Edmonton (Alta.) - 1974-1976 - The city of Edmonton transportation plan, part 1 (1974-06) by Edmonton Tower Resource Centre Online Library

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3315

III T020/2810/1974/C 1

THE CITY OF EDMONTON -ENGINEERIN

4020a .E3 E386 19741976

the city of edmonton transportation plan part 1

T020 -2810 1974 c.2 DATE nirr

City of Edmonton Transportation Plan Part 1

NAME

City of Edmonton Transportation Plan Part 1

TO20 2810 1974 c.2

PHONE DATE Nn IN

the city of edmonton transportation plan part 1 approved by city council july 15, 1974

prepared by the engineering and transportation department transportation planning branch june 1974

The Transportation Plan â&#x20AC;&#x201D; Part I is the first of a series of three plans which will

Nevertheless, it can be said that the broad principles and objectives in both these

present a comprehensive plan for all aspects of transportation in Edmonton. Part I has

programs are certainly in harmony with those expressed by this City Council and as

been prepared in accordance with the guidelines approved by Council at its meeting of

reflected in the City of Edmonton Transportation Plan â&#x20AC;&#x201D; Part I.

February 25th.

All three levels of government are expressing their policies that henceforth the urban

The Part I section was prepared by the Transportation Planning Branch of the

transportation systems be developed with full attention being given to the social,

Engineering and Transportation Department with the co-operation and assistance of the

environmental and economic effects on the people in the communities, including the

Inter-Department Transportation Committee. During the period this document was being prepared, both the Government of the Province of Alberta and the Government of Canada have announced new policies which

rapid transit as appropriate to cope with certain kinds of urban transportation situations.

will prove to be of great assistance in the implementation of needed transportation

Very broadly speaking, the new Alberta City Transportation Policy will provide $7.5

improvements in this City. Edmonton's broad review of its transportation planning and

million per year for six years for the development and construction of public transit

its restatement of transportation policies and plans had thus come at a particularly

systems in Edmonton, and specifically this may be allocated for the Northeast Rapid

appropriate time to enable realistic implementation programs to be made. The policies referred to are contained in the new "City Transportation Policy" announced June 3rd by the Hon. C. Copithorne, Minister of Highways and Transport, for the Province of Alberta, and in the new "Railways Relocation and Crossing Act" passed by the federal government in May of this year. Unfortunately, there has not been sufficient time to study these programs in detail (and in fact several important details

handicapped, with attention to their needs in these areas. All three also stress the applications of their policies in the field of public transit and recognize the application of

Transit Line (subject to several rather straight-forward conditions). It also will provide, in addition, operating funds to cover 50 per cent of any operating deficit subject to a maximum of $3.00 per capita, annually. In addition, the province will support the development of major arterial roads to the extent of two-thirds of their capital costs including land purchases and environmental reclamation. The new federal Railway Relocation and Crossing Act provides assistance (following

have not yet been completely developed at this stage), nor has it been possible to obtain

approvals of plans supported by the necessary studies) for urban uses of existing railway

interpretation or clarification on certain aspects of these programs, their processes and

properties to the extent of 50 per cent of the net costs of carrying out the necessary

their administration.

works to obtain the use of such property and rights-of-way.

table of contents A. INTRODUCTION B. SUMMARY a) b) c) d) e)

Pedestrians Bicycles Public Transit Roadways Parking

C. GUIDELINES 1. 2. 3. 4. D.

The existing City Transportation System The General Plan The Transportation Chapter of "The General Plan" Financial Directions

8 14

FIGURE

14 15 15 16 17

1 2 3 4 5 6

20 20 24 28 30

POLICIES AND CONCEPTS

Pedestrian Facilites

Bicycle Facilities

3. 4.

Public Transportation Roadways

38 39 44

Corridors

THE PLAN

— General — Pedestrians

— Bicycles — Public Transit

55 55

Section I Operational Standards Section II Transit Service Improvement Program

a) b) c) d) e)

7 8 9 10 11 12 13 14 15 16 17 18

TITLE

PAGE

1973 Average Weekday Traffic Population Distribution 1981 Forecast Expansion in Peak Hour Trips Example Subdivision Sidewalk & Walkway System Downtown Pedestrian Circulation System Bicycle Route Network Concept Plan Transit Concept Plan Rapid Transit Concept Plan

22 25 34 36 37 40 41 43

The 1984 Roadway Plan Subdivision Road Concept Ring Road Concept Designated Highway Routes Corridor Concept Plan University Bicycle Route Plan

46 47 50 51 52

Transit Improvement Plan

56 59

Rapid Transit North East Line Plan Transportation System Bylaw Additions Transportation System Plan

61 65 66

57 57

list of tables

—Roads

list of figures

New Subdivisions Ring Road System Highway Penetrators System Connection System Major Road Pattern

60 62 63 64 64

TABLE NO. I II III

TITLE

Travel Characteristics 15 Million Dollar Per Year Capital Program Suggested Allocation of Capital Spending for Transportation

PAGE 20 31 32

DESIGN-AVENIDA ARTS LTD. SKETCHES-STEPHEN SPISAK COURTESY OF E.T.S.

A. introduction

introduction The Government of the Province of Alberta has established "The City Transpor-

Part I - General, dealing with an overall view of the "plan" and speci-

tation Act," being Chapter 19 of the Statutes of Alberta, 1970. Section 4 of this Act

fying the directions for the more detailed planning of particu-

reads as follows: "The city shall prepare a comprehensive transportation study report for

lar facilities; Part II -Transportation facilities, improvements and a working schedule for their implementation;

the development of an integrated transportation system designed to service the needs of the entire city."

Part III -The System Review Plan, dealing with the methodology of assessing long term transportation requirements and new

The Municipal Council of the City of Edmonton passed Bylaw No. 3655 on

developments and changes of existing land uses.

December 23rd, 1971, being "The City of Edmonton Transportation Bylaw" under the terms of "The City Transportation Act" and subsequently amended this bylaw by passage of Bylaw No. 3853 on March 27th, 1972. The "comprehensive transportation study report" for the City of Edmonton Plan consisted of the aggregation of the various specific reports concerning transportation in Edmonton that had been prepared between June of 1963 and December of 1970. It was also determined that a full review of these earlier transportation plans should be conducted; that a new chapter for "The City of Edmonton General Plan" be prepared covering transportation; and that an overall comprehensive transportation plan be prepared integrating the City's roadways and transit. City Council has subsequently approved the "Transportation Chapter" for the "General Plan" by Bylaw No. 4133 on August 27, 1973. It has since been recommended and City Council has approved* that the "comprehensive plan" shall be presented in three parts:

This document constitutes Part I of the Plan, and will establish the policies basic to the development of Part II and Part III of the Plan. This Plan seeks to identify the various components of the existing transportation system in Edmonton, and the functions that each component performs. Policies for the direction of further development and improvement are proposed on the basis of this examination. As such, a major portion of Part I deals with the roadway system. However, it must be realized that this is because the roadway system represents the most highly developed component and handles the majority of urban travel within the City at the present time. The basic principle behind this Plan is to make various additional improvements throughout the existing system, to accomodate immediate demands, and in the future to concentrate the emphasis on developing the public transit component to carry a substantially greater proportion of total personal trips throughout the city. Although some disruption is bound to be caused by any transportation facility, in the long run the principles established will tend to keep such disturbance to a minimum. Again, and in the long run, this approach will likely prove of value in assisting to cope locally with the energy situation through the sharing of vehicle fuels among larger

*Council meeting of February 25, 1974, Recommendation Number 2

numbers of persons who can take advantage of better public transit services.*

of Utilities and Engineering Report No. 4, Item (1). "2. That the Transportation Plan be prepared in the following format: Part I — General. An overview of the system including a plan of the entire transportation network. Part ll — Facilities Plan. The detailed descriptions of the various

OVERVIEW of the Proposed Roadway — Transit System: There are two basic functions of the roadway system to be kept in mind. This first is the function of routes to serve traffic as directly as possible between points of

transportation routes embodied in the "Basic Network of Routes" report as they are approved by Council. (i.e. This truck route loop is an

example of a facilities plan)

*Current independent studies indicate Alberta's petroleum discovery

Part Ill — Long Range Planning and Review. A means of assessing

and production may begin to decline after 1978 with probably higher

future changes and patterns in the city and region through and beyond

fuel prices as a result, if not actual shortages being encountered. Some

a 10-15 year period."

authorities believe this may occur as early as 1976.

origination and destination; the second is the function of routes to "by-pass" traffic around areas where congestion occurs or where it is not wanted for some other reasons. In this Plan, the thoroughfares, major and primary arterial streets have been identified as "direct" routes and as "ring routes" as they are being used for the most part at the present time. Thus this Plan, in itself, does not call for massive new roadway construction projects or major changes in the structure of communities to create these routes and patterns. The Plan presented here differs fundamentally from plans contained in the "Metropolitan Edmonton Transportation Study" (M.E.T.S.). The M.E.T.S. plans did not stress improving the existing roadway network by minor improvements (which would of necessity be relatively minor), but instead, advocated the construction of new major routes. New major routes proposed in the M.E.T.S. plans included a system of five radial freeways (or limited access, high capacity and relatively higher speed roadways) complemented by a "downtown freeway loop" around the central area of the city. These would serve to perform both functions of providing direct access, and of bypassing traffic

iiiiiijjj

around the most congested area of Edmonton, the downtown district. With minimal to moderate use of public transit, the M.E.T.S. plans were necessary if the projected growth

11111

•

patterns of Edmonton were to be accommodated. In summary the Plan presented: • stresses the use of existing network as much as possible; • identifies the "direct routes" and "bypass rings" as performed by

arterial streets in the existing "grid" pattern; •

relies upon a much greater use of public transportation to comple-

ment the individual automobiles using the roadway network; •

proposes the future development of a series of high-capacity "rapid

transit" lines for this city. While the plans outlined for the roadway system can be developed in great detail, those for the transit system are more general and the proposals deal mainly with

OVERVIEW for Financial Assistance:

the matters of principle and policy necessary to develop the greater operational levels of

Studies, discussions, and submissions to the senior levels of government have

public transit service required. The majority of the transit routes will utilize the roadways

been undertaken to seek more adequate and appropriate funding policies which would

network, at least for a long time to come. Therefore, on this basis specific route details

enable the city to properly develop and implement a good urban transportation system.

which serve no practical purpose in a plan such as this have been omitted.

Some encouraging progress has been made over the years, and the Province of Alberta is now preparing an improved municipal urban transportation assistance program which will include public transportation as one of its major policies for the first time. However, even with the very much less costly system being proposed it is

OVERVIEW of Pedestrian and Cycle Systems:

obvious that considerably more assistance will be required than has been forthcoming in

In a similar fashion, this Plan proposes principles and policies for the develop-

the past if the objectives of this plan are to be attained. Of particular concern must be the

ment of pedestrian and bicycle facility systems. These systems will, as a practical means

methods of the allocation of funds for roadway improvements, to insure that the

of implementing necessary routes, primarily utilize portions of the rights-of-way of

necessary improvements can be implemented according to the determinations and

existing roadways throughout the city. The approval of specific guidelines and policies

priorities of the City. An investigation of the financial implications of this plan substan-

will, however, enable the routes to be developed and implemented for these pedestrian

tiates the need to continue to press for adequate assistance and removal of many of the

and cycle systems.

restrictions and conditions applied to Provincial funds for urban roadways.

i• bus

Nip

STOP .1111111 1111111

—WON Ils:1[01!

\ 434 1

-7-

RAO,

SAValdailionKula Kul.

summary The overall format of the Transportation Plan, "Guidelines," "Policy and Concept Statements," and general facilities plans for the City's transportation network are presented in Part I.

b) Bicycles i)

To provide a pleasant functional cycling route that: • provides an increased degree of safety

The "Guidelines" recognize the parameters for development of the future system. Prime among these parameters is the existing transportation system which is composed of a roadway and sidewalk network and a public transit system relying on buses. The "Transportation Chapter" of the General Plan outlines objectives and principles which are incorporated in the "Transportation Plan." The limitations imposed by financing present restraints to building facilities under future programs. The "Transportation Plan" policies and concepts are to provide a "balanced" system where a basic road system is complemented by a full public transit system which will accommodate the long-term increase in transportation demand. The concept plans present a means whereby the City's transportation needs can be met within its financial capability 'for the next 8— 10 year period. Policy and Concept statements for Pedestrians, Bicycle Paths, Public Transit, Roadways and Parking are presented. These are summarized:

• ii)

To provide safe, direct, pleasant access throughout the City — Downtown Area sidewalks of adequate dimension an enclosed walkway system

• weather shelters • the development of pedestrian areas • encourage pedestrian facilities in new developments • provide street furniture for walkers Suburbs, access to • schools • public transit • commercial sites • parks and recreation facilities Recreational Trails

• subdivision plans will include sidewalks, walkways, overpasses and recreation trails • downtown areas will see the development of a pedway system consisting of sidewalks and weather-protected walkways connecting points of attraction and access to transportation facilities.

Policy • to provide an attractive, efficient and sophisticated public transit service for the majority of Edmonton residents that will provide ready access to the major trip generators and that will offer a virable and competitive alternative to the otherwise automobile orientated traveller • provide basic operating standards throughout the entire city • provide specialized service throughout the regional area subject to adequate remuneration • cater to the needs of the handicapped

i) Policy

ii) Concept

to develop a series of safe and pleasant routes to utilize the river valley and ravine system in the bicycle path network to utilize existing streets and lanes as bikeways to provide an interconnected, continuous bikeway system throughout the city.

c) Public Transit i)

• should relate to the environment • form an uninterrupted extension of the pedestrian system.

establishes cycling routes for recreational and utilitarian use

Concept • • • •

a) Pedestrians

• •

Policy

•

public transportation facilities will be considered in the preparation of new subdivision plans

•

investigation of innovative public transportation systems will be carried out • rapid transit systems will be given major emphasis in future plans • public transportation facilities planning will consider their effect on the environment.

ii)

Concept • to introduce transit centres through the city • to provide mainline service between the transit centres and major trip generators such as the University of Alberta and the Downtown area • to provide high capacity rapid transit service to the main population centres of the City • to provide mainline service radiating from a downtown distributor system.

d) Roadways i)

Policy •

•

• •

arterial standard roadways will be provided for in new subdivision plans new arterial roadways will be located on the perimeter of new subdivisions in a grid pattern of approximately a one-mile spacing the existing road system will be improved through operational type improvements to a high arterial standard only when adequate noise buffering can be provided and with minimum disruption to established residential areas to provide a minimum level of service in the "D" to "E" range during peak hours on arterial roads* central area roads will be designed in accordance with parking and transit policies to meet the objectives of decreasing the percentage of the daily work trips by private auto to the area emphasis will be placed on the improvement of a central area bypass, provided by a ring system high standard, high speed roadways will, if proven necessary, be planned in the undeveloped areas of the City with the exception of

• a tertiary (Truck Route Loop) ring — providing an industrial connection and cross city system • The Outer Ring or Parkway — providing a highway bypass system • to provide adequately buffered penetrator routes which will allow access from the Provincial Highway system into the City center area.

ravine areas corridors will be protected for future transportation facilities a system of staggered business hours to relieve peak hour congestion will be devised.

e) Parking

ii) Concept an examination of heavily travelled routes through or adjoining existing residential areas shall be carried out and a down grading of traffic flows or speeds shall be instituted unless adequate buffering can be provided to provide a network of arterial standard roadways providing a system with continuity throughout the City • to provide a basic grid system of arterial standard roads on approximately a one-mile grid spacing • to provide reasonable access from new subdivisions to the central area (not necessarily by new facilities) • to provide a ring system allowing cross city high-capacity routes of a primary ring — providing circulation around and access to the central area • a secondary ring — providing an automotive cross city system •

Policy Downtown • to encourage off-street parking and to discourage parking in the central area to promote more efficient use of public transportation facilities • to provide the minimum amount of parking required to accommodate vehicles • to set and provide a maximum limit on the amount of parking space made available Suburbs • to encourage off-street parking • to allow on-street parking only when it does not conflict with traffic and pedestrians, primarily during off peak hours • to encourage adequate off-street parking for developments outside the central area •

*Highway Research Board "Capacity Manual" level of service definition (see page 48).

to devise a policy that will prohibit over-flow parking into adjoining residential areas from the major trip generators such as the Unversity, N.A.I.T. and major sports facilities.

C. guidelines 18

1 1

guidelines The transit system which is labor intensive is subject to salary increases as well as

1. The Existing City Transportation System:

other inflating operating and equipment costs. Traditionally transit has been operated as a The existing transportation system consists of railroads, airport terminals and a roadway sustem which provides the basic network for City wide public transit, commercial vehicle and private automobile trips and it is this existing system which provides the basic framework for developing the transportation network.

utility with profit and lost accounting rather than as a subsidized public service. The major expense with transit is the current operating costs rather than the capital costs of equipment and facilities. As the City expands and low density subdivisions cover a greater percentage of the City area, good transit service becomes more difficult and expensive to

Travel data for the City provides basic information concerning the use and requirement for the City transportation system. Data from both 1964 and 1971 are presented to give some indication of trends in this regard.

provide. Capacity problems encountered by the transit system involve two areas. The first and most important is related to the passenger capacity of the routes. Transit provides peak hour commuter service and the transit vehicles are often loaded to intolerable levels for part of their routes. The second capacity problem is that of street congestion. Traffic

TABLE I

volumes in excess of signal capacities create moving delays, parking manoeuvres on arterial streets, and illegal stopping in bus stops delay or stop buses.

TRAVEL CHARACTERISTICS

There is a growing concern that an auto orientated transportation system will compound transit operating problems, by causing a decline in the quality of transit

1964

1971

Population

358,000

436,000

Total Employees

110,000

151,000

19%

% by Transit C.B.D. Employees

31,000

37,300

33%

37%

Total Vehicle Registration

139,200

209,100

Passenger Car Registration

112,600

161,800

% by Transit

service and operation. Any reduction in the quality of service will likely increase transit deficits and ultimately deprive captive transit users of the service that they expect and require. The movement of goods within the City is handled by trucks. Truck movements involve small panel trucks delivering numerous items to households, and the transportation of basic raw materials to and from processing plants in the City. Major truck movements are restricted to designated truck routes which are composed primarily of the major arterial streets in the City. Essential services such as garbage pick-up, etc. often dictate subdivision road standards. There are numerous problems associated with Truck Routes. Among these are: delay to other road users and which leads to a reduction in the capacity of the existing

Persons/Passenger Car

3.2

2.7

road network; increased noise level in the immediate vicinity of truck routes; damage to

Passenger Cars/Person

.31

.37

pavement; dust and fumes along the route; and geometrics and road standards unsuitable

Annual Transit Ridership Rides per Person per Year

28,000,000 78

40,000,000 92

for trucks. The major means of transportation in the City is the private automobile with close to 80% of the City's daily trips involving autos. All of these transportation modes involve use of the City's road network, which is primarily an arterial system. Present analysis indicates a fairly efficient movement of

NOTE: All figures apply to the City of Edmonton only and do not include surrounding areas such as St. Albert, Sherwood Park, etc.

goods and people with trouble spots occurring in developing outlying areas, and.some central area routes which are approaching their capacity. Traffic volumes on City streets have been plotted in a graphical form to indicate major volume routes (Figure 1). These plots, when compared to the Capacity Volume plots of the City system give a good indication of the existing system's short comings and of desired travel lines throughout

The transit system is basically a subdivision collector system with route connec-

the City.

tions to the Central Business District, supplemented by express routes, routes originating at terminals and high generation areas, and ring route systems. The system is very successful relative to most North American transit systems and presently carries 19% of the City's total work trips and 37% of the trips destined for the Central Business District.

Overall Analysis: South Side â&#x20AC;&#x201D; The south side system has a volume pattern composed of: the main

6,200 •

Le)

14,400

20,000

20,500

8.400

11,900

highway entrances of the Calgary Trail (Highway No.2) and the Sherwood Park Freeway (Highway No. 14); the obvious east-west routes are: White Avenue (82 Avenue) and 61-63 Avenues which in turn connects to Fox Drive; and the north-south routes which

118 AVE

are with the exception of 104 Street, all major river crossings, namely — Groat Road, 109

-0.300

— 16.000

5,300

?In•o cc 107AVE

0 Pl. .•

t7-, .0 I

I I 23.600

''CI

g 13,500 li.' ..1)

16,500 95AVE

AVE

3,80:1^

direct access route to the Central Business District. This creates a north-south orientation for the area south of Stony Plain Road, and the east-west movements are concentrated on

f...

the 102 - 107 and 111 Avenue systems. Highway 16 connected to 111 Avenue via

0 1c1

Mayfield Road and the South West bypass connections to Quesnell Bridge via 149 Street 29,700

82 AVE

rn"

13,700

bridges. West End (West of Groat Road) — The west end area has a large residential area with not

0 1V)

00 P51: §

79 AVE

2,700 HWY16A:

455 700 87AVE13,800

101 VE

98AVE .16,200

"Ir °O c Z 0 444, 0 044) 14)

Lc,

87AVE

12,806

problem areas on the south side are primarily along 82 Avenue and the approaches to the

g JASPER AVE . vro114.400 ^ 1 0OAVE

95Ave

The most striking observation of the south side traffic flow pattern is the concentration of movements across the river particularly the 109, 105 James Macdonald and Low Level bridges (total 110,200 vpd) and the lack of east west routes. Capacity

102 AVE

STONY PLAIN RD

Street, 99 Street, Connors Road and 75 Street.

.(q.‘

DOWNTOWN AREA

18,900

25,800 °

Ft SI HWY 16 20800 13,200

33,200

11 AVE 26,600

22,700

n9,300

2/400

SHEN/00 i*Sd(

are obvious. West end capacity problems are primarily along Groat Road and at intersections along Stony Plain Road and 107 Avenue.

fOX DR

61 AVE18,200 30,600

North Area (St. Albert Trail - 50 Street) — The highway entrances of Highway 2 (St.

63 AVE

Albert Trail) and Highway 28 (97 Street) are clearly visable in the volume patterns, the Highway 15 (Fort Trail Road) entrance is not as predominant. The most striking

8,800 9,800

observation is the lack of a north south route between 97 Street and 127 Street and the

51AVE

resulting high volumes on 97 Street. The Railroad crossing location at 127 Street, 97 WHITEMUD DR

Street, 82 Street, 66 Street and Fort Trail are clearly visible.

40AVE

This plot clearly indicates the predominance of the north-south movements in 0

this sector, with the east-west movements being relatively small and primarily concentrated in the area south of the airport ie. Princess Elizabeth Avenue, 111 Avenue, 107 Avenue. North area capacity problems are primarily at intersections on the north-south routes with 97 Street being most congested. The predominant traffic corridors are primarily associated with continuous cross city routes which involve river crossings or direct access to the Central Business District.

23 AVE

Specific problems encountered throughout the road system include: pedestrian crossing safety; cyclist safety; high accident intersections; high delay intersections and parking problems. Citizens have expressed concern that the existing arterial road system does not consider special amenities of the city and in many areas causes disruption of neighborhood units.

1973 Average Weekday Traffic 22

Pedestrian requirements are met with a sidewalk system and some recreation trails. Some portions of an underground pedway system are constructed. No special bicycle facilities have been provided.

Fig.1

The two major railways partially provide necessary supply of goods and materials to and from the City. Yard areas for switching and distribution of rail cars and

84,746 90,000 it al .11, C ill I Milii-2111ii..11 r 1 AptiajilL ... I' 4 Fit,rr 010111;treliaL

riliodhlmoi.,(0014 MativArizarninripmpzAm-ms teliztithrovnimmallioalao

L r 'N;ik rim!FrgimmicImmr., 41-!:

interface areas for inter-modal transhipment are required. Railway terminals and rail access points must be regarded as major components of existing and future transportation networks. The rail yards and their connecting lines present major physical barriers to the City's transportation network. Rail yards in the downtown and Southside business areas not only limit growth of the areas but restrict and constrain access to a limited number of crossing routes.

01111F 24,077 40,270,

108,746 .114 i=ii1.74 - "113,600

Edmonton is also an important air center. A major portion of the northern shipments are handled by air carrier services which originate or terminate at the Industrial Airport. Good commercial access to the transhipment facilities of the Industrial and International Airports are essential to maintain Edmonton's position as the principal air freight distribution centre for the North. The Industrial Airport

74,340 80,000 ',2-5311r1: i'LL'Q-7 411.14.5.111_ .

presents a physical barrier to the surface transportation system. The lack of a north-south route between 97 Street and 127 Street and of an east-west route between Princess Elizabeth Avenue and 127 Avenue have the effect of concentrating movement on the periphery streets.

Conclusions: The transportation network should provide: a) an adequate public transit system which is partially independent of the roadway system and, where feasible separated from private autos on various routes; b) a truck route system specifically designed to accommodate the operac)

d) e) f)

ir cum. 44,625 68,000

tional requirements of truck and adjacent land uses must be developed; the overall road system should allow for adequate private automobile operation, but not the exclusion of other modes of transport or the amenities of the City; specifically designed pedestrian and bicycle routes for the safety of their users;

gttrill-S4114 nal oci xl

components of existing and future transportation network; good commercial access to the transhipment facilities of the Industrial and International Airports are essential to Edmonton's position as the principal air freight distribution center for the north.

The "General Plan," as adopted by City Council in May 1971, provides objectives and principles concerning development and redevelopment to 1981, and establishes criteria for decisions concerning urban growth and renewal. The major intent of this

mow= 9 fft,Sit

.t?NreV . ,S

PAIN

railway terminals and rail access points most be regarded as major

2. The General Plan

II IONA

â&#x20AC;&#x201D;1973 CENSUS

90,000 7 PROJECTION WI A

Population Distribution 1981

Fig.2 25

sub-section is to outline portions of the "General Plan" which must be considered in establishing a "Transportation Plan." Statements contained in the "General Plan" have may transportation implications. Most basic are the predictions of future population and employment in the City. The Plan presents a 1981 population of 780,000 for the Metropolitan area and a labor force of 280,000.* The present and forecast rate of regional and metropolitan growth demands a comprehensive inter-regional transportation network be developed to facilitate the efficient and economic movement of goods and people. The City must allow a mix of transportation modes providing for rail, air, highway and pipeline terminals and corridors. The jigislation and/or policy statements must be established in order to achieve a unified major road and transit system. However, the City also has the responsibility of providing circulation routes to insure the efficient movement of people and goods within, to and from the City. Work areas, living areas and recreational areas must be convenient to each other with interconnecting public transit and thoroughfare routes. These areas must have access to heavy transportation facilities and, most important, access to individual properties. One of the major criterion for residential planning the the transportation system. It is an objective of the "General Plan" to allow high residential density in close proximity to the downtown area where the accessibility is much greater. In suburban and medium density areas concentrations of higher densities will be located in close proximity to major arterials and transit facilities. In this manner the density of developments can be related to the transportation system. Residential areas should have street patterns which provide efficient access but eliminate non-local traffic and where major traffic routes separate neighbourhoods, they must be buffered visually and to reduce noise to acceptable designated levels. On-street parking will be discouraged wherever practical alternatives exist. Commercial development is strongly competitive and sensitive to a wide variety of factors, among which transportation facilities play an important role. Commercial land uses must be carefully located to improve traffic capacity and safety. Shopping centers are to be as accessible as possible and provide convenient off-street parking areas. The commercial core area access will be provided by the road system, and ultimately by rapid transit with long term parking discouraged in the core area. A pedestrian underground walkway system will be developed to complement public transit services and improve pedestrian mobility in the central area. Industrial development is required in the Edmonton area to maintain its growing

*NOTE: At the present time an up-date to the 1981 population projections contained in the "General Plan" is being considered. The up-date will provide sector-by-sector population forecasts based on demographic characteristics (See Figure 2).

population. Transportation objectives of the "General Plan" encourage the development of highway, rail, air and pipeline facilities to stimulate Edmonton's emergence as western Canada's principal distribution center. The City must provice a transportation system which links local industrial areas with local, regional and national markets, and with sources of raw materials and ancillary industry. The industrial areas must be accessible for employees by public transit as well as private automobile. Parks and public developments must be accessible to the public. Public develop ments generating high traffic volumes must be suitably located to enable access to major thoroughfares and transit facilities with minimal detrimental effects on the adjoining land uses. Parking is an essential part of the functional design of all facilities. The central area, which more than any other area reflects the personality of the City, is to be encouraged as the center of activity for the City. Efficient, attractive access to central Edmonton should be maintained from the whole of the Metropolitan Area. A most important means of stimulating and concentrating development in the downtown is through the provision of a balanced transportation system consisting of public transit (rail and vehicular), automobile, pedestrian and parking facilities. Access routes to the center are to be given priority while through traffic will utilize bypass routes. The central area street system should distribute traffic efficiently, and provide convenient connection to nearby high density development. There should be three major categories of roadway serving the central area: i) High capacity by-pass routes; ii) Primary access and distributor roads; iii) Local service streets. A walkway system which provides a covered pedestrian walkway network with grade-separated street crossings, and access to parking and transit terminals should be considered. Mass transit is regarded as vital to the successful development and maintenance of a strong and viable central area. The provisions of an underground rapid transit system with pedestrian connections to major retail and office buildings is an important future considereation. Surface transit systems will continue to operate on downtown streets and occasionally on special lanes and transit malls, but will ultimately play a supplementary role to underground rapid transit. The planning and design of the various components of the transportation system should help implement general plan policies regarding direction of urban growth; type and intensity of land uses; and population density and distribution. The guidelines of the "General Plan" indicate subdivision streets with a hierarchy of local and collector streets. In turn these are served by an arterial system which, if provided with proper buffering, can serve as neighbourhood divisions. Industrial and commercial outlets are to be located on efficient high capacity routes. That a system of staggering or entending business hours be divised which will alleviate traffic congestion to business orientated traffic in the morning and evening rush hours.

3. The Transportation Chapter of "The General Plan"

• activity center service

The Transportation Chapter of the "General Plan" was the culmination of work

• specialty service for the aged, handicapped, etc.

initiated by the realization that the approach and concept of transportation planning

• park-and-ride service

must be revised. Involved in this process was the "Transportation Plan Position Paper" in

• special bus lanes

1972 and subsequent public hearings.

• transit priority signals

The overall requirement for the City's transportation system has the objectives of:

Emphasis on funding of transit systems must be based on public service and not solely on earnings and expenses.

a) b)

The objectives for public transit are: serving the needs of all sectors of the City for the Transport of persons and goods;

a) To establish a network which provides a high level of service

endeavoring to improve the quality of life as well as minimizing the

deleterious influences upon the social and physical environment c)

To provide effective peak hour central area service thereby minimizing reliance on private autos

occasioned by the transportation system;

To actively plan a rapid transit system

to create a transportation system that is acceptable in gaining citizen

To guide land use regarding transit service.

support, attainable with respect to financial and technical reources

To develop a rapid transit system to serve densely populated corridors and the individual components of this system should focus upon the

available to the City, technically competent to meet the City's require-

central area of the City.

ments, and flexible enough to adjust to future needs.

The first step in the roadway planning process must be to determine the There is a very strong relationship between land use and transportation planning. This relationship must be emphasized and coordination between the two is required. A transportation plan should serve to guide and control the direction and rate of city

short-comings of and the potential for improving the existing system of roadways. Initial roadway improvements should be aimed at maximizing the efficiency of the present system. Improvements should consider:

growth, the form and function of the city's central area, and the rezoning of land to ensure no significant change in land use occurs. These three factors have a strong influence on the timing and construction of an expanded transportation network and the

operational techniques

•

other means of accommodating increased capacity (focusing upon the improvement of the transit system)

impact of mass transit in maintaining the central area.

• reconstruction of existing facilities

The concept for Edmonton's "Transportation Plan" is to be based on the

• construction of new facilities.

realization that the transportation system consists of two primary components; public

•

transit and a roadways network. Improvements to this transportation system are to be

Developing areas must be considered and adequate rights-of-way and connections

based on the need to accommodate City growth and to generally improve and upgrade

planned.

both the roadway and transit system. Transportation services shall be provided to

The roadway concept for Edmonton is based on a system of ring roads with

developing areas but not to the detriment of the existing inner or down stream com-

penetrator connections. Such a system will minimize the intrusion of cross-city traffic

munities. However, plans must emphasize improvements to traffic operations and bus

into inner-city areas, and lessen the need for major roadway construction in the central

transit service throughout the city, which will provide short term relief.

area. The roadways within the inner ring are envisioned as arterial roads only. Roadways

A major emphasis must be placed on the public transportation system. Edmonton •has a high record of transit usage but further increases in ridership must be

exterior to the inner ring will involve arterial and expressway type roads with freeways only where no major disruption of existing development occurs.

encouraged, particularly in the central area of the City. The public transit service is open

Studies directed to the formulation of a parking policy for the City of

to trial developments and these must be pursued and evaluated. A formal in-depth

Edmonton, especially in the Central Area, are required to more fully understand the

investigation of public transit is a fundamental part of the transportation planning

relationships between traffic flows, parking provision and the impact of alternative

process. Immediate priority should be given to an improvement program for the existing

parking policies on other modes of transportation. The effect that varying parking

service. The transportation strategy must be to meet and exceed the existing demand.

programs have on the attainment of transportation planning objectives is significant and

Reliability must be maintained and improved and investigations of special requirements

care will be necessary to ensure that the policies implemented are mutually comple-

must be undertaken such as:

mentary with other aspects of the transportation program.

The overall roadway objectives are: a) To provide a functionally differentiated road system which provides adequate capacity for public transit vehicles b) To make maximum use of the existing system c) To minimize deleterious effects of roadways d) To study and establish a system of ring roads e) To establish a parking policy for the City that complements the overall objectives of the transportation plan. Pedestrian movement and bicycle systems are areas requiring study in the Transportation Plan. The plan should provide guidelines and policies for both of these areas giving special attention to the provision of safe continuous routes separated from the vehicular portions of the transportation network. As emphasized, there is a very strong relationship between transportation and land use planning, and development within one area can have major impacts on the other. The purpose of this section is to stress this relationship and to outline briefly some of the major areas where co-ordination between the two is especially required. These areas encompass a field ranging from total City and metropolitan structure on the one hand to problems associated with individual zoning requests on the other. It is thus mandatory that transportation and land use planning together with their associated programs, be integrated and coordinated through continuing close liaison.

projects to cope with the forecast needs of Edmonton. If similar financial limitations must be lived with in the future the programming effort must be to improve the existing system by upgrading and extending the arterial road system and serving public transit needs with a bus system utilizing express buses, special bus lanes and extended trolley routes. An example of a 15 year, 15 million dollar per year capital program is shown on Table II.

TABLE ll 15 MILLION DOLLAR PER YEAR CAPITAL PROGRAM (a) Basic Plan/Program Category (i) Extension of Arterial System to service new subdivisions (includes land

Estimated Costs

Average Per Year

$ 40 Million

$ 2.7 Million/yr

18%

for 15 years

for rights-of-way and construction of 4 lane standards). (Upgrading of Existing Arterial System

$ 50 Million

$ 3.3 Million/yr

22%

for 15 years

(includes land for rights-of-way and construction projects). (iii)Traf f ic

Signals

and

Miscellaneous

$ 1.0 Million/yr

6.7%

$ 2.0 Million/yr

13.3%

$ 3.0 Million/yr

20%

$ 3.0 Million/yr

20%

minor projects such as short sections of street widenings, intersections improvements, etc. (iv) Transit Improvements â&#x20AC;&#x201D; in "current" funding.

4. Financial Directions The major limiting factor to the implementation of new facilities and the operation of existing facilities are the funds available for these purposes. In 1972 dollars the money for major transportation projects averaged 12 million dollars per year over the past five year. This sum includes the Provinces contribution of some 4.5 million dollars annually and is approximately a 50 - 50 split between land acquisition and construction. In addition current funds for maintenance operation, capital debt, transit net cost charges, transit extensions and concession fares amounted to approximately 11 million dollars (1972 dollars), of this 1.8 million was the Net City-at-large cost for public transit. In the past no monies were dedicated to the purchase of lands for future projects and none was available for investmentin public transit. A major shortcoming of the existing policies are the restrictions on the use of the Provincial grant monies. These monies cover construction costs only and are applicable to a pre-determined limited network of roads. The cost of land on such routes has proven to account for 50% of the Net cost of the project, thus requiring an equal expenditure by the City to obtain Provincial monies. The requirement of the Province to up-grade their facilities and the matching improvements necessitated within the City boundaries have further limited the usefulness of these grants. The continuance of the existing program provides very little for new major 30

(v) Land Acquisition for Future Projects and protecting "Concept Plan" re-

$ 45 Million over 15 year period

quirements. (vi) Major Projects â&#x20AC;&#x201D; such as 105 St. Bridge, 97 St. widening Groat Road,

$ 50 Million

11 6 Street Underpass, Northeast Rapid Transit Line, or their equivalents (includes land and construction to initial stages). Annual Capital Program Appropriation

$ 15.0 Million

100%

To adequately provide new facilities and a high capacity transit service it is estimated that an annual Capital and Current sum of 30 - 35 million dollars which is some 10 million dollars per year more than is presently available, would allow the City to embark on a program of a) Implementing a high capacity transit system b) Providing necessary lands for future facilities C) Upgrade and extend the existing arterial road system d) Provide new roadway facilities.

The 1974 Provincial budget indicates that some 5 to 7 million dollars may be available for mass transit development in Edmonton. If this proves to be correct then the suggested Capital Program would be that shown in Table III.

TABLE III SUGGESTED ALLOCATION OF CAPITAL SPENDING FOR TRANSPORTATION Average Per Year (i) Extension of Arterial System to new subdivisions (includes land for rightsof-way and construction of 4 lane standards)

$ 3.0 Million

12%

(ii) Upgrading existing arterial system (ineluding land for rights-of-way and construction projects)

$ 3.0 Million

12%

liii)Operational Improvements (traffic signals, corner cuts, short sections of street widening, etc.)

1.0 Million

(iv) Transit Improvements line extensions, equipment

$ 2.0 Million

(v) Land Acquisition for future projects and protecting Concept Plan require. ments.

$ 3.0 Million

12%

(vi)Major projects (105 St. Bridge, 125 Avenue, etc.)

$ 3.0 Million

12%

(vii)Rapid Transit

$ 10.0 Million

40%

$ 25.0 Million

100%

Annual Capital Program

To provide adequate levels of transportation service throughout the City sufficient funds must be obtained. These funds must come either from other government levels with their wider revenue â&#x20AC;&#x201D; producing tax bases of through sources other than the municipal property tax suh as a vehicle tax of a City gasoline tax. Such sums must be available for the City to allocate as it sees fit to ensure their efficient usage. Recognizing that past expenditures on public transit have been inadequate to provide a service that operated as a virable alternative to private automobile travel, and considering that greater emphasis has been placed on expenditures in the roadway sector, the emphasis on transportation spending during the next decade shall be in the area of public transit.

De policies and concepts

policies and concepts Clearly defined policies, supported by comprehensive conceptual examinations of each transportation mode as it related to the total transportation system in the City, are required for the planning of present and future plans. The policies established in this document are intended to facilitate the development of an integrated transportation system which accommodated the requirements of all types of traffic with minimum disruption of the urban environment. Accordingly, recognition of public transit as the principal component of Edmonton's future transportation system is basic to the achieve ment of the policy objectives and conceptual plans presented here. The conceptual plans meet immediate transportation requirements by improving the existing roadway and transit systems with only minimal major facility construction. These improvements are expected to meet the City's requirements for 8 - 10 years. Beyond this time, the increasing transportation needs are met by an increased emphasis on transit and rapid transit facilities. Future traffic studies are commonly summarized in the form of "desire-line" maps portraying the general directions and volumes expected for major travel-trips throughout the community. For the Edmonton metropolitan area the major "desirelines" are expected to continue to focus upon a strong, central business district in accordance with the objectives and principles of "The City of Edmonton General Plan." The projected metropolitan area increases over the next twenty-five years are shown on Figure 3. The studies of future traffic and "desire-lines" will be dealt with more fully in Part ll l of the Transportation Plan. The transportation alternatives which have been considered for Edmonton vary from a total automobile-freeway system to a system heavily dependent on high-volume public transit facilities. Successful transportation systems are complementary systems where a good basic road system is complemented by a full public transit system. The concepts presented in this plan are intended to provide a "complementary" system with emphasis towards provision of public transportation facilities, which will be realized by developing the full potential of the existing road system. Roadway system improvements which have been considered include initiating operative traffic improvements and increasing transit capacity on the street system through bus system improvements such as exclusive bus lanes and preferential bus signals. As the road system reaches its full capacity exclusive right-of-way transit facilities will be developed which will ultimately serve as "high capacity transit" routes.

1. Pedestrian Facilities a) Policy The pedestrian policy objectives are to ensure the provision of safe, direct, and pleasant pedestrian facilities throughout the City. To achieve these objectives the pedestrian system should: â&#x20AC;˘ be separated from motor vehicular traffic systems along the length of the system and at major crossing points by over or underpasses.

• provide for the development of weather protected routes. • be considered in detail in subdivision development, urban redevelopment and park planning. • be available for use the year-round. A comprehensive pedestrian system should be provided in all residential areas to ensure safe, direct and pleasant access and circulation by means of sidewalks and/or walkways to:

„

(4111 ,

Elementary, Junior High and High Schools Public Transit

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Commercial Sites Parks and Recreational Facilities Other Public Facilities

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Industrial. area plans should provide right-of-ways for pedestrian facilities to

1.0-111M

allow integration with public transit and other pedestrian drop-off points, plus right-of-

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ways for pedestrian paths to public facilities.

Pedestrian facilities developed in the central area will provide adequate pedestrian access to transportation facilities, places of work, business and recreation. The

rho--

central area system should provide a network of sidewalks of adequate dimension to allow circulation throughout the area. An enclosed walkway system connecting major pedestrian generating areas plus weather shelters should be provided in addition to the exposed sidewalk network. Since walking is acknowledged as an important form of recreation, the design of all pedestrian systems must consider the recreational potential of such a system within all

id& Miegrmio_

environments of the City. Recreational trails within or adjacent park and school sites and

j .1flLmJ

the river valley system should relate to the environment, and form an uninterrupted extension of the normal pedestrian circulation system within the built-up areas of the City.

If Am

b) Concept The concept for pedestrian facilities is to provide an increased number of attractive walkways including residential area sidewalks, subdivision walkways, and recreational trails throughout the City. A typical subdivision should provide all three such systems (example Figure 4).

In the downtown area the development of a pedway system should provide all-weather, attractive, safe and reasonably direct pedestrian access throughout the downtown area. Such a system must be complementary to other transportation facilities — providing connections between transit stops, rapid transit stations and parking areas and

Forecast Expansion in Peak Hour Trips 34

places of work, entertainment and business. The development of such a system will include pedestrian facilities in special structures such as skywalks, tunnels, transit stations

Fig.3

and those incorporated into buildings. In addition, the development of pedestrian areas, malls and arcades should be encouraged through means such as street closures, lane development, and incorporation in new developments. The pedestrian system should

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SIDEWALKS WALKWAYS

TWEDDLE PLACE

Existing and Committed LEE RIDGE

Wide—primary routes

Narrow—secondary routes

Example Subdivision Sidewalk &Walkway Systems Fig.4 36

•

Downtown Pedestrian Circulation System

Figa5 37

include adequate signing, street furniture, and landscaping to offer some diversion from a

viii) ix)

pavement and concrete environment. A suggested concept is shown in a general layout being developed with the City

compatibility with adjacent land uses. land uses within the environs of the city which may attract cyclists at a future date.

In order to develop a bicycle route network that is sensitive to the needs of

Planning Department as illustrated in Figure 5.

Edmonton's cyclists, it is essential that planning research be undertaken to determine the overall requirements for such a system in Edmonton, including the present and future

2. Bicycle Facilities

cycling patterns within the city. b) Concept

a) Policy The bicycle route concept is to initially develop a series or sate and pleasant The basic policy objectives for a bikeway system are: â&#x20AC;˘ to provide pleasant and functional cycling routes which allow an increased degree of safety compared to the present situation.

exact nature of the demand for cycling facilities will have to be determined as the system

â&#x20AC;˘ to establish cycling routes which meet both the recreational and utilitarian

develops.

interests of cyclists throughout the City. The bikeway system should reflect the requirements for both recreational and

cyclists commuting to and from various activity centres within the City, however, the

In most areas of the city, existing urban development will necessitate the designation of some existing streets and lanes as bikeways. Such a bikeway system will

utilitarian cycling. Recreational cycling includes activities such as sightseeing, exercising,

also be used to provide paths located in the river valley and ravines. Power pipeline and

racing and touring, while utilitarian cycling would generally consist of trips designed to

utility rights-of-way and some abandoned railway lines will also be considered for the

reach a specific destination. It should be noted that these two functions may well be

establishment of exclusive bicycle paths.

combined. The trip to the store, or the ride to work by bicycle can be as much a recreational experience as a utilitarian trip. The design of the bikeway system should attempt to incorporate exclusive paths

Consideration must be given in the construction of new bridges so that cyclists and pedestrians can cross with relative ease and safety as was done many years ago in the case of the High Level Bridge. Efforts will be made to provide safer routes on existing

specifically designed for bicycles located in areas where it is possible to prohibit motor

bridges. In this manner the combined "bikeway-bicycle path" system should provide

vehicle traffic. It will also include sections utilizing existing vehicular roadways (prefer-

access between a variety of activities.

ably minor streets and scenic roadways) where cyclists would share the right-of-way with

The attached plan (Figure 6) illustrates schematically the manner in which the

other types of traffic. The system should provide readily identifiable links to a variety of

route system could be developed. Continuity, resulting from the utilization of inter-

activity centres such as schools, parks, recreational facilities, commercial areas, the

connecting loops of varying lengths provides cyclists with the opportunity to use their

downtown and places of employment. The bikeway system involves many of the same criteria required to develop any

bicycles for both recreational and commuter purposes. This bicycle route conceptual plan should act as a guide in the development of a broad network of routes throughout the

transportation system, and must recognize those particular requirements which are

entire city. Individual route proposals will be examined both on their own merits as well

essential to cyclists. To achieve the objectives of a comprehensive bikeway system, the

as the manner in which they can be integrated into the final scheme.

design must consider the following factors: i) ii) iii) iv) v) vi) vii)

A central element in the planning of the bicycle routes is community partici-

safety

pation. The final designation of the most popular routes can only result if there is a high

the utilization of special existing rights-of-way such as power lines,

degree of public involvement. To this end a series of meetings will be held with bicycle

pipelines, railways, etc.

advocates, school administrators, students, police, safety council and service organizations

routes into, through and adjacent to the river valley and ravines.

to determine tie best routes from the many possible alternatives.

linkages to major activity centres. creation of interconnecting loops from major routes to other minor links.

3. Public Transportation

provision of bicycle parking facilities. the sensitivity of cyclists to changes in grade, surface conditions such as curbs, route length, traffic congestion, aesthetic and environmental conditions.

commuter and recreational routes. The routes should jointly serve school children and

a) Policy The public transporation objectives are to provide a high level of service, capable of attracting a maximum number of passengers to the system. In presenting the policy for

CORONATION PARK

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CLAREVIEW

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PARK AND RECREATION AREA BICYCLE PATHS ON EXCLUSIVE RIGHT- OF-WAY APPROVED BIKEWAY

0 COMPOSITE HIGH SCHOOLS

BIKEWAYS ON EXISTING STREETS

Bicycle Route Network Concept Plan 40

•

A SP C EA EER LM DOWLARK 4N4‘ . 1 P-" jA

WEST JASPER PLACE

Fig.6

MAJOR ACTIVITY CENTERS

SOUTH EAST

BONNIE DOON

SOUTH CENTRAL

M IL LWOODS MAINLINES DIREf.',T SERVICE

TRANSIT CENTERS

Transit Plan Concept

FEEDERS

Fig.7 41

the public transportation system it is presumed that sufficient funds will be made available to carry out these policies without the necessity for fare increases which may tend to discourage ridership. The accepted function of the public transit system is to provide a means of transporation for the majority of citizens between all developed areas within the City and major destination points providing basic operating standards of: • walking distances • service frequency • hours of service • loading conditions • trip times • public safety • service reliability • convenience of transfers between routes and modes. In addition, specialized service will be provided to individuals or groups and other political jurisdictions subject to adequate remuneration. The public transporation system will ensure optimum development of its service through cooperation with City departments involved in City development, and with other levels of government to ensure integration with a regional public transporation system. Basic transit service will be oriented to serve the following destinations: • • • • • • • • •

City Centre University of Alberta Shopping Centres and other Commercial Complexes Schools, Colleges, Libraries, and Museums Hospitals Government Offices Senior Citizens Homes Multi family dwellings Parks and Recreational Areas

Transit planning in new subdivision areas will make provision for efficient routes giving priority service to schools, churches, community centres, commercial developments and high density areas. Industrial subdivisions will be provided with service when demand warrants. Route locations will be included in the industrial subdivision design. The public transporation system will investigate and if warranted initiate pilot projects on innovations such as Park-and-Ride, Exclusive Transit lanes, priority signals, exclusive bus right-of-way, mini buses, dial-a-bus and community run charters. Such projects will be assessed and reported on for possible implementation on a regular basis. Rapid transit service will be given major emphasis. The Northeast line which is the initial portion of a system will be completed by 1978 and will be complemented with other lines where costs and benefits warrant.

El RAPID TRANSIT LINE 000 Possible EXTENSION

0 0

_MM

ACTIVITY AREAS

Rapid Transit Concept Plan

Fig.8 43

b) Concept

climbing lanes; additional traffic lanes; and for wider medians which could be used for

The transit concept plan is based on the development of several transit centres throughout the City; such centres will be the focal point for feeder bus service. These transit centres will in turn be connected to major activity centres by very frequent direct services. Express bus and rapid transit service will connect major activity centres (see Figure 7).

rapid transit lines or directional bus lanes. Such a roadway system can best provide an adequate capacity for vehicular movements if developed in a grid network with approximately a one mile spacing. The grid spacings must become closer as the population desnities increase. This grid system collects traffic movements within its boundaries and provides connection to the entire road system. To provide adequate capacity for vehicular movements: to and around the

Mainline service routes will provide high capacity passenger service. Travel time improvements will be attained through: i) ii)

improved arterial roadway capacities

system is also incorporated into the network. The specific roadway policies are:

preferential signals for transit vehicles

iii)

exclusive bus lanes

iv)

exclusive rights-of-way

central area; across physical barriers and in high desire corridors a ring and connector

more frequent transit service.

In some cases special services and equipment will be required to effectively meet the public need. Rapid transit service will be required to all main population centres as the capacities of exising roadways are reached. The rapid transit plan presently envisions a system of mainlines radiating from the downtown area (see Figure 8).

• •

Arterial * standard roadways will be provided for in new subdivision plans. New arterial roadways will be located in the perimeter of new subdivisions in a grid pattern of approximately a one mile spacing.

•

The exising road system will be improved through operational type improvements to a high arterial standard.

•

To provide a minimum level of service ** in the D to E range during peak hours

•

on arterial roads. Central area roads will be designed in accordance with parking and transit policies to meet the objective of decreasing the percentage of the daily work trips by private auto to the area.

•

Emphasis will be placed on the improvement of a central area bypass provided

•

by a ring system. High standard, high speed roadways will, if proven necessary, be planned for in

4. R oadway a) Policy

the undeveloped areas of the City. The roadway objectives of the transportation system are to provide access to each individual outlet in the City and to provide a means of interconnection throughout the City. The roads provide the necessary distribution system for public transit, commercial deliveries of goods and services and person trips made by private automobile. As determined in the "Transportation Chapter" of the "General Plan" the City's objective is to maintain an arterial type road system by improving and adding to the

NOTE: *An Arterial Roadway is:

existing roads. This objective will be achieved by providing: A roadway whose function is to expedite the movement of through

adequate arterial standard roads in development subdivisions

ii)

providing arterial standard improvements to the existing system

traffic to major traffic generators. Such roadways serve adjacent lands

presenting achievable roadway facilities over which traffic volumes are

and collect and distribute traffic from major roadways to less important

assigned rather than attempting to design roadways for projected traffic

roadways or directly to traffic destinations.

iii)

volumes. The roadway pattern will be developed in conjunction with urban design to ensure that major arterials form subdivision boundaries and are designed to provide

A Major Arterial (Class 1) — provides relatively inimpeded traffic flow on 4 to 6 moving lanes. Such roadways are divided, handle 20-40,000

adequate noise and visual buffers. The basic facility for the roadway system will be a four

vehicles per day and usually although not necessarily have partial or full

lane divided roadway with at grade intersections. These arterial roadways offer a high

access control (ie directional access to roadway only).

standard of operation when coupled with properly sized subdivisions. Further flexibility

Traffic signals control at-grade intersections with major intersections

can be built into such a basic roadway by providing rights-of-way which allow space for

grade separated. Operating speeds may approach 35 - 40 m.p.h.

additional lanes for: exclusive bus lanes; maneouvering lanes in commercial areas; truck

(example 137 Avenue).

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Fig.9

Subdivision Road Concept

Fig.10 47

b) Concept A Primary Arterial (Class 2) â&#x20AC;&#x201D; normally a four lane roadway preferably divided can be six lanes if access requirements demand. Handle traffic volumes of 15-25,000 vehicles per day and allow access to adjacent properties. Normal operating speeds are in the 20 - 30 m.p.h. major intersections signal controlled (example 111 Avenue). A Minor Arterial (Class 3) â&#x20AC;&#x201D; a four lane roadway not usually divided. Handles traffic volumes of 10 - 20,000 vehicles per day and allows access to adjacent properties. Operating speeds are in the 20-30 m.p.h. range and intersection control are signals or "STOP" signs. * *Level of Service Level of Service is a term which, broadly interpreted, denotes any one of an infinite number of differing combinations of operating conditions that may occur on a given lane or roadway when it is accommodating various traffic volumes. It is a qualitative measure of the effect of a number of factors, which include speed and travel time, traffic interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs. At Level of Service A, there are no loaded cycles and few are even close to loaded. Level of Service B represents stable operation.

In Level of Service C. stable operation continues, with some cycles loaded (ie vehicles present through entire green phase of signal). Operating speed 20 m.p.h. or greater.

The roadway concept is a network of arterial roads developed on a basic grid system; together with three internal ring systems to provide continuity of access across the City with their locations primarily determined by the necessary crossings of the physical barriers within the City. Connection to the Regional Provincial Roads, Provincial Highway system and major arterial route connections to the new subdivision areas complete the concept plan and provide the necessary route continuity of the system. The system for the next 10 years is as illustrated in Figure 9. The specific elements of the system are: Subdivision System (Figure 10) The development of subdivisions for future growth and the provision of access to these subdivisions is a basic feature of the roadway plan. Analysis of the development of the City in the past and of generation from residential and industrial subdivisions indicates that a roadway grid network on approximately a one mile spacing is required. Provision must be made for either the closer spacing of this basic grid or the enlargement of the roadways in areas of higher density or vehicular activity. Utilizing this concept, subdivisions can be planned within such a network, providing both adequate right-of-way and buffering for the road system at the planning stage. Ring System A means of overcoming the impact of physical barriers such as the river, the airport and rail lines on the grid system is the development of a ring system in conjunction with the grid. The ring system presents clearly identifiable high capacity roadways which have continuity throughout and provide access to the grid system. The rings therefore serve the function of providing a bypass of portions of the City, provide a distribution system to the grid system and can provide a higher standard of roadway. The existing and suggested ring systems are: (See F igure 11) i)

ii) Level of Service D encompasses a zone of increasing restriction approaching instability. Most peak hour cycles are loaded and some vehicles wait through more than one cycle. Operating speeds are 15 m.p.h. or greater. iii) Capacity occurs at Level of Service E, at which time there is a continual back-log of vehicles waiting to enter the intersection. Operating speed approximately 15 m.p.h.

A primary ring to provide ciruclation around the central business district and serves as a collection-distribution system of central area traffic. This ring would also connect a number of sub-centres located on the Central Area perimeter. The secondary ring is the light automotive loop, functioning to provide cross City movements and a bypass of the more congested areas. This system would provide a high standard arterial roadway with operating speeds of 30-40 m.p.h. and although some intersections may be gradeseparated, intersections will for the most part be signal controlled. The Tertiary (Truck Route Loop) Ring This system serves the purpose of providing the connecting ring to the external highway system, thereby collecting entering vehicles and providing cross city movements or bypass. It provides an excellent route for light vehicles crossing the City and passes through the major industrial areas of the City thereby affording access to these areas, and

Level of Service F represents jammed conditions.

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Fig.11

Designated Highway Routes

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can serve as a truck distributor loop. A major portion of the land adjacent to this route is either undeveloped or is being redeveloped thereby affording the opportunity to provide land uses and buffers connpatable with a major industrial roadway. iv) The Outer Ring Road or Parkway The Outer Ring Road has been conceived as an external bypass roadway, connecting all major highway entrances. It will also serve as a distribution road for trips originating outside the City particularly those of the Metropolitan area in centres such as Leduc, Fort Saskatchewan, Sherwood Park, and St. Albert. The present planning for the road is that it will be of Freeway standard. The road presently lies in undeveloped land and its planning allows the City and developers alike to acknowledge the requirement for right-of-way and for buffers at an early stage.

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Highway Penetrator System The highway system shall obtain cross City continuity by utilizing the proposed truck route loop and the outer ring road system. Prior to the completion of these routes the present grid and arterial facilities may be utilized as cross city highways (Figure 12).

5. Corridors The proposed transportation concepts for bicycles, transit and roadways will ultimately exceed the provisions made by the concept plans. Some of these areas can be identified now and although no construction of facilities is foreseen in these corridors in the next ten years it is to the City's advantage to protect them for development. Examples of such corridors are the approaches to a new High Level Bridge, portions of the south rapid transit line, future walkways and bicycle paths (see Figure 13).

5. Parking

Corridor Concept Plan 52

Fig.13

The parking objectives are: to provide the minimum amount of parking required to accommodate vehicles in such a manner as to encourage a comfortable and visually pleasing environment; to set and enforce a maximum limit on thy amount of parking made available in downtown and other major activity centres thus creating a regulated, efficient auto storage system; to provide parking policies which vary with type of development and area of City in which the development is located. Central area parking objectives are to regulate the usage of parking and to encourage employee parking on thy periphery of the Central area and in close proximity to public transit.

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Policies are: Off street parking will be limited in the central area to improve efficiency of land use and pedestrian traffic. Joint use will be made of such parking facilities by providing daytime business parking and evening recreational parking. A central area parking policy shall be developed that will encourage entry and departure from the area during off peak periods. The policy shall also encourage multi-passenger ridership in vehicles entering the central area. On street parking should present minimum conflict with traffic and pedestrians in the Central area. Such parking will be restricted to short term parking during off-peak hours. Outlying commercial area parking policies are to encourage the provision of adequate off street parking and attempts should be made to screen such parking from road traffic and pedestrians. Off street parking policies in the vicinity of outlying commercial areas such as planned shopping centers are to provide adequate parking to handle peak loads in an average week. Strip commercial areas will also be encouraged to develop off peak hour usage and restricted meter parking. Residential area parking policy is to provide adequate off street parking. Apartments should provide off street facilities for residents and visitors alike. On street parking should be used for temporary parking only and should not restrict traffic flow or infringe on safety standards of residential streets. Industrial area policy is to provide total off street employee and customer parking. In general the parking policy is to encourage off street parking and to discourage parking in the central area to promote more efficient use of transit facilities.

E. the plan

the plan General The "Transporation Plan" includes all facets of transportation. However, an overall City plan for pedestrians and bicycle systems involves a great deal of detail, therefore examples of such systems are included rather than an entire City Plan. The proposed Transit and Roadway Plans are presented and although discussed separately are in actual fact combined in one plan. These plans present facility improvements and extensions which are anticipated over the next 5 - 10 years.

Pedestrians The pedestrian plan has two distinct sections; the subdivision recreational systems and the Central area system. The subdivision plans present sidewalks and/or walkways adjacent to every residence, thus providing pedestrian access for all activities. The sidewalk systems provide not only pedestrian links throughout the subdivision but also the traditional subdivision sidewalk uses for recreation. The walkway system provides direct connection from residential areas to schools, commerical outlets, parks and the park walkway system. The central area plan involves an enclosed walkway system connecting transit, commercial and parking facilities. Basic to the plan is the surface sidewalk system providing front door access to all commercial outlets. The unique portion of the pedestrian plan is the pedway system incorporated in the rapid transit system and along Jasper Avenue (See Figure 5).

Bicycles The bicycle plans involve a series of projects which will provide direct bicycle paths throughout the City. At present one system has been implemented and is shown in Figure 14. This is suggested as a typical project and it utilizes existing roads and lanes. The bicycle system will be developed along the lines of the previously discussed concept plans and be brought forward on an individual basis.

Public Transit The improvement of public transit in the City of Edmonton is an on-going concern. As the City grows in size and changes in land use become apparent, so transit needs change. The objective of this plan is to set acceptable criteria which will serve as a measure of the adequacy of existing service, a tool for determining where improvement is required, and a method of calculating the cost of providing service in developing areas. They will also serve as a guide to planners and designers laying out new subdivisions and areas of redevelopment so that they may be adequately and efficiently served by public transit and to facilitate the coordination of public transportation and long-range land use objectives. The public transit plan is divided into two primary sections: a plan for operational standards; and a service extension plan. The details of subdivision extension cannot be presented but mainline routes are.

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The operating standards plan has the goal of providing a service as follows: An area shall be considered to be adequately served by public transit 1. when: a)

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University Bicycle Route Plan 56

each 30 minutes; the base service is available from 6:30 a.m. to 11:00 p.m. Monday to Saturday and 9:00 a.m. to 11:00 p.m. on Sundays

and holidays; passengers are able to board the first vehicle to arrive on any service having an interval between buses of 5 minutes or more, or the second vehicle when the interval is less than 5 minutes; el time from boarding the first vehicle to downtown shall not be more than 45 minutes. Minimum service will be provided as defined above for all developed residential areas within the City Boundary or an alternative in the form of "on-demand" services may be provided in selected areas. The hours of operation of such service is to be as in 1(c). Services beyond the City Boundary will be provided by agreement between the municipalities concerned and the City of Edmonton subject to protection from competition similar to that enjoyed within the City Boundaries. The introduction and staging of industrial services will be on demand, according to routes and times previously agreed to by the Transit System. Services to industrial areas will be provided so that convenient d)

MICHENER PARK

the walking distance from most dwellings to the nearest transit boarding point shall not be more than 1300 feet; the frequency of base service is not less than one vehicle in

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connections may be made to all parts of the Transit System. The service provided by rapid transit shall be superior to the bus service

it may replace. Facilities shall be provided where practical for the accommodation of

handicapped persons and for the handling of luggage, parcels, baby carriages, etc. during off-peak periods (eg. tip-up seats). Transit vehicles shall be given priority on the public roads.

Section II. Transit Service Improvement Program The current proposed improvements under development or study are (F igurel 5): I. The construction of transit exchange centres at: • Westmount • Northgate

Fig.14

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• Bonnie Doon • Southgate and improvement of the existing terminal at Jasper Place. 2. Extension of mainlines to regional terminals. a) mainline extensions i) extension of trolley service along 97 Street to a Northgate Shopping Centre Terminal; ii) extension of trolley service on 109 and 111 Streets to a Southgate Shopping Centre Terminal; iii) extension of trolley service on 107 Avenue to 156 Street and the Jasper Place Terminal; iv) extension of trolley service on 118 Avenue to a Beverly Transit Centre. b) exclusive bus lanes i) the extension of the 109 Street exclusive bus lane south as required; ii) the implementation of exclusive bus lanes on 101 Street from 108 Avenue to 100 Avenue; iii) the implementation of exclusive bus lanes on Jasper Avenue from 95 Street to 124 Street as required; iv) the implementation of exclusive bus lanes on 97 street as required. c) Changes of routing inasmuch as the need for transit service changes varies with new developments in subdivisions and with respect to citizens travel patterns there must be continuing emphasis in adapting neighborhood transit networks to better meet these needs. These are illustrated in the proposed Northwest area transit improvement program. Plans of this kind will be submitted for review and approval on a continuing basis to establish the transit service programs of the city. d) Express Bus express bus service will be introduced where warranted when significant numbers of passengers encounter trip lengths in excess of 45 minutes, due to transfers, multiple stops and/or traffic congestion e) Innovation

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many innovative schemes are being introduced. The Transit System must evaluate these so the most promising alternatives can be utilized in Edmonton situations. The Plan for rapid transit is to construct and implement the North-east rapid transit line by 1978. This line will operate from 101 Street and Jasper Avenue to 129 Avenue. This involves the planning and design of the right-of-way, the selection of equipment and the development of a suitable operating format.

Transit Improvement Plan

Fig.15 59

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As the Northeast line implementation progresses, the planning and assessment for the North, South and West lines will be initiated (see Figure 16). Included in each of these projects will be assessments of vehicle types and operating standards. Further studies will produce detailed recommendations.

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Roads The road plan is to provide: the necessary basic grid system for developing industrial and residential subdivisions on a one mile grid utilizing four lane divided at-grade roadways; a ring system to allow the necessary cross city movements and central area bypass; and to provide connections between the external road network and the City ring system to ensure route continuity. This will be accomplished by amending the existing Transportation Bylaw to that shown in Figure 17. a) New Subdivisions The roadways associated with new subdivisions are the basic grid roads and major access routes. For the areas of development activity these involve: i)

ii)

iii)

iv)

Mill Woods, South and South East Industrial Areas The north-south arteries of 34 Street, 50 Street, 75 Street, 86 Street, 91 Street and 99 Street are proposed and the east-west arteries of 23 Avenue, 34 Avenue, 51 Avenue and 92 Avenue. In addition to these roadways a major access route to the central area is required. It is proposed that this will be provided by the 103 Street arterial system and will eventually be relieved by the south rapid transit line. Kaskitayo The Kaskitayo subdivision has the north-south roadways of 111 Street, 119 Street and east-west arteries of 23 Avenue and 34 Avenue, again the 103 Street — 105 Street connection plus the 111 Street — 109 Street system provide central area access and provision is being made for a future connection to the south rapid transit line. Riverbend—Terwilleger This subdivision is limited in size by the Whitemud Creek Valley and the North Saskatchewan River. An internal grid will be required but the only grid connection of the area is via 23 Avenue, major arterial access must be via an extension of the Whitemud Drive system (45 Avenue). West Jasper Place — North West Industrial These subdivisions present an elongated north-south area. The arterial road grid will be supplied by east-west arteries of 62 Avenue, 87 Avenue, 111 Avenue, 118 Avenue, 128 Avenue, 137 Avenue and north-south arteries of 149 Street, 156 Street, 170 Street and 184 Street. Major accesses to the central area are proposed via a McKinnon Ravine roadway, rapid transit or bus transit for the subdivision area. Castle Downs — North East Area

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The grid system extension in this area will include north-south routes of 50 Street, 66 Street, 82 Street, 113A Street, 127 Street and 142 Street. East-west arteries will be 153 Avenue, 170 Avenue. The major downtown access route suggested is an improved 97 Street arterial street. A possible north rapid transit line would also be centered on this route as would interim high frequency trolley service.

Rapid Transit North-East Line Plan

Fig.16 61

vi) Clareview, Hermitage This residential area is accessed by the east-west arteries of 129 Avenue, 137 Avenue and 153 Avenue. North-south routes would be Victoria Trail (32 Street) and 50 Street. Major central area access would be provided by the Northeast transit line with a major station in Clareview and via 125 Avenue.

route for light vehicles crossing the City. Passes through the major industrial areas of the City thereby affording access to these areas and as such can serve as a truck distributor loop. A major portion of the land adjacent to this route is either undeveloped or is being redeveloped thereby affording the opportunity to provide land uses and buffers compatable with a major industrial roadway. The suggested routing for this system is 170 Street, 125 Avenue, Highway 14 or 17 Street and Whitennud Drive (Freeway).

Ring Road System

The design standard of this road should be such as to allow a minimum

Before undertaking any alteration to a roadway that may cause a

operating speed of 40 m.p.h., major intersections to be grade separated

significant increase in the volume or speed of traffic on a street running

with minor intersections signalized and railroad crossings grade

through or adjacent to a residential area, the affected property owners shall be notified and Council shall be provided with details as to the

separated. Some portions of the roadway exist. However, major construction will

adequacy or building setback and noise buffering.

be required to present this system for use. Improvements are required on Whitemud Drive from 122 Street to Quesnell Bridge and from 159

The Primary Ring The primary ring provides circulation around the Central Business

Street to 170 Street, on 170 Street from Stony Plain Road to 125 Avenue, on 125 Avenue from 170 Street to Beverly Bridge and a route location study to determine an east route is required.

District and serves as a collection-distribution system for traffic associated with central area and major subcentres (University of Alberta, Strathcona, etc.). The primary ring is composed of Groat Road, 111 Avenue, 82 Avenue and a combination of 99 Street, Grierson Hill Road, Jasper Avenue (east). The primary ring is presently operating below capacity in some sectors. Improvement plans for this system would include operational improvements such as signal timing changes, channelization at intersections, minor widenings, and alignment improvements to Groat Road.

The Outer Ring Road or Parkway The Outer Ring Road has been conceived as an external bypass roadway, connecting all major highway entrances. It will also serve as a distribution road for trips originating outside the City particularly those of the Metropolitan area in centres such as Leduc, Fort Saskatchewan, Sherwood Park, and St. Albert. The present planning for the road is that it will be of Freeway standard. The road presently lies in undeveloped land and its planning allows the City and developers alike to acknowledge the requirement for right-of-way and for buffers at an

The Secondary Ring

early state. These major buffering requirements and relationship of this ring to river

The secondary ring serves as the basic light automotive loop,

valley and ravines at crossing points offers excellent opportunity for the

functioning to provide cross city movements and a bypass of the more

development of recreational green belt surrounding the City.

congested areas. This system should provide a high standard arterial roadway with operating speeds of 30-40 m.p.h. and although some intersections may be grade separated, intersection control will be for the most part at-grade signals.

c) Highway Penetrators System High volumes are presently associated with the highway entrances to the City. To reduce the amount of highway traffic

The secondary ring is composed of 149 Street, 111 Avenue, Capilano â&#x20AC;&#x201D;

passing through the City, entrances require direct connection to the

75 Street and a combination of Fox Drive, Belgravia Road, 113 Street,

ring system thus attracting bypassing traffic around rather than

63 Avenue, 61 Avenue and Argyll Road.

through the City.

Improvements to the route would be the implementation of widening,

Allowing highway penetration to the Tertiary or Industrial

providing service roads and buffers to adjacent properties, the improve-

Ring provides the necessary distribution of bypass traffic and a

ment of intersections and the implementation of railroad underpasses.

major portion of the industrial truck traffic. Highway 16 East and West connects directly to the north leg of the Tertiary Ring pro-

The Tertiary (Truck Route Loop) Ring

viding both distribution and a through route for this traffic, a

This system serves the purpose of providing the connecting ring to the

point which will allow this part of the ring to be classified as the

external highway system, thereby collecting entering vehicles and

Yellowhead Route and possible Federal financing assistance. High-

providing cross city movements of bypass. It provides an excellent

ways 15 and 28 which are being combined Northeast of the City

can enter on the N.E. Freeway alignment to Santa Rosa Road of the Tertiary Loop, thus providing high speed entry into the City in an as-of-yet undeveloped area. Highway 14 enters on the Sherwood Park Freeway which will provide high standard access to the Tertiary Ring and also to the Secondary Ring at 75 Street. Highway 2 South is the primary highway entrance to the City, its present entry on 103 Street allows connection to all three ring systems. To provide improved industrial access it is recommended that a freeway type access be developed from Highway 2 to the Tertiary Ring via 91 Street, Highway 2 presently crosses the City via Groat Road (Primary Ring) and the St. Albert Trail. A good connection could attract this movement to the Tertiary Ring, thus removing the Highway 2 and Highway 16 through traffic from the Groat Road — 114 Street connection. It should also be noted that the Highway system provides the access to the City from the outlying or Metropolitan development. This fact will demand high capacity, high standard roadways for these suburban routes. d) Connecting Systems There are two aspects which must be considered in looking at the development of the road pattern. These are: the requirement for interconnection between the ring systems and secondly major route connections from the new developing areas to the Central Business District. The connection between the ring systems is already in evidence and for the most part presents a dual purpose of City penetrator and ring connector. It is necessary that these connectors be recognized and maintained at a high operating standard. These connectors are: • St. Albert Trail — Groat Road — connection from the North East to the Primary Ring, • 114 Street connection from the Secondary Ring to the Primary Ring — (72 Avenue to University Avenue), • Connors Road — connection from Secondary to Primary Ring, • 98 Avenue connection from Industrial area to Inner Ring, • Fort Road connection to Primary Ring, • Kingsway Avenue — connection from Secondary Ring to

TP.52

C.B.D. • Capilano from 118 Avenue to Santa Rosa Road. These connections are anticipated to operate at a high arterial standard road level and should be divided roadways of a 35 m.p.h. operating standard.

LEGEND

TP.51

e) Major Road Pattern

THE CITY OF EDMONTON TRANSPORTATION SYSTEM BYLAW NUMBER 3655

FREEWAYS "FREEWAY STAGING ARTERIAL ROADWAYS PROVINCIAL HIGHWAYS

The major roadway system of the future is illustrated in Figure 18. The ring system and the arterial road patterns can be seen in relation to each other.

ADDED AMENDMENTS APPENDIX A

Fig 17 64

RAPID TRANSIT

CITY LIMITS-JAN. 1, 1974 SCALE : MILES 1

LEGEND HIGHWAYS, REGIONAL, OUTER RING AND PENETRATOR ROADS INNER RING ROUTES (OPTIONS) PRIMARY ARTERIAL ROADS FUTURE ARTERIAL OPTIONS PLANNED RAPID TRANSIT Mf=LI

POSSIBLE RAPID TRANSIT RAPID TRANSIT FUTURE CONSIDERATION

Fig. 18