NANAIMO — Don’t expect highly unpopular traffic signals on the Nanaimo Parkway to be removed anytime soon.
The Ministry of Transportation and Infrastructure (MOTI) states recommendations made in a 2021 engineering study will inform future potential investments, but are not budgeted at this time.
The report, compiled by ISL Engineering for MOTI, recommended interchanges are immediately required to replace light-controlled intersections on the Parkway at the Mostar, Northfield and Third St. exits.
“The Ministry is considering the recommendations of the 2021 Nanaimo Parkway and Nanoose Bay Corridor Study that identified short, medium, and long-term strategies; including capacity and safety improvements. These recommendations will help inform future investment possibilities in this area. However, there is not a current budget for any of these works,” said a MOTI statement to NanaimoNewsNOW.
Numerous other intersections on the Parkway and Hwy. 19 northward to Nanoose Bay mentioned in the report were also advised to be reconfigured away from traffic signalled intersections further in the future.
Only the Cedar Rd/Trans Canada Hwy. and College Dr./Fifth St. intersections were not recommended for interchanges between Chase River and Nanoose Bay, with the consultant stating sufficient capacity at the light-controlled intersections.
Conceptual vision for an interchange on the Nanaimo Parkway at the Mostar/Jingle Pot Rd. intersection. (ISL Engineering)Conceptual designs for future potential interchanges on the mid Island include grade separated models for enhanced traffic flow.
The report cited population growth trends and safety considerations as key reasons for the investments.
Numerous upgrades representing short, medium and long-term expenditures were estimated to cost in the hundreds of millions of dollars by the consultant.
While collision rates along the Nanaimo Parkway and Hwy 19 to Nanoose Bay are significantly higher than the provincial average, the severity of crashes was slightly lower than the provincial average, the report stated.
Most of the crashes were rear-end collisions, which ISL Engineering stated could be largely reduced by removing traffic signals in favour of interchanges.
The study estimated 26,000 daily motorists were recorded on the Nanaimo Parkway between the Cedar Rd/Trans Canada Hwy. intersection and Fifth St. between 2015 and 2019.
Jamie Rose, the City’s transportation manager, said they work closely with MOTI on a range of issues, including the future of the Nanaimo Parkway.
“We’ll continue to have an open dialogue and look through what the impacts are one way or another depending on whether there’s signals are converted to interchanges or there’s new changes along any of the city roads,” Rose told NanaimoNewsNOW.
Rose said while highway passages through Nanaimo are a provincial responsibility, adjusting highway configurations can significantly impact their road network for all users.
Limited capital investments have been allocated to the Nanaimo Parkway since its opening in 1997.
Several years ago additional left turn lanes were added on the Parkway for motorists at the Mostar and Third St. intersections.
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