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CANADIAN PACIFIC RAILWAY fACIIITIES RELOCATION STUDY
background information documents city of edmonton planning department april 1976 4500.1a .E3 :5R8CP 1976a
RAILWAY RELOCATION STUDY BACKGROUND INFORMATION DOCUMENTS
STUDY DESIGN - TENDER SUBMISSION REQUIREMENTS - TERMS OF REFERENCE
PLAN FORMULATION PROCESS REQUIREMENTS
STUDY ORGANIZATION AND M4NAGEJVENT
THE HISTORY OF RAILWAY RELOCATION IN THE CITY OF EDMONTON
V
A REVIEW OF INTERSWITCHING IN THE CITY OF EDMONTON
VI
CITY OF EDMONTON - CANADIAN PACIFIC RAILWAY FACILITIES RELOCATION STUDY PROPOSAL (UNDER SEPARATE COVER)
TENDER SUBMISSIONS •basic requirements STUDY DESIGN s terms of reference
STUDY DESIGN TENDER SUBMISSIONS - Basic Requirements
The submissions made by consultants in response to the Call for Tenders for preparation of a Study Design for the City of Edmonton - Canadian Pacific Railway Facilities Relocation Study will indicate the consultant's interest in undertaking the preparation of the Study Design; and a brief explanation of the approach to be taken by the consultant(s) in the preparation of the Study Design. Following the closure date for the Study Design Tender, the submissions will be reviewed through the normal selection process. The consultant selected will then work in conjunction with the Railway Relocation Study Project Coordinator and Project Steering Committee to prepare the Study Design, which will consist of a comprehensive activity; time and cost schedule for the C.P. Railway Facilities Relocation Study.
In addition to the requirements noted above, the consultant will provide the City with information relating to:
1.
Company History and Organization.
2.
Current Company Involvement in Proposal Subject (i.e. including experience in study design preparation and or railway relocation programs).
.3.
Past Experience in Proposal Subject (same qualifier as above).
4.
Staff evaluation including: education; experience; and expected level of participation of all staff members who will be involved in preparing the study design proposal.
5.
Details Respecting Proposal Execution -schedule of activities; -client co-ordination; -time schedule to completion.
6.
Indication of method by which fees for services and disbursements will be calculated.
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7.
Detailed statement of revenues received for consulting services from the City of Edmonton over the past five years.
8.
An indication of which tasks will be conducted "in-house" and if necessary, which tasks in the preparation of the Study Design proposal will be performed by sub-consultants or other specialists.
9.
Any other support material considered to be relevant by the consultant.
The consultant(s) will provide the City of Edmonton with three (3) copies of its tender submission respecting the preparation of the Study Design for the C.P. Railway Facilities Relocation Study. In addition, depending upon the results of the City's assessment process of the submissions, a presentation to the C.P. Railway Relocation Project Steering Committee may be required of the consultant.
It should be understood that the awarding of this contract will neither benefit nor prejudice the selected firm's eligibility in the future competition for contracts related to the undertaking of the City of Edmonton - Canadian Pacific Railway Facilities Relocation Study.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department April, 1976
STUDY DESIGN PROPOSALS - Terms of Reference
In preparing their statement of interest and indication of how their firm will undertake the preparation of the Study Design for the C.P. Railway Facilities Relocation Study, consideration will have to be given to the following factors: -the complex role which the City's rail network plays in the economic wellbeing of the City and the Edmonton Region; -the intricate nature of railway line and yard operations and the varying functions which are performed by these operations; -the three mandatory requirements of submissions to the Canadian Transport Commission requesting the authorization to implement a railway relocation program: -an Urban Development Plan; -a Transportation Plan; and -a Financial Plan. (See Background Information Document II. -the major components envisaged for the plan formulation process for the C.P. Railway Relocation Study: -Engineering - Planning - Economic - Social
Environmental - Legal
-the plan formulation process will involve the consideration of not only the land areas freed by the railway relocation program, but also the identification and examination of sites considered for development of the displaced railway facilities; -pursuant to the terms of reference for the plan formulation process as defined by the senior levels of government, alternative proposals for the Urban Development Plan and the Transportation Plan will be formulated in order that the final plans chosen for submission to the Canadian Transport Commission are the most favoured alternatives in terms of both feasibility and level of public acceptance;
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-the plan formulation process will include the definition of specific implementation procedures and schedule(s); -studies respecting each of the major components of the Study will be conducted by consultants showing expertise in the particular components of the Study. The consultants selected to undertake these studies will comprise the Project Study Team. (See Background Information Document III-D. -the Study Design will include Terms of Reference for each of the differing consultant components of the Project Study Team. -the Study activities will take adequate account of the existing and proposed developments currently influencing the future character and viability of the Railway Relocation Study Area; -by means of both a Study Project Co-ordinator and a Study Project Steering Committee comprised of representatives from: the senior levels of government; the railway companies; the Edmonton Regional Planning Commission; and relevant Civic Departments, the City of Edmonton will maintain full responsibility for the management and organization of the C.P. Railway Relocation Study Program; (See Background Information Document III-A;B. -a public information process to allow for the active involvement of the general public and interested parties in the C.P. Railway Relocation Study will be defined and integrated with the other major components of the Study; (See Background Information Document II.)
-an investigation into the possibility that the "do-nothing" alternative is the most feasible approach to resolving the railway related problems currently being experienced by the City will be undertaken. -existing sources of required data and information;
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-potential problems in accessing required information; and -completion time of the C.P. Railway Relocation Study is expected to be approximately eighteen months following its commencement.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department April, 1976
II
plan formulation process requirements
PLAN FORMULATION PROCESS REQUIREMENTS
Pursuant to the provisions of Bill C-27, the Railway Relocation and Crossing Act, a railway relocation proposal presented to the Canadian Transport Commission must be supported by an Urban Development Plan; a Transportation Plan and a Financial Plan.
Basically, the Urban Development Plan will indicate: why the rail facilities to be relocated constitute a significant impediment to the orderly and economic development of the study area; how the situation is to be improved by a railway relocation program; plans for redevelopment of the railway lands to be freed by relocation; plans for development of the lands intended for relocation of the displaced facilities; and, how the integration of these development plans with the areas surrounding the study area will be achieved.
The Transportation Plan will show how existing and proposed transportation facilities will be accommodated within the study area, including the location of: walkways; streets; highways; bridges; railway lines, crossings and stations; bus routes and terminals; and rapid transit facilities. The Transportation Plan will show: where the relocated rail facilities will be located; where the railway traffic currently operating in the study area will be rerouted (over existing lines or proposed lines); how the new rail network will operate in relation to the City's remaining rail system; nature of agreements which might be required between the rail companies operating in the study area; and any other issues which may arise in undertaking the preparation of the Transportation Plan.
In addition to the above-mentioned characteristics of the Urban Development and Transportation Plans, the identification and evaluation of the social, economic, environmental and aesthetic implications of the proposed Urban Development and Transportation Plan alternatives are also considered to be very important components of the plan formulation process.
The Financial Plan will define the nature of the costs and benefits of the project and their relative apportionments in relation to the parties and or concerns involved in and or affected by the Study. The Financial Plan will also determine the financial assistance to be made available by all parties involved, including federal assistance through a Railway Relocation Grant and the Railway Grade Crossing Fund.
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In order that submissions to the Canadian Transport Commission requesting the authorization to implement a program of railway relocation are to the satisfaction of the Commission, the Federal Government has set out terms of reference for the Urban Development and Transportation Plans. Consequently, these terms of reference have been provided to urban areas interested in developing a railway relocation program. These terms of reference have been set out in Table II-a and II-b of the City of Edmonton - Canadian Pacific Railway Facilities Relocation Study Proposal.
ADDITIONAL PLAN FORMULATION PROCESS REQUIREMENTS
In addition to the terms of reference set out by the Federal Government for the preparation of the railway relocation Urban Development and Transportation Plan requirements, the City of Edmonton believes the following issues also warrant consideration in the process undertaken to formulate development plans for the Study Area.
Public Information Program In order for the general public and/or interested parties (i.e. resident's groups; businessmen associations; community leagues; etc.) to become actively involved in the railway relocation plan formulation process, a public information program must be defined and fully integrated with the other major components of the plan formulation process. The program should encourage expression of concerns and views of not only the persons or groups who may be directly affected by the City of Edmonton - C.P. Railway Relocation Program, but also those persons or groups who are interested in the program in relation to the opportunities it can bring to the City as a whole. It is anticipated that the information derived from the public information program will provide the essential data required to assess the potential social, economic and environmental implications of the proposed Urban Development Plan and Transportation Plan alternatives.
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Consequently, in the formulation of the Public Information Program, consideration must be given to the type of information needed to fulfill these requirements, and at what stages the Public Information Program should be integrated into the plan formulation process in order to assure the availability of this information at the times which it is required.
Based upon these considerations, it is expected that the establishment and integration of a public information program into the plan formulation process will constitute a major portion of the work conducted in the preparation of the Study Design for the C.P. Railway Relocation Study.
Staging of Plan Formulation Process As outlined previously, under the Terms of Reference set out by the Federal Government for the preparation of a submission to the Canadian Transport Commission requesting authorization to implement a program of railway relocation, three plans are required: a Transportation Plan; an Urban Development Plan and a Financial Plan. Due to the complex interrelationships which exist between the components of these plans, the process developed to formulate the three plans must recognize these intricate relationships and ensure their full consideration. The following staging program is presented as only a superficial indication of the City of Edmonton Planning Department's perception of what the broad stages of the C.P. Railway Facilities Relocation Study might be, and what type of issues might be examined within each of these stages.
Stage I - Formulation of Preliminary Study Area Transportation Plan Alternatives The rationale underlying the formulation of the Transportation Plan component of the C.P. Railway Facilities Relocation Study first, rests in the belief that the physically complex nature of the railway relocation
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process demands attention be given initially to the engineering specifications required to implement the physical relocation of the railway facilities in question. Consequently, it is envisaged that the intial stage of the plan formulation process will be directed towards the preparation of alternative engineering plans respecting development of the sites being considered for relocation of the displaced rail facilities. Similarly, it is expected that in this phase of the Study, engineering plan alternatives would also be prepared respecting the integration of the lands freed by relocation (C.P.R. Downtown and Strathcona Yards) with the existing and proposed transportation facilities associated with the study area (i.e. 105th Street Bridge South Approaches; proposed Rapid Transit South Corridor Extension; etc.). The two broad issues expected to be examined in Stage I are: 1.
the physical, economic and legal feasibility of relocating the currently existing C.P.R. Downtown and Strathcona Railway Facilities (including connecting Branch line) to a new location; and
2.
the physical and economic feasibility of using the C.P.R. right-of-way, which has been vacated by the relocation program, for the development of a more efficient roadway and or public transportation system for the City of Edmonton.
Stage II - Formulation of Preliminary Study Area Urban Development Plan Alternatives The three areas of concern which must be addressed in the second stage of the C.P.R. Railway Facilities Relocation Study are: 1.
the site chosen for relocation of the displaced railway facilities and its surrounding area;
2.
the developable land area available in the C.P. Strathcona Yard area after development of the 105th Street Bridge South Approaches and the Rapid Transit South Corridor Extension;
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3.
the developable area available in the C.P.R. Downtown Yard area after development of the southbound extension of the rapid transit system; and
4.
the developable area available in the C.P.R. Branch Line running between the C.P.R. Strathcona and Downtown Yard areas, should it not be used for a rapid transit alignment.
These three sites may be referred to as the Urban Development Plan Areas.
Some of the activities envisaged for Stage II are: I.
a comprehensive inventory of the physical, social, economic and environmental characteristics of the area surrounding the urban development plan areas;
2.
an examination of any plans proposed for the Study Area and or its surrounding area;
3.
the formulation of alternative conceptual land use plans for the physical development of the urban development plan area(s) based upon the information gathered in the abovenoted inventories;
N.B. The relocation site urban development plan will consist, for the most part, of the displaced rail facilities, however, the land area surrounding the site should be considered in terms of its future land development potential.
4.
the formulation of plans showing the integration of the conceptual land use plans with the proposed transportation plans for the study area.
5.
the formulation of plans showing the integration of the combined transportation and urban development plan alternatives with both the existing and proposed transportation and land use functional network of the City of Edmonton.
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Stage III - Evaluation of the Preliminary Study Area Transportation and Urban Development Plan Alternatives It is expected that Stage III of the C.P. Railway Facilities Relocation Study will be comprised of an evaluation of the Preliminary Study Area Transportation and Urban Development Plan Alternatives formulated in Stage I and II of the Study. In particular, the social, economic and environmental implications of the proposed plans would be examined in order to determine the most suitable Urban Development and Transportation Plans in relation to the future needs of the railways; the land uses surrounding the Study Area; the City of Edmonton as a whole; and any other affected concerns. It is expected that the Public Information Program component of the C.P. Railway Facilities Relocation Study will constitute a major source of input for this stage of the Study, particularly in terms of soliciting the views of interested parties or persons respecting the suitability of the alternative Urban Development and Transportation Plans proposed for the Study Area. Some of the activities expected to be conducted in Stage III are: 1.
an examination of the potential social, economic and environmental implications assoicated with the use of the relocation site for development of the displaced rail facilities.
2.
an investigation into the potential social, economic and environmental implications associated with the conceptual Urban Development and Transportation Plan Alternatives developed for the vacated railway lands (i.e. does the program constitute the removal of a major employment source for the residential communities surrounding the rail yards; does the potential exist for the improvement of the surrounding community through the development of the vacated railway lands; etc.);
3.
a comparison of social, economic and environmental implications of the existing location and operations of the C.P.R. facilities with the perceived social, economic and environmental implications of the alternative Urban Development and Transportation Plan proposals; and
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4.
a determination of the economic implications of the Urban Development and Transportation Plan alternatives upon the functional land use network of the City of Edmonton as a whole.
The results expected to be derived from conducting activities such as outlined above, is a comprehensive documentation of the planning, social, economic and environmental impliciations associated with each of the urban development and transportation plan alternatives, and consequently, a recommendation respecting which of the Urban Development and Transportation Plan Alternatives would be the most suited to all interested and or affected parties involved in the C.P. Railway Facilities Relocation Study.
Stage IV - Preparation of the Financial Plan for the Recommended Urban Development and Transportation Plans The major activity of Stage IV of the C.P. Railway Facilities Relocation Study will be to conduct a comprehensive cost-benefit analysis of the recommended Urban Development and Transportation Plans. The information derived from this analysis must be sufficient to allow the Canadian Transport Commission to arrive at an opinion as to whether the costs and losses imposed on any railway company affected thereby, are greater than the benefits or payments to be experienced or whether these are equivalent. In addition to the above, the Financial Plan must show how the costs and benefits of the Transportation Plan, included in the accepted plan, are to be shared by the Province, the municipalities concerned, the railway affected by the plan and any other interests that may be affected by the proposed railway relocation program.
Stage V - Implementation Schedule Stage V will identify an implementation schedule for the railway relocation program including: staging; timing; parties involved in each stage; costs associated with each stage; and benefits derived
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from each stage. In addition, an outline of those stages of the implementation program which will require more detailed functional planning will be identified in this final stage of the Study.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department April, 1976
III
study organization and management
STUDY ORGANIZATION AND MANAGEMENT
The organization and management of the C.P. Railway Facilities Relocation Study will involve four separate components:
A.
Project Steering Committee
B.
Project Co-ordinator
C.
Project Technical Sub-Committee
D.
Project Study Team
The role of each of these components in the C.P. Railway Facilities Relocation Study is identified below.
A.
Project Steering Committee The City of Edmonton - Canadian Pacific Railway Facilities Relocation Study will be co-ordinated and reviewed by a Project Steering Committee which has been established since commencement of the City of Edmonton's involvement in the proposed C.P. Railway Relocation Program. The purpose of this Committee is to ensure that the interests and concerns of all groups are represented in the Study. It is envisaged that the members of the Project Steering Committee will be:
-City of Edmonton, Commissioner for Special Projects (Chairman) -City of Edmonton, Superintendent, Planning Department -City of Edmonton, General Manager, Engineering and Transportation Department -City of Edmonton, General Manager, Finance Department -City of Edmonton, Commissioner of Public Affairs -Province of Alberta, Representative, Urban Transportation Policy Development Group, Alberta Transportation -Edmonton Regional Planning Commission, Executive Director
In addition to the above-noted members, there will be a number of advisors to the Project Steering Committee. These will be:
-City of Edmonton, Project Co-ordinator, Planning Department
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-Government of Canada, Representative, Ministry of State for Urban Affairs -Government of Canada, Representative, Ministry of Transport -C.P. Railway, Superintendent, Albert North Division* -C.N. Railway, Manager for Alberta* -Northern Alberta Railways, Assistant Chief Engineer* -Canadian Transport Commission (optional)
Although there are no representatives from Industry which may be affected by the Railway Relocation Program, or from the general public, it is intended that these interest groups through their participation in the public information program, will also input on an advisory basis to the Project Steering Committee.
It should be clearly understood that the C.P. Railway Relocation Study Project Steering Committee does not have the power or mandate to make a final decision respecting the suitability and/or feasibility of the C.P. Railway Relocation Program. Rather, the Project Steering Committee is in an advisory capacity to City Council who will be responsible for approving the City of Edmonton's submission to the Canadian Transport Commission requesting authorization to implement the City of Edmonton - Canadian Pacific Railway Facilities Relocation Program.
During the preliminary stages of the C.P. Railway Relocation Study, it is envisaged that the Counties of Leduc, Strathcona, and Parkland; and the Municipal District of Sturgeon - which are located surrounding the City of Edmonton and which may be involved in the Study in terms of the sites being considered for relocation of the displaced railway facilities; or changes to be made to their railway network can best be represented by the Edmonton Regional Planning Commission.
* It is intended that the railway companies will be invited to the meetings of the Project Steering Committee on an agenda basis depending on whether advice from the railway companies will be required.
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However, as the Study progresses to a stage where alternative relocation or rerouting schemes are being formulated, direct representation from the surrounding Counties and Municipal District will be requested. This strategy is considered to be advantageous for two reasons:
It maintains the membership of the Project Steering Committee at a level in which effective communication and progress can be achieved. This is considered to be most important, particularly in the initial stages of the Study.
2.
It does not waste the time and resources of members who are only involved in certain stages of the Study.
Representation and participation from the Railway Companies operating in the City of Edmonton, is considered essential at a very early stage, since in many instances, the professional and technical expertise of railway personnel could determine the future directions of the C.P. Railway Relocation Study.
B.
Project Co-ordinator The Project Study Team will operate under the direction of the Project Co-ordinator - C.P. Railway Relocation Study, who will be directly associated with the City of Edmonton Planning Department.
The role of the Project Co-ordinator will be to establish and maintain effective lines of communication and co-operation between the groups represented on the three other components associated with the organization and managment of the Study: the Project Steering Committee, the Project Technical Sub-Committee and the Project Study Team. In addition, the Project Co-ordinator will be responsible for the management and co-ordination of the work conducted by each consultant or group of consultants to ensure that the Study proceeds on schedule and within the budgetary constraints specified.
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It is expected that all groups either participating or interested in the C.P. Railway Relocation Study will help to expedite the Study through the supply of basic data and information required in the plan formulation process. Consequently, a further responsibility of the Project Co-ordinator will be to access the required information from the various groups involved in the Study.
C.
Project Technical Sub-Committee During the plan formulation and evaluation stages of the City of Edmonton - C.P. Railway Relocation Study, the work conducted by the consultant components of the Project Study Team will be reviewed by the Project Technical Sub-Committee. The members of this Committee will be appointed representatives from the Civic Departments associated with the Study. It is expected that these Departments will include:
-Engineering and Transportation -Parks and Recreation -Legal* -Social Services* -Business Development* -Real Estate and Housing* -Water and Sanitation* -Finance* -Realty Development*
The role of the Project Technical Sub-Committee will be to review and assess the Transportation and Urban Development Plan alternatives formulated by the Project Study Team in relation to the projects, plans and or programs which are being conducted or proposed by the City of Edmonton. Therefore, the overall purpose of the Committee is to ensure that no conflicts arise between the Railway Relocation Plan proposals presented, and Civic Departments° responsibilities or concerns. In addition, however, the Committee will also be used to provide constructive criticism or suggestions respecting the proposed relocation and redevelopment plans.
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It is expected that a fair proportion of the Project Technical SubCommittee meetings will be held jointly with the Project Study Team or components thereof.
D.
Project Study Team The major components of the Urban Development, Transportation and Financial Plans required for the City's submission to the Canadian Transport Commission - requesting authorization to implement a railway relocation program for the Edmonton C.P. Rail Facilities will be prepared and assembled by a Project Study Team composed of independent consultants.
As identified in the Terms of Reference set out for the preparation of the Study Design for the C.P. Railway Relocation Study (Background Information Document I), the major components of the plan formulation process are envisaged to be: engineering, planning, social, economic, environmental and legal. Consequently, it is more than probable that consultants having expertise in each of these fields or combinations of these fields - with the possible exception of the legal component - will be required to form the Project Study Team.
It should be understood that the consultants selected to undertake each of the different components of the Railway Relocation Study plan formulation process will be assisting the City in preparing the plans required for submission to the Canadian Transport Commission. In addition, based upon the exemplary plan formulation process staging program outlined in Background Information Document II, it is envisaged that the component members of the Project Study Team will conduct their activities at different stages in the Study. For example, it is expected that the engineering consultant component of the Project Study Team will be the most active during Stage I of the Study.
It should be noted however, that this strategy represents only the City of Edmonton Planning Department's perception of how the plan
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formulation process could be conducted. Consequently, it should be understood that the finalization of this strategy will depend upon the results of the Study Design preparation process.
As mentioned in Background Information Document II - Plan Formulation Process Requirements - it is envisaged that the comprehensive public information program will be incorporated into the three main plan formulation components of the Study. In this regard, it is expected that the component members of the Project Study Team will , participate fully in the activities defined for this program.
With respect to the responsibilities of the Project Study Team in relation to the gathering of base information required to formulate the three mandatory plans, it is intended that each government, department, agency or interest group involved with the program will be requested to provide information and assistance necessary to effectively carry out the Study. Consequently, it is intended that the time to be spent by consultants on information collection will be minimized as much as possible.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department April, 1976
IV history of railway relocation city of edmonton
THE HISTORY OF RAILWAY RELOCATION IN THE CITY OF EDMONTON
Since 1973, the City of Edmonton has been actively involved in the preparation of a railway relocation Study program. The start of this involvement came about as a result of a motion made by Alderman Ron Hayter in March of 1972. This motion requested that City Council go on record as:
...zapponting in piLincipt.e, the tationatization o6 Aait tiLackage, rtc.41.e.itiez and opekation4 within the colce atea o
Edmonton thkough eamination; netocation and conzaidation.
Further to this, Alderman Hayter recommended that the Commissioners approach the Ministry of Transport; the Province of Alberta; C.N.R. and C.P.R. to seek their participation in a jointly-financed railway study.
Subsequent to Alderman Hayter's motion, the Utilities and Engineering Committeeof-Council recommended that a special Committee of Council be appointed to meet with the appropriate parties to prepare terms of reference for a study program dealing with railway relocation opportunities in the City of Edmonton. On August 14, 1972 City Council concurred in these recommendations.
As a result of correspondence to the Honourable E.J. Benson in November, 1972 from the then Mayor Ivor Dent, indicating the City's interest in developing a program of railway relocation for the City, the City was informed by the Minister of State for Urban Affairs, Ron Basford, that legislation to enable Federal assistance to railway relocation would be forthcoming. Consequently, it was suggested that the City continue to direct its efforts towards preparing a report justifying a railway relocation program for Edmonton, while awaiting the enactment of Federal railway relocation legislation.
In May, 1974 Bill C-27, the Railway Relocation and Crossing Act, received Royal Assent and subsequently on June 11, 1974 the City Administration presented terms of reference for a proposed study of railway relocation and rerouting in Edmonton to City Council, which led to Council's concurrence in the following recommendation:
A chronological summary of the history of railway relocation in the City of Edmonton is provided at the end of this report.
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That City Council authotize the City Admi thation to initiate the necezzaty phocedutes to lotepahe a 4ubmi64ion
obtain 6inancial and leg,i.ztative zuppoht by the Canadian Thanooht Commazion, accotding to the pitovizionz oi the tecentey legi.ztated Railway Relocation an Chozzing Act, by apphoving the pnopozed teltaz of hekhence and oitganizational 4thuctuhe o the Study Committee az piLopozed by the Municipae Rearming Comm-Liz-Lon. .6oh con,sidehation to
The Railway Relocation and Crossing Act establishes guidelines for the preparation of the studies and comprehensive development plans which are required prior, to Federal approval of any program of railway facility rationalization. In addition, the Act assures Federal financial support to develop and implement programs of railway relocation which are determined to be feasible and consistent with the provisions of the Act. In order to receive funding under the provisions of the Act, municipal governments are required to prepare and transmit to the Canadian Transport Commission a "letter-of-intent" to conduct a Railway Relocation Study and any supporting submission materials.
In response to these requirements, in September, 1974 the City of Edmonton submitted its "letter-of-intent" and supporting document entitled A Proposal To Examine the Feasibility of Railway Relocation and Rerouting in Edmonton to the Federal Government for their consideration. The purpose of the proposed study was to examine the feasibility of undertaking a comprehensive railway relocation program in the Edmonton urban area. The study's principle objectives included: -determination of the long-term effects of the continued presence of the existing railway facilities on the economic, environmental and social conditions in the urban study area; -an examination of the feasibility and net costs of removal of the railway facilities; -an examination of the feasibility of programs for improvement of the existing and future railway situation; and -the establishment of priorities for implementation of the railway relocation program.
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This study was envisaged to be an all-encompassing examination of the opportunities available to the City of Edmonton through the development of a comprehensive railway relocation program.
In January, 1975 the Federal Government provided the City with guidelines and comments respecting the City's application for railway relocation study assistance. The comments provided by the Ministry of State for Urban Affairs and the Ministry of Transport indicated that the City's application required more detailed information in relation to the improvements sought by a program of railway relocation in the City, and in particular, it was advised that increased emphasis be placed upon the "Urban Development Plan" component of the program versus the "Transportation Plan" component. Other requirements included a discussion of: -the City's objectives for urban redevelopment of railway properties; -an in-depth analysis of study costs; -the role of the Provincial Government; and -a preliminary review of the terms of reference for the three mandatory components of the Study--the Urban Development, Transportation and Financial plans.
From January to April, 1975 the City Administration conducted discussions with the Federal and Provincial Railway Relocation Advisors in order to achieve a more accurate understanding of the Federal Government's requirements for an application for railway relocation study assistance. As a result of these discussions, in May, 1975 the City of Edmonton commenced preparation of its revised submission to the senior levels of government for funding according to the provisions of the Railway Relocation and Crossing Act. By the latter part of June, 1975 the City's submission had been reviewed and supported by all related Civic Departments, and by all three of the railway companies operating in and potentially affected by a comprehensive study of railway relocation opportunities in the City.
In July, 1975 the City's application entitled Proposal: Railway Relocation in Edmonton was submitted to the Federal Government for their review. At the same time the Province of Alberta's - Urban Transportation Policy Development Group was also reviewing the City's application.
-4In August, 1975 the City of Edmonton received comments from the participating Ministries of the Federal Government respecting the suitability of the City's application for railway relocation study assistance. The nature of these comments indicated that the City's application was not considered to be suited to the provisions of the Railway Relocation and Crossing Act, in that the City intended to do a comprehensive study (i.e. all railway yard areas) of railway relocation opportunities in the City of Edmonton versus only a study of a specific yard area. It was envisaged that certain problems might arise in realizing the implementation of the railway relocation program, and due to the proposal's size and complexity, problems related to the study's effective management and co-ordination might result in the failure to achieve expected benefits.
Based upon the comments and suggestions received from the Federal Ministries and the Province of Alberta, the City Administration in September, 1975 commenced the preparation of a proposal requesting Federal and Provincial support to conduct a railway relocation feasibility study of the Edmonton Canadian Pacific Railway Facilities. The decision to examine railway relocation opportunities for the Edmonton C.P.R. facilities was the result of an in-depth investigation of the City's existing railway operations and, in particular, of the land use conflicts associated with the operations. Through an analysis of such issues as: -existing impact of railway operations; -age of facilities; -impact on traffic movements; -efficiency of operations; -etc.;
for each of the five railway yard areas in the City, it was possible to establish priorities relating to the need for railway relocation in the City. Consequently, it was concluded that an examination of railway relocation opportunities for the Edmonton C.P.R. facilities would, at this time, result in the most efficient use of resources, and provide the most expedient resolution to a number of the railway related problems currently being experienced by the City of Edmonton.
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One of the other most important findings of this examination was the realization that a number of significant developments had occurred since preparation of the City's original application. These developments included: -the Canadian National Railway's decision to undertake a relocation study of their Downtown Yards independently; -approval of conceptual plans for the development of a "transportation corridor" focusing on the C.P.R. south-central Edmonton right-of-way alignment; and -designation of the Strathcona Community as the Strathcona Historical Conservation Area and the establishment of an agreement between Heritage Canada; the Devonian Foundation and the City of Edmonton for funding to support a program of historical conservation in the Strathcona area.
The existence of these developments combined with the results of the abovementioned land use analysis convinced the City Administration that the Edmonton C.P.R. Downtown and Strathcona facilities should be the first two of the five Edmonton yard areas to be examined for railway relocation opportunities.
It should be understood that the City's decision to undertake an examination of the Edmonton C.P.R. facilities is not intended to imply that the problems associated with the railway operations and marshalling yard activities in the other yard areas of the City, such as the C.N.R. Calder Yards, are in any way less significant than those created by the Edmonton C.P.R. Facilities. Rather, the decision to study the C.P.R. facilities is based upon the strong interrelationship currently existing between these facilities and other urban development and transportation oriented proposals being considered by the City. Consequently, the City intends to investigate railway relocation opportunities not only with respect to the Edmonton C.P.R. facilities, but in relation to all of the City's railway yard areas.
In this light therefore,
the City of Edmonton perceives the Canadian Pacific Railway Facilities Relocation Study as the first intensive examination of railway relocation opportunities in the City, and furthermore, believes it will provide the City with the valuable knowledge and experience required to conduct similar studies in the remaining railway yard areas.
•
Based upon the considerations outlined above, the City Administration prepared and submitted to City Council for their review and concurrence, an application to the Provincial and Federal Governments requesting financial and legislative assistance to undertake the preparation of a railway relocation feasibility study of the C.P.R. Edmonton facilities. Accordingly, at its recessed meeting of November 26, 1975 City Council concurred in the following recommendations:
That City Councie endoue the application entiteed City 0 .6 Edmonton - Canadian Paciiic Railway Faciatiez Reeocation Study, az the CLy3 ocLcC zubmizzion to the Pitovince o
Atbetta tequezting
6inancial. azzi.ztance in the ptepaAation (J a naitmay teeocation ztudy accon.ding to the ptovizionz oi the Raieway
ocation and
aozzing Act; and 2. That City Councit zuppmt the pAopozed 'cozt-zhating attangementz On the City o6 Edmonton - Canadian Paciic Raaway FactZez Relocation Study, az detailed in Appendix TabZe IV - B o6 the City'z .066iciat appacation and—contingent on the zuppoAt o6 the PfLovincial and Fedetae Govetnmentz being obtained
authonize the
att.ocation o6 the necezzany 6undz to the Rearming Depattment.
Subsequent to City Council's approval, the City's application was forwarded to the Province of Alberta - Urban Transportation Policy Development Group for their consideration. On December 9, 1975 the City received Provincial Government approval of the City's application and the Province of Alberta's commitment to provide 25% of the costs of the proposed Railway Relocation Study. At the same time, the Provincial Government informed the City that the application had been forwarded to the Federal Government for review.
In the .latter part of January, the City was informed through the Provincial Government that the Federal Government required a number of minor amendments to the City's application. These amendments were for the purpose of clarification for the most part, and did not constitute any major changes to the content of the City's application. Consequently, on February 19, 1976 the City forwarded the required amendments to the Provincial Government for their review and subsequent transmittal to the Federal Government Ministries responsible for administering the Railway Relocation and Crossing Act.
-7Current Status of the City of Edmonton Canadian Pacific Railway Facilities Relocation Study
On April 14, 1976 the Honourable Dr. Hugh M. Horner, Minister of Transportation, announced the formal approval of the City of Edmonton - Canadian Pacific Railway Facilities Relocation Study by the Provincial and Federal Governments.
Prepared by: Research and Long Range Planning Branch City Planning Department April, 1976
-
THE HISTORY OF RAILWAY RELOCATION IN THE CITY OF EDMONTON
Chronological Summary
March, 1972
Motion by Alderman Ron Hayter, requesting City Council to support a program of Railway Relocation for the City of Edmonton.
August, 1972
Report on Railway Relocation and Rerouting in Edmonton brought to City Council by the Utilities and Engineering Committee-of-Council, City Council concurred in the recommendation to meet with the senior levels of government to define a Railway Relocation Study program for the City.
November, 1972
City informed by the Federal Government that legislation for Federal assistance to railway relocation was being formulated. City should await enactment of legislation.
May, 1974
Bill C-27, the Railway Relocation and Crossing Act was enacted.
June 11, 1974
Terms of reference for a study of railway relocation and rerouting in Edmonton presented to City Council; City Council authorized Administration to prepare a submission to the Federal Government pursuant to the provisions of the Act.
September, 1974
City of Edmonton submitted a "letter of intent" and A Proposal to Examine the Feasibility of Railway Relocation in Edmonton to the Federal Government.
January, 1975
Federal Government informed the City that its submission for railway relocation study assistance required more detailed information respecting improvements sought by the program and more emphasis on the Urban Development Plan component.
January - April
City of Edmonton conducted discussions with the Federal and
1975
Provincial Railway Relocation Advisors respecting submission requirements.
-2 July, 1975
City's application Proposal: Railway Relocation in Edmonton submitted to Federal and Provincial Governments.
August, 1975
Federal Government informs the City that its application should be directed towards a project - specific versus a comprehensive approach to examining railway relocation opportunities in the City.
September, 1975
City decides to prepare an application requesting financial and legislative support to undertake a study of railway relocation opportunities for the Edmonton Canadian Pacific Railway facilities.
November 26, 1975
City Council endorsed City's application entitled City of Edmonton - Canadian Pacific Railway Facilities Relocation Study Proposal, and supported the proposed cost-sharing arrangement for the Study, contingent on the support of the Provincial and Federal Governments.
December 9, 1975
City of Edmonton received Provincial Government approval of City's application for railway relocation study assistance and a commitment to provide 25% of the cost of the Railway Relocation Study.
January, 1976
Federal Government requires minor amendments to be made to the City's application.
February, 1976
City's application, as amended, forwarded to the ProvThcial Government for their review and subsequent transmittal to the Federal Government.
April 14, 1976
The Honourable Dr. Hugh M. Horner, Minister of Transportation, announced the formal approval of the City of Edmonton Canadian Pacific Railway Facilities Relocation Study Proposal by the Provincial and Federal governments.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department April, 1976
V a review of interswitching city of edmonton
A REVIEW OF RAILWAY INTERSWITCHING
A.
Definition
Interswitching may also be called interchanging. It is, the safe and convenient transfer or passing of engines, cars and trains, from the tracks or lines of one railway to those of another; or it is the interchanging of a carload of traffic from one line to another. The area within a 4-mile radius from the switching point is known as the interswitching limit (Figure 1). For industries which are located within these limits, the charge for transport of goods is considerably lower than for those industries which are not located within the interswitching limits.
Prior to 1967, there existed the situation whereby either the railway companies or industries themselves could absorb the charges for interswitching. However, in 1967 the railway companies agreed to absorb the interswitching charges within the 4-mile limit. It may be assumed that this action was undertaken in order to increase the competitive advantages of the railway companies in relation to other modes of transport.
Interswitching gives an industrial area indirect access to the lines of other railroad companies even though the track of only one company goes through the area. Interswitching is possible beyond the 4-mile limit, however, switching charges are generally levied upon any shipment beyond the limit, unless a shipper can negotiate a special rate as is often possible in the case of a large firm. Edmonton has three tariff interchanges where physical interswitching may take place. The interchange points include:
(1) Downtown (Canadian National Railway, 110 Street and 104 Avenue) (2) Southside (Canadian Pacific Railway, 68 Avenue and 103 Street) (3) Dunvegan in the Northwest (Northern Alberta Railways, St. Albert Trail just north of 125 Avenue.) Refer to Figure I.
C.N. Calder Yards
Clover Bar Terminal
• C N. Downtown Yards
5,9
„pain
C.P. Downtown _ Yards
C. P. Strathcona Yards
a a
Legend 0 Interswitching Point lnterswitching Limit
4.
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department,
Fig. 1
City of Edmonton Railway Network Location of Interswitching Points and Limits
-2 The following example will serve to illustrate the consequential nature of the interswitching situation in the City of Edmonton, particularly as it relates to the City of Edmonton Canadian Pacific Railway Facilities Relocation Study.
If the C.P.R. Branch Line between the Edmonton Downtown and Strathcona Yards is removed and relocated elsewhere, this will result in the elimination of the Downtown switching point. Consequently, if this relocation takes place, the only choice which C.N.R. or N.A.R. will have for transferring their southbound trains will be through the C.N.R. Clover Bar terminal, or using truck transport to move their goods from the Downtown Yards to the South Industrial Area. Similarly, the only route which C.P.R. will have to satisfy its northbound destinations is to interswitch with C.N.R. at Clover Bar. Obviously, this will create a considerable increase in expenditures for the railway companies.
Based upon these considerations, it is quite apparent that one of the major tasks involved in the C.P. Railway Relocation Study will be to work with the railway companies and industries involved in an attempt to resolve the problems which will be created by the relocation of the Edmonton C.P.R. facilities.
B.
History
The origin of the problem of interswitching in Canada lies in the early 1900's when separate railway lines were constructed by the different railway companies to serve different industrial areas in developing cities. In order for each of the railways to serve the complete market area, it was necessary to develop "interchange" facilities where goods could be transferred from one railway to the other. Originally, the interchange of rail goods was a service negotiated between the railway and the industry on an individual basis. However, on October 26, 1918 the Board of Railway Commissioners issued a General Order that allowed railway interswitching services to be available to all
-3
industries within a distance of 4-miles by track from the physical point of interchange. At that time, 4-miles was a sufficient distance to serve all industrial locations in the developing cities. However, today this is no longer the case due to the growth of cities to areas located considerable distances from the 4-mile interswitching limits.
In addition to establishing the 4-mile interswitching limits, the Board of Railway Commissioners set a rate for this service, and the railways were given the option of completely absorbing the charges or charging the industries involved. In 1967, the railways agreed to absorb completely the interswitching charges within the 4-mile limit.
As as result of the dymanic growth of cities in Canada, the 4mile interswitching limit is in most cases no longer sufficient to provide all urban industrial areas with interswitching service at the rate provided to those industries located within the interswitching limits. Edmonton is only one of a number of Canadian cities faced with this problem, and in the case of the City of Edmonton, it is seriously affecting the orderly and economic location and development of industry.
C.
Current Situation
It is apparent that in order to provide the most efficient interswitching services to industry located or wishing to locate in the City of Edmonton, the Northern Alberta Railway, the Canadian National and the Canadian Pacific Railways must maintain a relationship of full cooperation with one another. The present situation includes much rehandling of cars into and out of the N.A.R. interchange at the Dunvegan Yards. This could be eliminated and would be far less expensive if Canadian National would allow a direct switch connecting traffic from Northwest Edmonton to Downtown Edmonton, or vice-versa.
-4
Another situation exists respecting the interswitching point located in the Strathcona Yard Area. The two railways have agreed that Canadian Pacific will physically move C.N. cars from the Northside C.P. - C.N. interchange (110 Street and 104 Avenue) to make direct deliveries to Strathcona Industrial Park. Without this agreement, C.N.R. cars destined to receivers in the Strathcona area, would require a 20-mile haul via Clover Bar from the C.N.R. Downtown Yards in Edmontcn to the interchange facility in South Edmonton. At this point, interchange by C.P.R. would take place in order to complete delivery to the customer. This cooperation of C.P.R. to direct switch C.N.R. cars to the South Edmonton Industrial Area is in sharp contrast to the C.N.R.'s refusal to direct switch C.P.R. cars to Northwest Edmonton under the normal interswitching agreements.
Certain sectors of the Northeast Edmonton Industrial Area are presently serviced by joint facilities, whereas others are completely outside the interswitching limits. The industries outside of the limits are faced with payment of either line haul switching rates or negotiating special interswitching charges for movement of any inter-line traffic to or from their plants. The City does not forsee any extension of the existing joint servicing in the Northeast Industrial Area to the industries operating outside the interswitching limits.
The situation regarding interswitching is more severe in Edmonton than many Canadian cities (i.e. Vancouver, Montreal, or Toronto), because Edmonton has only 3 interchange points. Other cities, because numerous railways were involved in their early development have many more interchange points and therefore, result in a greater area being located inside the interswitching limits. Thus the problems in Edmonton are associated with the fact that historically, only two major railway companies have served the City.
-5
There has been some agreement between the railway companies which has helped to streamline operations, however, there appear to be a number of reasons for the lack of negotiation and compromise which has characterized the railway interswitching situation in Edmonton over the last number of years. These include:
a.
The bureaucratic structure of the railroads means that personnel are unwilling to be responsible for committing the railways to a particular position. For instance, although the railways admit that the 4-mile limit is archaic, no one has taken a stand as to how far the limit should be extended.
b.
The complexity of the railway operations has meant that it has been impossible to identify total or marginal benefits and costs of different solutions, or to apportion and allocate the benefits and costs rationally. Furthermore, the unpredictable nature of industrial location makes determination of benefits and costs even more difficult.
c.
Competition between the two railroads is not a straight forward matter of each trying to gain a share of the local market. Rather, because they are national railways, every action which they take has regional implications as well. For example, because C.N.R./C.P.R. competition in Alberta is not confined to Edmonton, but occurs in other cities also, the railways bring regional issues into the negotiations.
It is quite realistic to say that the circumstances surrounding the question of interswitching today have completely changed since the circumstances existent in 1918 when an interswitching policy for Canada was first defined. It is now realized that joint servicing is required for proper industrial development
117
LIAI
350 ..Fa a ,aa• t0211.
411..*
rcr
i
IA
Northeast
„el)
e • ri
Northwest 0
• ........
la
• •
/
Pia
79 •
:-.01°`*
•••
Southeast
1,9 -P
an
W,tle
South . . . . ... 2
Legend Acreages Unserviced by Rail
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department
Fig. 2
City
of Edmonton - Industrial Outline Plan Areas
due to the growth of cities to development areas located outside the 4-mile interswitching limit, and due to an increasing dependence by industry on warehouse distribution activity (i.e. increased use of warehouses by industry for distribution of goods and therefore, increased use of rail service). To date, with the present limitations on interswitching, if a firm must locate outside the area of total absorbtion, they must accept the additional charges or else transport their goods by truck to the interswitching point which will provide rail service to the required destination at normal interswitching rates. Based upon these considerations, it becomes quite apparent that the regulations pertaining to the charges levied for railway interchanges both within and outside of the interswitching limits (Board of Transport Commissioners, General Order T-12, February , 1965) do not reflect the railway servicing situation which exists in most large urban centres today.
D.
Significance of Problem
As of April 27, 1973, there were approximately 5,630 acres of land designated for industrial use within the City boundaries located beyond the 4-mile interswitching limits. (Figure 2) The amounts of land affected are estimated as follows:
Acres of Industrial Land Area
1.
Without Interswitching
Northwest: The recently annexed area west of 170 Street and north of Stony Plain Road.
2.
1,400 acres
Northeast: Industrial land in the Belvedere-Kennedale Triangle northeast of 66 Street
350 acres
-7
3.
South: Land south of the interchange on Highway 2, approximately 4-miles south 320 acres
of 68 Avenue.
4.
Southeast: Land east of 52 1,920 acres
Street
TOTAL
3,990 acres
These estimates were obtained by comparing Outline Plan area boundaries with interswitching limits. The estimates assume the possibility of new trackage directly to certain areas and therefore, should be considered as minimum figures. Although much of this land is not serviced and therefore is not yet available for development, and eventhough no level of demand for rail service by industry is known at the present time, the large number of acres in itself reflects the scope of the problem of interswitching which will have to be confronted by the City in the future.
E.
Possible Solutions
The approach used by cities in the past to modify dated railway interswitching policy, involved Provincial - Municipal cooperation in bringing the C.P.R. and C.N.R. together for negotiations. Based upon the history of the City of Edmonton's involvement in interswitching to date, it becomes readily apparent that this approach has not been successful in resolving the interswitching problems currently being experienced by the City of Edmonton. Consequently, a number of other solutions warrant consideration.
a.
Canadian Pacific Railway has suggested that joint servicing to the South Industrial Area can be obtained in two ways. The term "joint servicing" in the following discussion means the use by two railways of one facility with some sort of cost-sharing agreement as to construction and operating costs.
;
6.)
• ST ALBERT
1 • •
• °••
Joint servicing (same track) agreement between C. N. R. and C. P. R.
2 c. P. R. to construct own
•• I
facility in C. N.R. R/W
3 Designation of
new interswitching point
-- -13 -
—14 k. ,
Prepared by: Research and Long Range Planning Branch City of Edmonton Planning Department
Fig. 3
Possible Solutions to the Railway lnterswitching Problem
The first alternative suggested by the Canadian Pacific Railway to achieve joint service is to use C.N.R.'s track after their spur has connected to it, and at some point along that track make a connection presumably jointly with C.N.R. - into the Southeast Industrial Area. (Figure 3) This first alternative would therefore require a joint servicing agreement between C.N.R. and C.P.R. Such an agreement is not likely unless C.P.R. gives some concessions to C.N.R., for C.N.R. obviously has more to lose in terms of increased business than C.P.R. by this proposal.
2.
Canadian Pacific Railway's second alternative is that after C.P.R.'s spur has been connected to the C.N.R. track, rather than using the C.N.R. track, that they use the same right-of-way, but construct their own track (Figure 3). Obviously, this would be an unnecessary duplication of services, and, in fact, it would be highly unlikely that the Canadian Transport Commission would allow such a project to take place.
3.
A third alternative which C.P.R. has neglected to consider, is a means by which service by both railways could be maintained to the Southeast Industrial Area. This third method would be the designation of a new interswitching point somewhere near the present 4-mile limit to the area. (Figure 3) In this way, both C.N.R. and C.P.R. cars would be carried into the Southeast Industrial Area. However, C.P.R. would lose the complete line-haul and would instead absorb with C.N.R. the charges of interswitching for another 4 miles. From C.N.R.'s point of view, if service to
_ 9 -
all parts of the Southeast Industrial Area is to be provided equally to all industries, the construction of a new interswitching point is probably preferable to a joint - servicing agreement with C.P.R. One reason being that C.N.R. would retain the operating rights on its present railway.
Observing these solutions regarding Interswitching Service versus Joint Service, it becomes apparent that from the industrial point of view, joint servicing is superior to interswitching. Joint servicing implies that a more competitive situation will exist between the railways. It is also less time-consuming, and can provide the benefit of both railways service anywhere along the track, not just 4-miles from the interchange point. Thus, in the long run, in areas where there is sufficient business to support the operation of two railway companies, a joint servicing agreement is more flexible and less costly than the construction of another interchange point. In many instances, extra interchange points are really only an unnecessary duplication of facilities. This is made abundantly clear in the Edmonton situation, where for the sake of convenience for both railways, an agreement was reached in 1969 to do all the physical interswitching through only one point.
b.
Another solution available to solve the City's current railway interswitching situation is to arrange for a "paper interchange". This term refers to the situation where if a C.P.R. - C.N.R. interswitching point at 104 Avenue and 1.10 Street were physically moved (by eliminating the branch line between the Downtown and Strathcona Yards) then, this would remain as the legal interswitching point, but the physical interswitching point would be developed in an alternate location. Consequently, the complicated conditions and agreements regarding interswitching would remain the same on paper, or in legal terms as at present.
- 10 -
c.
There are several alternative routes for negotiating with the two railway companies operating in the City of Edmonton respecting the matter of interswitching. The one which is ultimately followed will depend on two things - the goals which the City of Edmonton chooses to aim for; and the arguments and tactics used by the railways.
The goal of the first alternative should be to negotiate a compromise between C.N.R. and C.P.R. on the matter of joint servicing in the South and Southeast Industrial Areas. In this case, joint servicing means an agreement to run the cars and engines of both companies over the facilities of either one of the companies. Alternative I is a suitable route for the City to follow if it wishes to solve the railroad service problem only in these industrial outline plan areas.
The objective of alternative II is to apply to the Canadian Transport Commission for either an extension of the 4-mile interswitching limit, or an order requiring joint servicing by both C.N.R. and C.P.R. in all industrial areas of the City (under Section 134, subsections 4 and 5 of the Railway Act).
This alternative is the route to follow if the City wishes to focus attention on the problems of railroad service in all areas of the City, including the Northwest, Northeast, South, and South-East. In order to successfully resolve all these problems, the City would have to apply to the C.T.C. for support. The primary justification for this required action is due to the fact that C.P.R. lines do not serve either the Northwest or the Northeast Industrial Areas and consequently the only means by which these two industrial areas can be given access to C.P.R. service is through interswitching.
- 11-
If there is no chance of success through negotiation due to the reluctance between the Railways involved to co-operate, the City will have few alternatives on how to handle the situation. In this regard it is assumed that the Canadian Transport Commission will have to be called upon to order the C.N.R. and C.P.R. to cooperate. Perhaps then, the archaic legislation regarding interswitching agreements will become more responsive to the actual needs of cities in their attempts to develop their industrial areas in the most orderly and economic manner possible.
F.
Conclusion
Based upon the above noted considerations, it becomes readily apparent that one of the first issues which will have to be addressed by the City of Edmonton - Canadian Pacific Railway Relocation Study will be the matter of interswitching. Feasible solutions to the railway servicing problems created by the relocation of the Edmonton Downtown and Strathcona Canadian Pacific Railway facilities will have to be formulated and subsequently, presented to the affected railway companies for their consideration.
The effectiveness of these solutions in solving the interswitching problems currently being experienced by the City of Edmonton combined with the willingness of the railway companies to cooperate in the negotiations required to implement these solutions will, for the most part, determine the ultimate success or failure of the City of Edmonton - Canadian Pacific Railway Facilities Relocation Study.
Prepared by: Research and Long Range Planning Branch City Planning Department April, 1976