Edmonton (Alta.) - 1955 - Cross-river traffic in its totality (1955-07-26)

THE CITY OF EDMONTON

DEVELOPMENT PLAN & RESEARCH SECTION CITY PLANNING DEPT

THE CITY OF EDMONTON MIN PLANNING D7PARTEENT

•

C.,13.0S5-2,IVER TaAFFIC IN IT TOTALITY

A report submitted by: Noel Dant, Town Planner, and William Brown, Assistant Town Planner in Engineering.

26th July 1955.

TRAFFIC In giving consideration to the building of a new bridge, replacing, improving or re-locating an existing bridge, it is essential to examine carefully how each bridge, existing or proposed, will fit into the future total bridge and highway pattern for the city.

While it would be a simple matter to design a single bridge to carry an estimated future volume of cross-river traffic, it is obvious that such a structure, by itself, would not serve the total needs of the City and it is doubtful if it would serve the needs of that part of the City in which it would be situated and, therefore, several bridges are necessary, sited in locations suitable from an enPineering aspect and from the functional aspect and in locations best suited to the public need. In other words, it is not just a question of calc'lating how much traffic a bridge will take but of determining where and why bridges are required.

Because of the iz.iportance of location and purpose, it is inevitable that the ultimate bridge pattern for the City will produce many more traffic lanes than the theoretical number required to carry the total numbers of vehicles expected to cross the river at all points.

The fact that a bridge already exists and is taking a heavy volume of traffic is not necessarily a reason for its replacement or its enlargement, since its initial location is likely to have been due to factors totally different to those prevailing today and expected for the future. In our opinion, the 105th Street

- 2 Bridge and the Low Level Bridge are two such structures which should ultimately be replaced by new bridges in new locations.

The City Engineer) in his report of 20th June 19557 as submitted to City Council lists nine bridges which appear likely to be needed at future dates and, since we have already stressed the ilaportance of examining current bridge proposals in the light of total future bridge and road patterns, we propose now to discuss the location and purPose of these bridges.

Map No.1 accompanying our report should be studied with the text which follows.

142 nd Stregt_ Brid_gp. (Outer Ring •_load) .

This bridge is best sited approximately at 142nd Street? just West of White Mud Creek. The North approaches via the Ravine will link with 149th Street, which is to be designed as a limited-access highway connecting to 125th Avenue (the Industrial 'ling :load) and the St. Albert Trail. From the intersection of the bridge approach with 149th Street, a new highway should link direct with the Jasper Highway in as near a l'orthwest direction as possible. The South approach should logically be via 142nd Street and 45th Avenue. These are mainly existing roads and the present crossing of White Mud Creek at 45th Avenue is the most suitable crossing point of the Creek. This road will continue Eastwards to a point approximately at 109th Street, where routes can link with 51st Avenue (future Outer Ring Road) and Southeast to the Calgary Highway. A direct link with the Calgary Highway at

45th Avenue is not recomziended, owing to the existing hill, but may have to be used initially, pending construction of the Southeast link. From this bridge approach, just South of the river, a new road can be taken along the base of the Grand View Heights bank, via Belgravia lavine, to connect to the partially constructed qotary at 114th Street and 72nd Avenue.

This bridge then will serve to link the West portion of the City and Jasper Place with the South Side and the Calgary Highway. It will be of special benefit to the area South of Stony Plain load. This link of the Calgary Highway to the Jasper Highway will serve as an efficient limited-access by-pass, should heavy traffic develop between Highway No.2 and the Peace River area via the Thitecourt cut-off.

The New West End Bridge (Groat) This bridge is already discussed in the City Engineer's report and will provide a good link for the Northwest Sector of the City, with the West South Side and the Calgary Highway, giving relief to traffic on the High Level Bridge. The proposal to link the North approach of this bridge with 121st Street is physically possible but it can only be done by a steep gradient and will result in an unsatisfactory sharp turn and complex junction with 100th Avenue and Jasper Avenue. This unsafe junction would be of advantage to a small area only, South of 107th Avenue and liest of Groat Road. It is conceded that, should a subway below the C.P.R. station be constructed on

- 4 102nd Avenue then this connection appears better - but only good as far as the route is concerned, since the gradient and junction at 100th Avenue will be unsatisfactory.

Since it is not possible to extend 121st Street Northward because of the C.N.R. tracks, an alternative proposal, which we strongly recommend receive serious consideration, is that a new portion of 100th Avenue be extended Westwards from 116th Street and carried down the bank and p:Irtial use made of the old railway grade, this new road connecting to the Groat Bridge approach by the grade separation scheme already provided for. A good intersection can be designed at 116th Street and from that point to the Bridge, the alignment and grade will be satisfactory. Widening of 100th Avenue East of 116th Street will, of course, be necessary.

Since it is presently proposed to connect 116th Street Northward via 117th Street and 119th Street to Kingsway and ultimately (when the Airport is removed) with 125th Avenue, we feel that 116th Street is, therefore, the best point of crossing Jasper Avenue and, consequently, the best approach to the bridge for the North Central area.

The connection to Groat Bridge from 107th Avenue will then adequately serve the Jasper Place and Northwest section of the City, while the connection via 116th Street will more adequately serve the North Central area than would a connection at 121st Street.

Study of Map No.1 will show already that, because of the barrier of the North South C.N.R. tracks on 121st Street, that 116th Street is the logical connection to the Groat Bridge to serve the North Central area. Until such time as a bridge is constructed at 142nd Street, it might be necessary to permit truck traffic via 116th Street to the Groat Bridge.

Should the connection be made from 121st Street, as suggested in the City Engineer's Report and which we cannot support and that portion of existing 100th Avenue West of 116th Street is connected to the proposed road at 121st Street, then a particularly bad intersection will result at a sharp bend in the road and in close proximity to Jasper Avenue. We feel certain that traffic will use 100th Avenue to cross the Groat Bridge and there would be a serious conflict of traffic from the Hest using 121st Street and 100th AveJue at this bad intersection. If the proposal to extend 100th Avenue West from 116th Street is adopted, then the portion of 100th Avenue West of 116th Street would remain as a local residential road, as we feel it should. It should be noted that 100th Avenue links with the existing central bridges and major central north-south arteries. We consider, therefore, that 100th Avenue should be extended estwards and down to the Groat Bridge from 116th Street and we are certain that this will be the better method and it would be particularly suitable for the period when the High Level Bridge is being reconstructed, since it will then take traffic direct from the area South of Jasper Avenue, including the Provincial Government Buildings.

A further connection to the Groat Bridge from Stony Plain Road in the vicinity of 124th Street has previously been considered by Council. The proposed re-alignment of 104th Avenue, East of 101st Street, and the fact that 104th Avenue

already exists as a highway and a subway is not required as would be on 102nd Avenue, makes it reasonable to expect traffic from the Downtown area to use 104th ,venue and connect to the Groat Bridge approach in the vicinity of 124th Street.

A connection to the Groat Bridge approach in the vicinity of the recently constructed new bridge on stony Plain load is alss po s sible and it may be that, at some future date, this and the previous connection in ttle vicinity of 124th Street may become necessary but we are of the opinion that connections from 107th Avenue and 116th Street will serve the needs of tne City for some time.

The 109th street 7igh Level BridP.e, This bridge is located at the only point in the City where the banks are of more or less equal height and sufficiently close to allow a bridge which does not necessitate descending sharply to the flats and rising again. .jith the duplication of the subway under the

at 10th Avenue and the reconstruction

of the bride to provide a four-lane roadway on the top deck, the North appToaches via 109th Street to the Northwest and Northeast of the City will be excellent. When the Airport is closed and it is possible to construct a subway under the C.N.R. North of the Airport, a limited-access cross-town highway, connecting to the Namao Highway would be far superior to the present route via 101st Street and 97th Street. In the event of a new City Airport being located South of the City, on or

near the Calgary Highway, this proposed extension of 109th Street Northwards would undoubtedly provide the best link with a new City Airport and the J.C.A.F. base at Drama°, particularly in time of 'Jar, as well as being the ideal central NorthSouth route across the City, offering partial by-pass of the downtown area. When the four-lane roadway is provided on this bridge, the South approaches will have good grades and alignment.

109th Street will ultimately be widend South of 76th Avenue.

It is to be regretted that, owing to circumstances over which the City had no control originally, the Pleasant View subdivision was laid out in such a manner that, to take 109th Street due South from 61st Avenue as a main highway, would split this subdivisim. The erection of a Drive-In Theatre at the South end of 109th Street has made matters worse. It is obvious that, for some time to come, 111th Street will have to be used as the main highway South of 61st AvtnIU4. 1qtMust blatrinepbared• that, at some future date, it will be fittdbaary to take 109th Street due South from 61st Avenue, at which time the portion of Pleasant View lest of 109th Street would be re-designed and incorporated in a future neighbourhood unit on the part of the area presently occupied by the University tock Farm.

From the intersection of 109th street and 45th Avenue, a new highway running in a Southeasterly direction, would link direct with the Calgary Highway.

Should this be done, together with the suggestions described for the North Side, then a first-class highway should result, which will have the advantage of by-passing the main Downtown area. It should be noted that the connection from 45th Avenue to the Calgary Highway will also form part of the by-pass via 142nd Street '3ridge to the Jasper Highway and thus serves a dual purpose.

The present situation at the South approach of the High Level Bridge, where Lialterdale Hill connects, two-way traffic necessitates stopping Southbound traffic from the bridge to allow traffic from Ilalterdale Hill to enter 109th Street. As the city develops and traffic increases, this serious bottleneck will become worse, if Tialterdale Hill remains a major artery. The proposal made by the City Engineer would undoubtedly ease the situation temporarily but we are of the opinion that alterdale Hill is totally unnecessary

in the future arterial road and bridge patern for the City, since it would serve only a small section of the City, namely the T:indsor Park area. The objections to T:alterdale Hill and reasons for stating that it is unnecessary will be discussed later in this report.

The 105th Street 3ride This bridr;e was originally built to serve a small area on the South Side, including a saw mill, brickyard and coal mine, which have been discontinued for some time. This is a

case of a bridge sited to suit certain conditions which are now totally different. The bridge is presently approached on both North and South Sides by steep grades and, in places, by unsatisfactory alignment,approaches in both instances, dropping to the flats before the river crossing is made. The North approach via 105th Street is steep and likely to remain so. The present connections to 97th Avenue and the intersections of 103rd street, Bellamy Hill and 7:bssdale Flats .load are most unsatisfactory and dangerous. On the South Side the Walterdale Hill has already been mentioned and the unsatisfactory roundabout connection to 104th Street on the South Side via jueen Elizabeth Park road an part of Saskatchewan Drive needs no further discussion, since its objections are clear to all.

This bridge presently takes traffic from the Downtown area by 105th Street, 103rd Street and 7.ellamy Hill with additional traffic from ilcDougall Hill and Grierson Hill. South of the bridge, approximately 50!; of the traffic proceeds via Halterdale Hill and approximately 50% via queen Elizabeth Park Drive to 104th Street. Of the traffic using Walterdale Hill, by far the greatest volume

is

proceeding to the area West of

109th :itreet and we are of the opinion that, when 109th Street Bridge is converted to a four-lane highway, traffic now using Walterdale Hill will most certainly use 109th Street and the converted bridge in preference to the present route which

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involves descending to the flats and rising again. Walterdale Hill then becomes unnecessary and its abandonment as a main artery would greatly Laprove the South approach to the High Level Bridge. /!alterdale Hill would still be needed, however, as access to the residential and Park facilities on the flats, and temporarily only as a trolley bus route until other bridge are ready - particularly the conversion of the High Level Bridge.

The alternative proposals for d-iplicating or replacing the 105th Street Bridge are fully described in the City Engineer's report. Both schemes involve tortuous road alignments and fairly steep grades, both of which we consider totally unnecessary and not in keeping with modern highway design. Costly acquisition of property is involved and an additional road is proposed to be slashed across the South bank, passing under the 7igh Level structu:re, producing a very unsatisfactory 1300 bend, coupled with a steep grade underneath the riigh Level iridge. Grade-separation is also involved at the South and North approaches, the latter being somewhat complicated and it should be noted that further grade-separation or other intersection improvements would still be necessary to connect with 97th Avenue and to improve the present situation at 103rd Street, Bellamy Hill and flossdale Flats 'load.

Whilethese alterations to 105th Street Bridge may

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temporarily solve an immediate problem and may, therefore, seem reasonable at the present time, we are convinced that anything such as these proposals carried out in the name of expediency and initial cost would be a very bad mistake and much better proposals are possible which will not only give the City a better bridge and good approaches initially, but will also fit into the future over-all highway and bridge plan for the City in a much more satisfactory manner.

104th Street 3rid7e The 104th Street -3ridge was originally considered feasible and proposed by hr. Grimble, at that time Chief Dridge Engineer for the Provincial Government. In discussions with r. Mchanus, his successor in office, we were informed that he

was of the same opinion and favoured a bridge at 104th Street, as described in the City Engineer's f- leport.

Since we are convinced th t Walterdale Hill is ultimately unnecessary, then it seems to us that a bridge in direct alignsent with 104th Street is logical and certainly desirable, as it will then link direct with the Calgary Highway. Only 71 of widening is required on each side of 104th Street, North

of 36th Avenue and it should be noted that no buildings are affected and the adjoining residential properties can be adequately served by means of Service Roads. The problem of adequate bridge approaches and connections to other main

- 12 arteries on the North Side is similar in both the case of the 105th Street and 104th Street bridge proposals but we submit two alternative proposals on Nap No. 2 as a solution to the approaches to a bridge at 104th Street, which we feel are superior to those possible in the event of 105th street bridge being replaced. The South approach, however) to a bridge at 104th Street is not only logical but would be perfect in alignment and grade. We cannot concur with the argument used that 'because steep grades will prevail on the North Side, it mates no difference if we then have similar steep grades on the South Side!. Surely common sense tells us that, if it is possible to have good alignment and good grades on the South Side, then that proposed is just that much more superior.

This bridge can be carried out entirely without closing any existing bridge or interfering with existing traffic in any way, other than re-routing Northbound traffic from 104th Street via 86th Avenue and 103rd Street to Saskatchewan Drive and Queen Elizabeth Drive.

Should this bridge be built, it would be necessary to retain 1alterdale Hill temporarily for E.T.S. purposes, until the 7igh Level Bridge is converted to take trolley bus or other bus traffic. Once the High Level Bridge is converted, the present 105th Street bridge could be removed and it is suggested that the structure could be used to bridge White - lud

Creek on the proposed roadway via Belgravia avine, to

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link with 142nd Street, South of the proposed 142nd Street Bridge. liegarding a comparison of the estimated costs of converting the 105th Street Bridge or building instead a new 104th Street Bridge, Er iicEanus considers, and we agree, that the underpass under the

tracks on 104th Street is unnec-

essary at the present time. There are many existing track crossings on highways at which subways (or overpasses) are more essential. ':fe consider that a subway under the c.P.a. tracks on 82nd Avenue at 103rd Street is one such essential subway. It is 'mown that certain long southbound trains on the C.P.a. tracks stopping at 32nd Avenue before making the crossing, often stop for some time with the coaches straggled across 104th Street, thus causing delays to traffic on 104th Street. Also, when trains are crossing 82nd Avenue, traffic on occasions backs up to the intersection of 104th Street and 32nd Avenue, causing further delays to traffic. A subway then at 82nd Avenue is, in our opinion, more essential than a subway at 104th Street, and would remove automatically the blocking of 104th Street by railway coaches.

Secondly, the replacement of the existing bridge on Saskatchewan Drive at 106A Street is included in th.e estimate for the 104th Street Bridge, as prepared by the City Engineer.

This bridge has absolutely nothing to do with the proposed 104th Street Bridge and the cost of this and the cost

- 14 of the subway should promptly be deleted from the estimated cost of 104th Street Bridge.

The estimated cost of the 104th Street Bridge would thus be reduced by '1,020,000. and with a consequent reduction of the 10% contingency item and 5% allowance for engineering and inspection and no allowance being made for the '5300,000. contribution from the Grade Crossing Fund for the subway, the estimated net cost to the City would be '54,336,845.

This compares with the City Engineer's estimates of 729,334. for Scheme 'Al and '53,215,793. for Scheme '131 for :21 1 his proposals for the 105th Street Bridge.

In other words, the additional cost of a bridge as proposed at 104th Street is about '1,000,000. greater, surely a small amount when one considers the total sum which must ultimately be spent in providing other bridges together with the necessary approaches. Since the main function of a bridge at this location would be to connect the Calgary Highway direct with the City Centre, and at the same time allow traffic from the South Side to have direct access to the City Centre and relieve the South approach of the 109th Street bridgehead from an unwanted and unnecessary headache (provided gratuitously by the Engineer's proposals re Walterdale Hill), then this bridge could be correctly located at 104th Street and best meets the revirements for the future.

15 Law Level Bridge The present situation, at the Law Level Bridge is well known. The apnroach via the licDougall Hill on the North Side is tortuous and steep and the intersection of this road with Grierson Hill and .',ossdale Flats 'load in the immediate vicinity of the actual bridge does not lend itself to good traffic flow.

The intersection of Connors Road with 98th Avenue in close proximity tu Strathcona 'Till and the bridge itself is also a most unsatisfactory pattern and traffic hold-ups inevitable - and will only worsen. ThiL, bridge is presently used by almost the entire traffic generated by the Southeast section of the City proceeding to the North Side, which splits on the North Side via Grierson and IcDougall Hills and Rossdale Flats Road. The Grierson Hill is unsatisfactory as regards stability but does allow traffic to by-pass the main Downtown area somewhat, although in a round-about way. LcDougall Hill disgorges a considerable volume of traffic at one of the most congested corners in the city and traffic using this route to the North portions of the city does so to the detriment of traffic whose destination is the Downtown area. The use of Rossdale Flats Road by traffic from the North end of the Low Level Bridge and Grierson Hill produces a serious cross movement of traffic at the North bridgehead and the present situation at the junction of Bellamy Hill, 103rd Street and 97th Avenue is most unsatisfactory.

-16It is possible, of course, to design an improved road layout or a grade separation scheme at the l'orth and South apProaches to the Low Level Bridge and further to improve the junction of Bellamy Fill, 103rd Street etc. but we are of the opinion that much better alternatives are possible and should be planned for. Grade separation schemes at the Low Level Bridge as an interim phase would, therefore, be wasteful.

We discussed alternatives —ith the City Engineer and Commissioners and these are briefly described in the City Engineer's report.

The first alternative is to construct a new brideAt 91t4 Avenue, which would ultimately replace the Law Level Bridge and would take traffic from the southeast section via 98th Avenue (ultimately to connect with Highway 16), Connors :load and Strathcona Hill directly along 97th Avenue Westwards to 109th Ltreet, thus satisfactorily by-passing the main Downtown area and running adjacent to the Provincial Government Buildings. A connection via 100A Street can be taken direct to the sharp hairpin bend on IdcDougall Hill, which could be improved at this point as regards both grade and alignment. Direct connection to the main Downtown area would then be via this new route on 100A Street or by Bellamy Hill or 105th Street.

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The junction of 97th Avenue with the bridge approach from either 104th Street or 105th Street is important and several alternatives have been studied, the simplest being a large Rotary, with future provision for grade separation when required, which would be the best solution. This proposal and an alternative layout are indicated on Hap No. 2 accompanying this report, both of which require further study. A bridge at 97th Avenue then would allow traffic from the East and Southeast to bv-pass the Downtown area and, at the same time, give access to the Downtown area to traffic whose destination is the Downtown area. As already stressed, it is important that traffic not having its destination in the Downtown area can by-pass the area so that 'through' traffic does not interfere with Downtown Traffic. This alternative location is, in our opinion, better than the present low Level Bridge.

In addition to the re-location of a bridge at 97th Avenue, we feel that a second bridge is necessary in the vicinity of 94th Street. There are logical reasons for linking the North approach direct to 95th Street, since this is already a wide pavement and the Street by-passes the main Downtown area, while still giving connection to the Downtown area, via Jasper Avenue, 102nd Avenue or 104th Avenue. Topographical conditions may make such a connection difficult but not impossible. An alternative solution must, however, retain the same principles (i.e. by-pass and direct access to the Downtown area, so that again 'through' traffic

418does not interfere with Downtown traffic.

The South approach to this bridge is simpler from an engineer's point of view and connection can be given to 98th

Avenue,

',Prom 90th Avenue, it is suggested that a new road

links direct with Strathcona 7-Till crossing and connecting with a road from Connors Hill to the 7iast approach to the proposed bridge at 97th Avenue. The connection of 98th Avenue to Highway 16 and the ultimate construction of a new road from the Rotary at 90th Avenue and 85th Street to Connors Road is, of course, assumed.

If bridges are built at 97th Avenue and 94th Street, as suggested, then it will be possible for traffic from the East, Southeast and south to use either bridge according to the destination desired.

General Study of the bridge proposals so far described, together with hap No. 1 attached to this report, will show more clearly the future pattern for cross-river movement in the City.

The alternative routes to 109th Street bridge, 104th Street bridge and 94th Street bridge from the Calgary Highway should be noted. It is important that the connections to Edmonton from the South be as direct and simple as possible.

Routes which would become redundant as major arteries are: W_lterdale Hill, 105th Street bridge, Queen Elizabeth Park

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Road, Rossdale Flats Road, Grierson Hill, Low Level Bridge and small parts of Strathcona Hill, Connors Road and 98th Avenue. Traffic from the Northeast section of the City, whose destination is the Southwest section of the City could be expected to use an improved 109th Street bridge, in lieu of the 105th Street bridge, thus alterdale Hill becomes redundant. Traffic presently using Grierson Hill, Rossdale Flats Road, 105th Street bridge and .:alterdale Hill would be better routed via 94th Street bridge, 99 th Street and Whyte Avenue, Sasl,catchewan Drive between 99th Street and 109th Street should remain a residential road and heavy traffic excluded. The present routes thus becoming redundant. It might well be that, with limited-access, traffic from parts of the Northeast having its destination in the vicinity of the Provincial Government Buildings would find that crossing the river twice on these two bridges would be a superior route to Grierson Hill. In view of the difficulties now being experienced with Grierson Hill, we feel that the suggestions now being put forward are worthyof very serious consideration and further expenditure on Grierson Hill might be thus avoided.

„70.1-1.1IIEP_an_1111.E1 The Dawson Bridge serves a somewhat minor purpose at present but improvement to the junction of Rowland Hill and

— 2095th Street it possible, linking direct with 101st Avenue, adjacent to the

Barracks. Full development of the

area East of 75th Street and North of 101st Avenue on the South Side of the river will undoubtedly increase the traffic on this bridge and the new road sugested by the Engineer from Jasper Avenue at 84th Street to connect with the North approach might serve a useful purpose in directing traffic, presently proceeding Westwards via Jasper Avenue and 95th Street to the Dawson bridge and further increase traffic on this bridge, giving relief to the intersection of 95th Street and Jasper Avenue. Traffic from the Broadview, Idlewylde, Holyrood, Strathearn, Forest Heights Districts might well use this route in proceeding to the Northeast parts of the City, particularly to functions at the Exhibition Grounds and thus give obvious relief to 94t1i Street bridge and 95th Street. Before this road from 34th Street on the North Side is constructed, however, it will be necessary to ensure that the stability of the bank will not produce another 1

Grierson Hill'; that a satisfactory connection can be made

with Jasper Avenuei and that such a road is really essential, having regard to the proposed 94th Street bridge and the next proposal for a bridge in the vicinity of 75th Street (at Capilano Creek). Should this link to Dawson Bridge be constructed before either bridge at 94th Street or 75th 'street, then it would undoubtedly serve a very useful purpose.

-21he_.75t. h. Street, Brig1 The 75th Street Bridge is no new proposal and would serve definite purpose in by-passing the Downtown area for the Easterly portions of the city, similarly to the Groat Bridge for the Westerly portions of the city. The North approJches would be via :Rat Creek from 111th Avenue and via 50th Street _ from 118th Avenue, thence to the Beverly Bridge (the South approaches via Capilano Creek would link direct to 75th Street) and thence to the 63rd Avenue Industrial Ring Road and 51st Avenue and the Calgary Highway. This bridge would permit traffic to travel easily from the Jasper Highway to the Refinery area on Highway 16. It would also give good connections from a large area of the Southeast and refinery areas to that portion of the City North of 111th Avenue. The connection via 50th Street would link with the 125th Avenue Industrial Ring Road.

As already mentioned construction of this bridge and approaches, as described, together with a bridge at 94th Street might obviate the necessity for the connection from Jasper Avenue at 84th Street with the Dawson Bridge. The fact that 32nd Street would not connect directly with the proposed Rat Creek diversion would, however, be a major factor in favour of the Jasper Avenue and Dawson Bridge connection. Further study of this particular proolem is necessary.

- 22A Bridge in

the vicinity of the Imperial Oil Refinery is the

last bridge considered as being essential to the future need of the expanded City. This bridge would be located just West of the Imperial Oil Refinery. The North approach would connect with 118th Avenue T:lest of the Beverly Bridge and also there would be direct connection with the 125th Avenue Road and the future 137th Avenue outer Ring Road. The South approaches would connect to T.J.ghway 16, Highway 14 and the 51st Avenue Outer Ring Road. A bridge in this location would give the most suitable and most direct connection from the refinery area to the 125th Avenue Industrial area and would also serve as a main by-pass for traffic from the Calgary Highway to the Northern and Northeast Industrial Area. It is considered that this bridge has the last priority of the bridges discussed and, until such time as this bridge is built, the existing Beverly Bridge could serve somewhat the same purpose, although not in such a direct and satisfactory manner. Plans for the future development of this area should, however, be made to allow for the eventual construction of this bridge.

Programme_for Constrp,ction The order of construction for the proposed bridges was discussed also with the City Commissioners and the City Engineer and the suggested priorities we propose are as followsl

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104th Street Bridge (or 105th Street Bridge)

2.

94th Street Bridge

3.

4.

97th Avenue iridge 7ig1i Level Conversion

).

142nd Street Bridge

0.

75th Street Bridge

) ) Alternative ) . ) or Equal ) ) Priority

For reasons already stated, we recomend the construction of a bridge at 104th Street as number 1 priority. If this bridge is constructed first then a much Li:proved and direct access to the City for the South will result and so,de dispersal of traffic via 97th Avenue is still possible by means of existing routes, even if the proposals indicated on Hap No. 2 are not carried out initially.

Since the ultimate reiaoval of the present 105th Street Bridge would not he possible until the 109th ,Jtreet 71ridge is converted to take E.T.S. trolley busses, it might be advisable to raise the priority of the High Level Bridge to

second place.

The construction of a bridge at 94th Street, with connections to 99th Street, however, is important inasmuch as it would immediately relieve the heavy traffic on the present Low Level 73ridge and would provide an essential by-pass to the main Downtown area.

The conversion of the Kigh Level Bridge is the only

one of the iroposals discussed where the coiaplete closing