the intersection is to accommodate
log haul trucks, the intersection treatment must be analyzed in accordance with Section D.5.3 of
the HGDG. When over dimensional loads are involved, designers should take into consideration
some of the guidelines in Design Bulletin 68 where intersection adjustment such as semi-
mountable curbs, location/offsetting of road appurtenances, clearance heights, etc. may be
required.

4.2 Capacity Analysis

The TIA consultant shall conduct analysis of traffic volumes, facility capacity, and Level of Service
for each intersection in the immediate area of the development within the study area. Capacity

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analysis must be undertaken for all traffic scenarios as appropriate (such as signalized and
unsignalized intersection, roundabouts, weaving, merging, diverging, queueing analysis,
intersection traffic controls, etc.) as per the Transportation Research Board’s “Highway Capacity
Manual” (HCM). TRANS accepts calculations performed using computer software based on the
HCM, with the preference of Trafficware’s Synchro/SimTraffic for simple intersections, SIDRA for
roundabouts, HCS for basic sections and freeways, and VISSIM for complex network of
intersections. Analysis parameters should be representative of the site condition (e.g., geometric
values, PHF, truck percentage, etc.) Any assumptions should be noted and discussed in the
report. Capacity worksheets as well as software outputs must be provided as an appendix to the
TIA.

Both intersection treatment warrant and capacity analysis for existing condition and future
conditions need to be performed and satisfied. In cases where the proposed development utilizes
an existing intersection, it is necessary to first understand how the existing highway and/or
intersection would operate without the development. The TIA should include intersection
treatment warrant and capacity analysis for the existing intersections, for the commencement day,
10-year and the 20-year horizon (without development traffic).

Impacts should also be evaluated with the combined traffic (background + development) for the
commencement day, 10-year and 20-year horizon for each development stage, as the next
stages(s) may not go ahead. When improvements are required at certain horizon years, it is
required that the TIA consultant determines the year that the improvements are triggered. This
can be achieved through interpolation.

Refer to Section A.6.1 of the HGDG for Level of Service (LOS) targets for highway movements
(https://www.alberta.ca/highway-geometric-design-guide-table-of-contents.aspx).

The TIA report should summarize capacity analysis results with (but not limited to) the following
information for each analysis scenario:

1. Level of service (LOS) by turning movement for each intersection;

2. V/C ratio
3. Delay per movement (seconds); and
4. Queue length (in metres).

TIA must evaluate queue lengths for left and right turn lanes to ensure that queues do not overflow
into adjacent through lanes, as well as for through lanes to confirm if the queue will obstruct turn
lane entrance or extend back to upstream intersection. All intersection capacity analysis outputs
including but not limited to Synchro file, traffic signal warrant sheet, left turn and right turn warrant
sheet etc., should be included in the appendix of the TIA report. It also would be beneficial to
submit to TRANS upon request with the digital capacity analysis files for review, especially with
complex TIAs.

Consider analysis of pedestrian, bicycle, and transit facilities when such services are present or
planned for the area, especially if the proposed development will generate bicycle, pedestrian, or
transit trips.

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4.3 Traffic Control Needs

The TIA should identify, discuss, and describe the need for the recommended traffic control
treatments as they relate to the proposed development. This includes identifying the appropriate
type and location of the required traffic control (e.g., stop control, traffic signal control) and
recommended intersection/interchange type (e.g., roundabout, diamond interchange, other
alternative treatment types, etc.). The TIA preparer should consult with TRANS when considering
traffic control and intersection type.

TRANS utilizes TAC’s “Traffic Signal and Pedestrian Signal Head Warrant Handbook” when
determining the warrants for signalized intersections. TRANS follows the 100-point system where
collision risk is inherently considered within the Canadian Traffic Signal Warrant Matrix Procedure.

In the traffic signal warrant sheet, the peak hour traffic count table should be filled with the highest
6 hours factored to a typical day traffic count, 3 hours in the morning and 3 hours in the afternoon.
The hours do not need to be consecutive. Factoring method is outlined in section 3.5.1.

Traffic signals and speed limit reductions are generally not supported on the provincial highway
system in rural areas. Traffic signals are considered an absolute last resort for improving an at-
grade intersection. The analysis should consider all other possible alternatives prior to
recommending signals and/or speed limit reductions. As per TRANS’ Design Bulletin #68
(https://www.alberta.ca/road-geometric-design-design-bulletins.aspx), the TIA consultant should
consider all other possible alternatives, including roundabout, prior to recommending signals. If
signals are recommended, supporting documentation will be required to demonstrate that all other
options have been thoroughly investigated.

In some cases (such as in urban and semi-urban centres) signals may already exist at an
intersection. Analysis should be conducted to ensure that the current signal timings and phases
are appropriate. If not, new signal timings, turning phases and geometric improvements should
be recommended. In cases where multiple signalized intersections are in close proximity of one
another (e.g., less than 800m apart), the TIA consultant must consider the impacts of the
development on the nearby signals.

In situations where adjacent roadway involves a corridor, or two or more signalized intersections
are closely spaced, traffic signal coordination and corridor analysis are required. All warrant
calculations and analysis worksheets should be included in the appendix of the TIA.

4.4 Traffic Safety

Safety of all road users (including vulnerable road users where applicable) must be taken into
consideration during the preparation of the TIA. The report should identify and make
recommendations regarding any geometric and operational issues that may impact safety, as well
as any apparent collision issues. When there is significant concern over the development’s effect
on road safety, a more detailed traffic safety analysis e.g., a stand-alone In-Service-Review may
be required.

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4.5 Illumination Warrant Analysis

Lighting warrants for rural and semi-urban intersections must be determined based on TAC’s
“Illumination of Isolated Rural Intersections” and “Guide for the Design of Roadway Lighting”.
Lighting warrants does not indicate an absolute requirement but rather a trigger for consideration.
Recommended illumination type should be stated in the report. For further details, refer to the
department’s Design Bulletin #35 – New Guidelines for Design of Roadway Lighting
(https://www.transportation.alberta.ca/Content/docType233/Production/DB35.pdf).

In some cases, illumination may exist a couple of intersections over. If illumination is required at
the studied intersection, infill lighting would be required between illuminated intersections.

All warrant calculations and analysis worksheets should be included in the appendix of the TIA.

4.6 Pedestrian Warrant Analysis

Pedestrian movement accommodation is an important issue for TRANS in the urban and semi-
urban areas. Depending on the type of development, and its interaction with the surrounding
community, pedestrian movements can become a significant issue. Consequently, improvements
to pedestrian facilities may be required. On the other hand, at isolated rural developments,
pedestrian movements are not likely an issue. If applicable, the TIA consultant should conduct
pedestrian warrant analysis as per TAC’s Pedestrian Crossing Control Guide. All warrant
calculations and analysis worksheets should be included in the appendix of the TIA.

4.7 Design Vehicle Accommodation

An assessment of design vehicle requirements is a critical phase of the TIA and must not be
overlooked. As part of the intersection improvement analysis, it is necessary to ensure that the
design vehicle is capable of safely manoeuvring the intersection without interfering with other
traffic movements. All standard intersection treatment types (with the exception of Type I) are
designed to accommodate both WB-21 and WB-23 design vehicles. Larger design vehicles on
High Load Corridor, Long Combination Vehicle routes and log haul trucks need to be considered
at the proposed intersection if applicable. HGDG section D-5 has more information on the design
vehicle accommodation requirements. When Figure D5i Turning Templates are used, the
intersection should be designed to accommodate the medium turning radius of the design vehicle.

Intersection and design vehicle’s turning plans should be provided to demonstrate that the design
vehicle for the existing and proposed developments using the intersection can safely manoeuvre
through the intersection and on the development site with appropriate turning room. The design
must also accommodate the storage (for left turns off main road or while waiting on the
intersecting road) and refuge requirements (particularly for the space between the lanes on a
divided highway).

Intersection sight distance and sight triangles should be reviewed for all vehicles that will be using
the study intersection.

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4.8 Access Management and Rights-of-Way

TIA report must address improvements to the highway involving removal, relocation or alternation
of existing accesses to maintain minimum spacing and ensure highway safety under post-
development conditions.

If the location of the existing/proposed intersection is a concern (e.g., insufficient intersection sight
distances, intersection on grade/curve, insufficient access spacing, proximity to adjacent
intersections and accesses, etc.), the TIA consultant should evaluate access/corridor operations
analyses (e.g., weaving analysis) and provide options, such as alternate access, consolidation or
relocation of the proposed access, etc., and discuss with TRANS prior to further analyses.

A planning-level intersection layout, indicating the required right-of-way for the proposed
development access is required.

4.9 Other Considerations

Other considerations may include impacts on noise and other modes of transportation. Traffic
noise assessment and mitigation by the development may be required.

For project involving grade widening, it is necessary to ensure the base and pavement structure
can accommodate two future Asphalt Concrete Pavement (ACP) overlays. Refer to Developer
Surface Design Checklist in the Appendix for further details.

If a railway is present near or at the studied intersection, railway traffic data must also be obtained.
Consideration of rail warning/signage/barrier requirements and potential delays due to the train’s
presence will be required. Refer to Transport Canada’s “Grade Crossings Standards” for further
details.

Any proposed improvement that does not meet TRANS standards should refer to TRANS Design
Exceptions Guideline. It is the TIA consultant’s responsibilities to clearly document any items that
deviate from the current TRANS standards and provide rationale for the recommended mitigation
strategies.

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5 Conclusion & Recommendations

The TIA should summarize the findings of the various analyses conducted, including potential
issues, and clearly outline the recommendations regarding:

 Required geometric improvements;

 Signalization, roundabout or other control types;
 Operational and safety issues
 Pedestrian mitigation;
 Illumination;
 Right-of-way requirements;
 Access management

Although the TIA is typically conceptual design, it often leads to detailed design which relies on
the TIA analyses. As a result, the TIA recommendation should have sufficient details of what the
conceptual intersection configuration will look like (e.g., turning bay lengths). A concept plan
illustrating the recommended horizontal intersection layout should be provided. For simple
intersections, it may be possible to utilize a typical intersection plan from TRANS’ HGDG.
Complex and non-standard intersections require the completion of an intersection plan.

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6 Available Resources
TRANS has numerous resources available to assist the engineering consultant in the completion
of a TIA. All inquiries should be directed to the Development and Planning Technologist in the
appropriate TRANS district office. Below is a list of the types of information available from the
department.

 Traffic Volume Data on Google Maps – This information is available at the department
website showing all the Automated Traffic Recorder (ATR) locations, Manual Turning
Movement Counts (up to the past 10 years) at various highway intersections and current
AADT of each highway section throughout Alberta. Manual counts at an intersection are
not conducted every year, and may be interpolated information.
(http://www.transportation.alberta.ca/mapping/)

 Traffic Volumes at Points on the Highway – Available online, the department maintains
the AADT records (since 1962) at points along the provincial highway system. This
information is published every year. Traffic volumes expressed as Average Annual Daily
Traffic (AADT) or Average Summer Daily Traffic (ASDT) are estimated from data collected
for TRANS by its contractors. (https://open.alberta.ca/opendata/traffic-volumes-at-points-
on-the-highway)

 Traffic data was collected from 374 permanent (ATR) sites on highways throughout the
province, as well as turning movement counts at 538 intersections. Combined with
historical turning movement counts at intersections, traffic volumes for 6,576 points are
determined.

 ATR Monthly Volume Report presents the Monthly Average Daily Traffic (MADT) volumes
recorded at TRANS’ 374 permanent ATR sites. The report also presents the 30th highest
hourly traffic volume, 100th highest hourly traffic volume and 90th percentile hourly traffic
volume.

 Traffic Volumes on Links in the Highway Network – These reports present statistical
information on traffic volumes, vehicle classification and travel on Alberta's Highway
Network. These statistics are given as weighted averages over entire highways, control
sections and traffic control sections. These statistics are estimated from data collected for
TRANS by its contractors. (https://open.alberta.ca/opendata/traffic-volumes-on-links-in-
the-highway-network)

 Traffic model outputs from the department’s EMME travel models (for projects in the
Calgary, Edmonton, and Fort McMurray areas)

 Existing Intersection Plans – By contacting the department, some horizontal intersection

layouts are available in either hard copy or digital format.

 Typical Intersection Layouts – Typical intersection layouts are outlined in TRANS’

“Highway Geometric Design Guide”.

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 Speed Limit Zones on the Highway – The department maintains a database of the speed
limits along the provincial highway system. If the location of interest is located inside a
city, contact the local municipality.

 Traffic Collision Statistics - TRANS collects and publishes collision, vehicle registration
and licensed driver statistics, which are available through the department’s website.
Collision statistics provide an overview of the "who", "what", "when", "where", "why" and
"how" of traffic collisions that occurred in Alberta on a yearly basis. If interested in a
specific intersection or portion of highway, contact the department for further details.

 Horizontal/Vertical Alignment of Highways – TRANS maintains database consisting of

both hard copy and digital copies of various highway horizontal and vertical alignments.
Contact the department to determine if the highway in question has this information
available.

 Video Logs – TRANS maintains a digital video log of all provincial highways.

Other resources that may prove useful in the completion of TIA are:

 “Highway Capacity Manual”, Transportation Research Board

 “Trip Generation Manual”, Institute of Transportation Engineers
 “Trip Generation Handbook”, Institute of Transportation Engineers
 “Transportation Impact Analyses for Site Development”, Institute of Transportation
Engineers
 “Highway Geometric Design Guide” and Design Bulletins, Alberta Transportation
 “Roadside Design Guide”, Alberta Transportation
 “Benefit Cost Model and User Guide”, Alberta Transportation
 “Geometric Design Guide for Canadian Roads”, Transportation Association of Canada
 “Traffic Signal and Pedestrian Signal Head Warrant Handbook”, Transportation
Association of Canada
 “Pedestrian Crossing Control Guide”, Transportation Association of Canada
 “Highway Lighting Guide”, Alberta Transportation
 “Highway Pavement Marking Guide”, Alberta Transportation
 “Illumination of Isolated Rural Intersections”, Transportation Association of Canada
 “Grade Crossings Standards”, Transport Canada
 “Guide for Design of Roadway Lighting”, Transportation Association of Canada

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APPENDIX A

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 TIA Summary Chart

Date Consultant
Project

Site Information
Development Type
Highway No. Control Section
Legal Land Description
Posted Speed Design Speed
Design Vehicle (include turning
templates in appendix)
Sight Distance Available Min. Requirement
Lane Configuration
Existing Right of Way Width

Warrants
Improvement Required
Existing Interim Ultimate
Year
Left Turn Lane
Right Turn Lane
Signal/Roundabout
Illumination (please specify)
Pedestrian

Intersection Treatment
Existing Proposed
Intersection Treatment Type
Additional Modifications
Design Constraints

Additional Comments

Disclaimer: Please note this chart does not summarize all of the guideline requirements and does not
mean the categories not listed here can be excluded from the TIA
 Alberta Transportation
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APPENDIX C

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 TRAFFIC IMPACT ASSESSMENT CHECKLIST

1st SUBMISSION EXISTING INFRASTRUCTURE CONDITIONS

a) Concept plan for proposed development a) Existing highway conditions
 Land use, staging plan, access locations,  Lane configuration, markings, pavement
etc. width
b) Other basic assumptions and methodology  Horizontal and vertical alignment, grades
 Trip generation rate, distribution, etc.  Speed limits
 Methodology  Sight distance
 Longitudinal barrier and end treatments
2nd SUBMISSION  Hazards in the clear zone
 Right-of-way width
 Reviewed and signed by professional
 Existing and planned accesses in vicinity
engineer
 Existing illumination in vicinity
 TIA summary sheet
 Traffic operation signage (e.g., No
Left-Turns, etc.)
BACKGROUND INFORMATION
 Any other modes of transportation
a) Information related to the study
 Any existing issues (e.g., operational,
b) Study scope, goal, methodology
collision)
c) Proposed development
b) Existing Intersection conditions
 On site development
 Intersection treatment type and configuration
Land use, intensity, size, access locations,
 Horizontal and vertical alignment of the local
etc.
road
 Study area
 Vertical grades of local/Intersection
Area of significant traffic impact
Roadway
Adjacent land uses and other developments
 Access spacing from adjacent access
d) Existing roadway network
locations
 Highway number, control section, and
 Intersection sight distance (for all design
kilometer
vehicles)
 Highway service classification
 Traffic control type (e.g., Stop signs, signals,
 Roadside management classification
etc.)
e) Maps and plans
 Existing signal timings (if applicable)
 Key map
 Major development currently using
 Site plan
intersection
FUTURE HIGHWAYS AND MUNICIPALITY PLANS
TRAFFIC CONDITIONS
 AT’s highway plan and municipality’s plan
a) Existing Background Traffic
(e.g. ASP, MDP)
 Turning movement counts - AADT, AM, PM
 Planed transportation system improvements
peaks, other periods (noon, weekend, etc.)
 Confirm compatibility
 Vehicle composition (% vehicle type) on
highway and at intersections
ACCESS MANAGEMENT
b) Projected Background Traffic
 Compliance with Access Management
 Annual traffic growth rate
Guidelines (HGDG Chapter I)
 Projected AADT, AM Peak, PM Peak, other
periods

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 c) Traffic Generated by Other Developments h) Access Management and Rights-of-Way
 AADT, AM Peak, PM Peak, other periods 
d) Site Generated Traffic  Recommended mitigation
 Site generated trips, trip assignment i) Other Considerations
 Vehicle composition (% vehicle type)  Noise
 Pass-by &/or Internal Trips  Asphalt concrete pavement overlays
 Total Trips  Railway
e) Combined (Background + Other + Site)  Design exception
Traffic
 AADT, AM Peak, PM Peak and other CONCLUSION & RECOMMENDATION
periods Summarize findings including issues regarding:
 Vehicle composition (% vehicle type)  Required Intersection Improvements
f) Staging Years  Signalization, roundabout or other control
 Repeat step b to e for 10-year, 20-year types
horizon or more for each stage  Pedestrian mitigation
 Illumination
ANALYSIS  Right-of-way requirements
a) Intersection Treatment Warrants (include  Access management
trigger year)
 Analysis based on AADT (HGDG Fig. D.7-4)
 Left-turn warrant analysis
 Right-turn warrant analysis
 Turn bay storage lengths
 Intersection treatments for specialized
vehicles
b) Capacity Analysis
 Delay per movement (seconds)
 Level of service (LOS)
 V/C ratio
 Queue length
c) Traffic Control Needs (include trigger year)
 Signalization warrant analysis
 Timing optimization for existing signals
 Alternative Intersection analysis
 Recommended mitigation
d) Traffic Safety
 Recommended mitigation
e) Illumination (include trigger year)
 Illumination warrant analysis
 Recommended mitigation
f) Pedestrian Movements (If Applicable)
 Pedestrian warrant analysis (include trigger
year)
 Recommended mitigation
g) Operational Analysis
 Design vehicle turning movement templates
 Recommended mitigation

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APPENDIX B

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 DEVELOPER CHECKLIST – SURFACING DESIGN

 Pavement Design
A pavement design and recommended pavement structure should be provided based on appropriate
truck traffic inputs and estimated subgrade strength and in accordance with the department’s pavement
design manual https://open.alberta.ca/publications/pavement‐design‐manual‐edition‐1 and relevant
design bulletins (13, 15 and 77) https://www.alberta.ca/design‐bulletins.aspx . A 20 year design life is
typical although a longer life (e.g. 50 years) design life is typically required where there is constraining
infrastructure (e.g. curb and gutter).

 Truck Traffic
Truck traffic is a critical input into the pavement design but is not typically provided in Traffic Impact
Assessments. Truck traffic over the pavement design life should be provided by the developer. For
pavement design purposes, truck traffic needs to be converted into equivalent single axle loads (ESAL).
Guidance on how to convert truck traffic into ESAL is provided in chapter 5 of the department’s pavement
design manual. Non‐standard ESAL loads should be considered where the development is expected to
generate heavy truck loads (e.g. logging trucks, oil field development, etc.). Other sources of truck traffic
information may include department historical ESAL data and turning movement diagrams
https://open.alberta.ca/publications/alberta‐highway‐historical‐esal‐report;
http://www.transportation.alberta.ca/mapping/

The pavement design must be reviewed and approved by the department prior to the granting of a
development permit.

 Lateral Drainage
The proposed pavement structure must be greater than or equal to the existing roadway structure, to
maintain lateral drainage of the existing pavement structure. Existing pavement structure information
can be obtained from department as‐built cross‐sections (do not use the Pavement Management
Summary report). To request existing cross‐section data, please contact Stephen Kwan at 780‐415‐1007
or [email protected] or [email protected]

At the time of construction, if the existing pavement structure is found to be deeper than the new
pavement structure being provided, the thickness of the new granular base course (GBC) must be
increased to maintain lateral drainage (i.e. bottom of new GBC must match or be deeper than bottom of
existing GBC).

 Lane Widths
Lane widths for intersection treatments should be in accordance with the relevant intersection treatment
drawing and the future design designation of the highway. Intersection treatment drawings are located
at https://www.alberta.ca/cb‐6‐highway‐standard‐plates‐active.aspx

 Shoulder Widths
Minimum shoulder widths are provided in Table C.3 of the department’s Highway Geometric Design Guide
https://www.alberta.ca/highway‐geometric‐design‐guide‐table‐of‐contents.aspx or in the applicable

Surface Engineering Section Draft Date: June 27, 2015

Classification: Public
 DEVELOPER CHECKLIST – SURFACING DESIGN
intersection treatment drawing. Department standard practice is to provide sufficient shoulder width for
two future 80 mm overlays and therefore the minimum widths must be increased to accommodate this.
The future design designation of the highway also needs to be accounted for. Actual final shoulder widths
will depend on pavement side slope requirements (4:1 or 5:1).

 Grade Construction
New grade should be constructed in accordance with latest department Standard Specifications for
Highway Construction, Specification 2.3. Other than the saw cut, cuts to the existing structure should not
be vertical (1H:2V, or benched accordingly).

 Pavement Lift Thicknesses

Placement of the GBC should be in accordance with the latest department Standard Specifications for
Highway Construction, Specification 3.6. Lift thicknesses for GBC are a minimum of 100 mm and a
maximum of 200 mm.

Placement of the asphalt concrete pavement (ACP) should be in accordance with the latest department
Standard Specifications for Highway Construction, Specification 3.50. The top lift of ACP must be benched
into the existing ACP for a minimum of 0.5 m. Joints in the wheel paths should be avoided.

 ACP Mix Type and Grade

The ACP mix type and asphalt grade should be as per Design Bulletin #13

https://open.alberta.ca/publications/13‐2003

 Drawings/Plans
A plan view should be provided showing the existing lanes and shoulders, new joint locations and new
lanes and shoulders. The limits of construction should be shown in accordance with department location
referencing (i.e. highway kilometre chainages).

A cross‐section typical should be provided showing final lane and shoulder widths, existing and new
pavement structures, grade sub‐cut depth, pavement lift thicknesses, GBC designation and class, ACP mix
type and asphalt grade, and top lift ACP benching.

Reference to highway number, control section, and kilometres should be provided on the plans and is
needed for determining existing pavement structure and truck traffic.

Surface Engineering Section Draft Date: June 27, 2015

Classification: Public