Edmonton (Alta.) - 1977 - Northeast rapid transit corridor study_background information report by Edmonton Tower Resource Centre Online Library

SD LIBRARY

3005

,T074/8970/1977

NE BACKGROUND INFORMATION EDMONTON-PLANNING

NORTH EAST RAPID TRANSIT CORRIDOR STUDY

BACKGROUND INFORMATION REPORT CITY PLANNING DEPARTMENT AREA PLANNING AND SPECIAL PROJECTS

4403.1a .E3 :5H4 1977a

MAY 1977

-is_

ACKNOWLEDGEMENTS

Acknowledgements are extended to the Alberta Bureau of Statistics and the University of Alberta Population Laboratory for their assistance in the selection and organization of the demographic data presented in this report.

TABLE OF CONTENTS

Page ACKNOWLEDGEMENTS TABLE OF CONTENTS

LIST OF TABLES

LIST OF MAPS APPENDICES

SUMMARY OF REPORT

CHAPTER 1 - INTRODUCTION

1.1

Introductory Statement

1.2

Purposes of the Report

1.3

Limitations of the Report

CHAPTER 2 - NATURE AND SCOPE OF THE STUDY

2.1

The Problem

2.2

Purposes of the Study

2.3

Scope of the Study

2.4

Conceptual Framework

2.5

The Study Process

2.6

Research Procedure

r- I

Page CHAPTER 3 - THE LIGHT RAPID TRANSIT SYSTEM

3.1

Technical Features

3.2

Nature of L.R.T. Services

3.3

Major Safety Features

3.4

Construction and Operating Costs

Summary and Conclusions

CHAPTER 4 - EXISTING CONDITIONS 4.1

4.2

Demographic Characteristics

Summary

Land Use and Zoning

4.2.1

112 Avenue Station Area

4.2.2

118 Avenue Station Area

4.2.3

129 Avenue Station Area

Summary

4.3

Major Roadways

4.4

Public Utilities

4.5

Major Industries and Businesses

4.6

Schools

4.7

Churches

4.8

Parks and Recreation Facilities

4.8.1

Major Activity Centres

CHAPTER 5 - CONCLUSIONS AND IMPLICATIONS

I I I

LIST OF TABLES

Title

Table No.

Page

Community Population

Zoning Bylaw

Type and Condition of Housing in Station Areas

Location and Timing of Construction of Proposed Major Roadway Improvements

Churches

Parks and Open Spaces

Use of Edmonton Exhibition Association Facilities

LIST OF MAPS Title

Map No.

Page

Study Area

12 A

Communities

12 B

Land Use

37 A

Existing Zoning and Land Use Classification

Major Roadways

49 A

Travel Patterns

49 B

Proposed Roadway Changes

49 C

Power and Gas Utilities

55 A

Water and Sewage Utilities

55 B

Major Industries

55 C

Major Businesses

55 D

Public and Private Schools

55 E

Separate Schools

55 F

Churches

57 A

Parks and Open Space

59 A

39 A

(

APPENDICES

Page Appendix "A" - Checklist of Possible Impacts

Appendix "B" - N.E.R.T.C. Study Design and Flow Chart

Appendix "C" - Transit Network

C-1

List of Proposed Bus Routes for Rapid Transit Stations

Map of Existing Transit Network

C-3 - Map of Possible Transit Network

Appendix "D" - Major Industries and Businesses

C-2

D-1 - Major Industries

Major Businesses

Land Ownership in Station Areas

D-2 Appendix "E"

E-1 - Land Ownership in Stadium Station Area

E-2 - Land Ownership in Coliseum Station Area

E-3 Appendix "F"

Land Ownership in Belvedere Station Area

Public and Separate Schools

F-1 - Public and Private Schools

F-2 - Separate Schools

SUMMARY OF REPORT

The introduction of a light rapid transit system in the northeast sector of the City will undoubtedly lead to significant changes in the direction and magnitude of growth and land use development in the surrounding communities. Some of the changes that are likely to occur include new and increased demands for housing, social services, utilities, recreational facilities, transportation and employment. Recognizing the implications of this process of change, and realizing the need to involve the surrounding communities in preparing and planning for such changes, the Planning Department has undertaken a comprehensive study of the areas adjacent to the rapid transit corridor. The objectives of the Study are as follows: 1.

To identify and assess possible impacts of rapid transit

To formulate land use plans for the rapid transit station areas (that is, those areas within approximately a 1,500 foot radius around the station); to make recommendations to guide future growth and development in communities adjacent to the station areas

3. To develop a framework which might be used as a model for the conduct of similar studies. The Study methodology is divided into five stages: 1.

Preparation of the terms of reference

Data collection

Impact analysis

Evaluation of alternatives

Recommendations and final report

As previously mentioned, citizen participation is a major component of the Study process and, as such, it is incorporated into all stages of the methodology. A program has been devised to obtain community input and identify concerns about related issues and problems of rapid transit impacts. As a preliminary step in reaching the objectives outlined above, demographic and socio-economic data for the corridor residents have been collected and summarized. As well, physical land use conditions in the Corridor have been examined. These population and physical characteristics are important, in that strategies for controlling the desired direction and magnitude of change resulting from the impacts of rapid transit must be based not only on the future, but also on past and present conditions.

Briefly, then, an overview of these characteristics can be provided on the basis of underlying similarities. Based on an examination of these data, three distinct community corridor groupings emerge: I) inner-city communities; 2) those communities farthest from downtown; and 3) those communities in the middle portion of the Corridor. Compared with the averages for the City as a whole, inner-city communities (Riverlot 20, McCauley, Riverview and Riverview Industrial) maintain proportionately high numbers of non-family households, apartment dwellings, and lower-status occupations. As well, the large numbers of senior citizens and foreign-born immigrants exhibit relatively lower levels of household income and educational attainment. Generally, areas within these communities are zoned for medium to high density development. A large portion of land (47 acres) is occupied by the Clarke Field - Commonwealth Games Stadium Complex.

Those communities located in the northern extremity of the corridor (Balwin, Steele Heights, Belvedere, Kennedale) exhibit characteristics similar to the City as a whole. These characteristics include household incomes, home ownership, educational attainment, occupational status, and single family dwellings.

A significant land use attribute found in these communities is the concentration of industrial and commercial establishments along both the major arterials and railway tracks. The majority of residential development is situated in areas zoned R-1.

The third group of communities (Cromdale/Bellevue, Cromdale, Parkdale, Santa Rosa, Eastwood/Mt. Lawn, Northeast Industrial) lie in the middle portion of the Corridor. These communities share some characteristics common to the other two groups - high home ownership and high proportion of single-family dwellings as well as lower average household incomes and employment levels.

Notable land use features of these communities include large tracts of City-owned lands and public service districtsâ&#x20AC;&#x201D;Borden Park (54 acres) and the Edmonton Exhibition Association (122 acres). Large areas of the eastern portion of these communities are occupied by industrial land use. Commercial establishments dominate the major roadways. Low density residential development (R-1 and RC-1) comprise the majority of the housing stock in these communities.

In the overall planning process, as delineated by the methodology developed for the Northeast Rapid Transit Corridor Study, the following report is considered to be an important source of data to be used in the subsequent stage of impact analysis. These data are important in as much as they 4

provide a basis for which to measure change resulting from impacts.

Knowledge of existing conditions is also essential for the formulation of policies that attempt to promote the positive aspects of impacts while, at the same time, minimizing the negative effects of these impacts. The identification of these impacts and the criteria for determining whether an impact is positive and/or negative will be based on a number of factorsâ&#x20AC;&#x201D;one of which will be the perceptions of those living in the Corridor. These perceptions can be better understood by examining the demographic and socio-economic characteristics of the communities in the Corridor.

I I I 1 I I I I I I I I I I

CHAPTER 1 INTRODUCTION

1.1 INTRODUCTORY STATEMENT

Chapter XII of the City of Edmonton's General Plan emphasizes the strong relationship that exists between transportation and land use planning and the need for coordination and integration of both. Historical evidence also shows that the distribution and the nature of transportation facilities strongly influence the direction and rate of future urban growth.

In 1978 the Northeast Rapid Transit Line, the first line in Edmonton's new light rapid transit system, will be in operation. It is anticipated that the introduction of this new transportation system will have a marked effect upon future urban growth within the City as a whole, and conceivably could create a wide range of social, economic and environmental changes. The positive or negative effects of these changes will depend on not only the nature and rate of growth, but also on the conditions and characteristics of the communities in which the changes occur.

In view of this, there is a need for a study not only to identify the various changes and consequent impacts that may result from the introduction of the light rapid transit system, but also to provide some direction for

future growth and development within the areas that are likely to be affected. The present report constitutes the first major stage in the conduct of such a study--the Northeast Rapid Transit Corridor Study (N.E.R.T.C.S.).

1.2 PURPOSE OF THE REPORT

The primary purposes of this report are to outline the nature and scope of the Northeast Rapid Transit Corridor Study, to describe the Rapid Transit System and its associated elements, and to delineate the major demographic and physical features of the communities in the Study area. In addition to this report, the City Planning Department has prepared a report entitled Community Demographic Profiles, which provides data and information on the demographic characteristics of each of the communities in the Study Area.

1.3 LIMITATIONS OF THE REPORT

A major part of this report is concerned with a description and preliminary analysis of the demographic and physical conditions of the communities included in the Study. In any preliminary report of this nature there will be limitations, particularly as they relate to the availability and use of current data. This report is no exception. While most of the land use and 7

other physical data are current, the demographic data are compiled from the 1971 Federal Census data, supplemented in part by 1976 Census data; consequently, the data pose limitations on the conclusions that can be made on the existing socio-economic conditions in individual communities. This report, however, is vital to the Study, in that it establishes a benchmark which can serve as the basis for comparisons between conditions in the early 1970's and the changes that will likely take place as a result of the rapid transit system. Subsequent reports on the Study will include a description and analysis of current socio-economic conditions in the Northeast Corridor communities.

CHAPTER 2 NATURE AND SCOPE OF THE STUDY

2.1 THE PROBLEM

Given the experiences of other North American and European cities with rapid transit such as Toronto, Montreal, Frankfurt, Germany and Gothenberg, Sweden, it can be anticipated that the construction of the rapid transit facilities, as well as its day-to-day operation, will have significant impacts on the communities that are within the vicinity of the rapid transit line and stations.

What might these impacts be? How might these be dealt with to ensure that future development and growth in these communities will be compatible and consistent with the policies of City Council, as well as the desires of those living and working in the areas potentially affected? It was in response to these concerns that City Council directed the City of Edmonton Planning Department to conduct an environmental impact study. The terms of reference of the Study are as follows: 1)

That land use plans be developed .for each of the outlying station areas in the Corridor.

That an environmental impact assessment be included as part of the terms of reference. 9

3) That the affected communities be given an opportunity to participate in the Study.

2.2 PURPOSES OF THE STUDY

The objectives of the Study, then, are:

To identify and assess the possible impacts of rapid transit on surrounding communities in the Corridor;

To formulate land use plans for the immediate areas surrounding the rapid transit stations, as well as recommendations to guide future growth and development in communities adjacent to the stations; and

To develop a framework that might be used as a model for the conduct of similar studies.

2.3 SCOPE OF THE STUDY

The scope of the Study is delimited to an examination of impacts in relation to the social, economic and physical aspects of potentially affected 10

communities within the Northeast Corridor. The Study is further delimited to the formulation of land-use plans for the station areas. While the intent of the Study is not to develop community plans, it will provide a framework for planning and development of affected communities in the Study area. The areas in which the Study will be conducted are conceptually defined as the Primary Impact Areas and Secondary Impact Areas (Map 1).

Primary Impact Areas The Primary Impact Areas include lands immediately on either side of the light rapid transit line and within a 1500 foot radius of the rapid transit stations. In other cities with rapid transit systems, these immediate areas within a five minute walking distance have been known to experience the greatest effects of rapid transit. These will, therefore, be the areas for which specific station area land use plans will be prepared.

Secondary Impact Areas The Secondary Impact Areas are those areas, including communities, which are adjacent to the rapid transit line and stations, but which are outside the boundaries of the primary impact areas. From the experience of other cities, it is at this distance away from the lines and stations that the 11

impacts of the rapid transit trains and stations tend to decrease. I The communities identified at this stage of the Study as being most likely to be affected by the operation of the rapid transit system and the construction of the associated facilities are: McCauley, River Lot 20, Riverview, Riverview Industrial, Cromdale/Bellevue, Cromdale, Parkdale, Santa Rosa, Eastwood/Mt. Lawn, Northeast Industrial, Balwin, Belvedere, Kennedale and Steele Heights (Map 2). These communities define the Study area. However, it is anticipated that other areas or communities, not included here, will experience some impacts. These will be identified as the Study progresses.

2.4 CONCEPTUAL FRAMEWORK As a prerequisite to any analysis of the possible impacts of change, there is a need to provide an operational definition of the term "Impact". As used in this study, "Impact" may be defined as the consequence of any

1 In this report, the term "community" should be used advisedly. The established boundaries for each do not necessarily conform to that used by other agencies, or for that matter, what residents may perceive to be their own community boundaries. These boundaries have been chosen on the basis of a combination of factors: subdivision areas, Census Canada enumeration area boundaries and the community league boundaries. 12

N.E.R.T.C.S.

MAP 1

STUDY AREA

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A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. ,3000ft.

N.E.R.T.C.S.

MAP 2

COMMUNITIES

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A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1in. = 3000ft. DECEMBER 1976

change brought about by the introduction of a new phenomenon into an existing situation. To illustrate, in this Study, the existing situation is meant to include the present socio-economic and physical conditions in each of the communities in the Study area. Once rapid transit has been introduced, this situation will be altered to include the rapid transit line, stations, bus transfer and parking facilities. These will inevitably create several 2 Some of these changes will be physical with direct types of changes. physical consequences for the areas affected. For example, the introduction of rapid transit will no doubt create major changes in movement to and from the stations. Such a change in movement will have some impact, for example, on traffic, noise and air pollution levels, as well as on the uses of land in the areas concerned.

Another category of change will be of a more socio-economic nature, having direct social and economic consequences for individuals and groups living and working in the Study area. One example of this type of change might be pressures for redevelopment in the station areas. If significant redevelopment occurs, the possible impacts may range from what may be described as the tangible economic effects such as change in land values, and change in the employment and business opportunities, to the more intangible sociological

2 See Appendix "A" for a preliminary list of possible changes and their impacts which will be assessed during a later stage of the Study. 13

dimensions such as change in community character, neighbourhood stability and social interaction.

It can therefore be envisioned, that the dimensions of some of the impacts to be considered will be quantitative, easily identified and measurable. Analysis, however, will not be limited to these; it will also include those impacts and their dimensions which are not as readily identifiable and which are of a more qualitative nature. It is also important to note that among the impacts to be assessed, some will be direct while others will be of an indirect nature. Impacts may also be of a long or short term duration. In addition, it must be pointed out, that how the impacts are perceived-whether they are positive or negative, or whether they are of any significance to a large extent, depend on individual interests and situations, as well as on the existing social, economic and physical conditions in the communities affected by rapid transit.

As an illustration of the above, one example of a direct physical impact that might be considered in the Study could be increased traffic in the station areas and adjacent communities and hence increased disruption and hazards for drivers and pedestrians. Quite clearly this type of impact would be perceived by pedestrians and drivers as not only significant but also negative. There are, however, other types of impacts, the significance of which may not be so readily apparent and clear-cut. For example, rapid transit could quite possibly be perceived as providing a major economic 14

benefit to the communities in the Corridor in that it might increase the business potential and employment opportunities in the area. Conversely, this increase in economic activity might have negative consequences since it could contribute to displacement of residents and elimination of housing stock in the area, and hence could be perceived as placing the social character and stability of neighbourhoods in jeopardy.

2.5 THE STUDY PROCESS

In order to determine what the possible impacts will be, and in formulating plans and recommendations for the areas impacted, the study design will, in part, consist of a stage in which there is a diagnosis of existing conditions. This includes the collection and analysis of socio-economic, technical and environmental data. Following this analysis, possible changes will be identified and evaluated in terms of their potential impacts. Alternatives will then be generated to indicate possible ways of maximizing the positive consequences and minimizing the negative. This will form the basis on which land use plans for the station areas will be developed, and on which recommendations to guide future development for the surrounding areas will be formulated. In the evaluation of possible impacts and in the determination of ways for dealing with them, one of the primary sources of data will be the concerns 15

and suggestions solicited from individuals living and working in the study area. The information received from citizens regarding existing conditions and the future development of their communities will also be incorporated into criteria for the evaluation of station area land use alternatives and recommendations for the study area.

As well, technical information obtained from the Civic Departments will be utilized in the development of evaluation criteria. This type of information will include,for example, the location, type and costs of public utilities and other technical data such as traffic circulation and the capacity of roadways in the corridor. Also to be included in the evaluation criteria, is information pertaining to impacts derived from a review of related literature on the experiences of rapid transit systems in other cities.

It was noted earlier that the opinions of citizens regarding existing conditions in their communities and their perceptions of possible changes will help determine the guidelines or criteria for generating and evaluating alternatives. To this end, a citizen participation program will be an integral part of the Study. There are a number of ways in which citizen involvement in the Study will be facilitated. These include: 1)

Public Meetings: At each major stage of the Study, public meetings will be held in order that the public can review the work completed to date and raise issues or concerns pertaining to the Study.

Citizen Advisory Committees: During the first stage of the Study, citizens will be invited to form Citizen Advisory Committees (one for each of the outlying station areas). The Study Team will meet with these committees at each crucial stage of the Study where the committees will have the opportunity to assist in the identification of community attitudes and concerns, provide suggestions on local land uses, and act in an advisory capacity to the Study Team.

In addition to the Public Meetings and Citizen Advisory Committees, an information office will be established to provide the public with information on the Study. These information sharing mechanisms will be further supplemented by selected interviews with informants and special interest groups in the corridor, and by field visits by the Study Team with various community league representatives and other community leaders.

2.6 RESEARCH PROCEDURE In order to achieve the objectives of the Study, five phases have been 3 included in the research procedure for the Study.

See Appendix "B" for N.E.R.T.C. Study Design and Flow Chart. 17

Phase I - Terms of Reference

This is the initial phase of the study which has already occurred between April and August, 1976. Essentially, it may be described as the preliminary planning stage. It included developing, revising and finalizing the terms of reference and work program for the conduct of the Study.

Phase II - Data Collection

The data collection phase started in September 1976 and will continue to the completion of the Study. During this phase all relevant data and information will be collected and analyzed. This information will include background and current socio-economic data on communities in the Study area. In addition, this phase will include the collection and analysis of information related to land use aspects of the area under study. As well, technical information on light rapid transit and its associated elements will be collected and examined. Examples of the areas in which information will be collected include: characteristics of the population (family and household size); income; community facilities, zoning, traffic circulation (vehicular and pedestrian); public utilities and services and information on the technical characteristics of light rapid transit. In addition, during this phase, all relevant community concerns and attitudes will be initially identified and a preliminary assessment will be undertaken to determine their validity and implications. 18

Phase III - Impact Analysis

This phase will take place during January to August, 1977. It includes the identification and analysis of the nature and the extent of possible changes created by the rapid transit, as well as their possible consequences. During this phase citizen involvement will become a major activity. Public meetings, the use of the public information office and the establishment of citizen advisory groups will become a central part of these activities. These will be supplemented by selected interviews with special interest groups and individuals and by discussions with community league representatives and other informants in the Study area. Phase IV - Recommendations and Evaluations Based on an assessment of the information gathered in Phase III, station area land use alternatives will be formulated. Criteria for their evaluation will be determined and these will evolve through a process of discussion and consultation by the Planning Team with community and interest groups, other interested citizens, and representatives of various civic departments. Phase V - Final Report and Recommendations

In this phaseâ&#x20AC;&#x201D;during late 1977 and early 1978, a final report summarizing

the recommended policies and development guidelines for the station areas and adjacent communities will be submitted by the Planning Department for approval by the Municipal Planning Commission, Commission Board, and City Council.

CHAPTER 3 THE LIGHT RAPID TRANSIT SYSTEM 4 3.1 TECHNICAL FEATURES

The first line of the Light Rapid Transit (L.R.T.) system is expected to start operating in Northeast Edmonton during the spring of 1978. Technically, this system will be a variation from the conventional types of rapid transit systems generally found in North America. Compared to the conventional types, the Edmonton system will be of a lighter weight, it will also be electrically powered from overhead wires rather than from a third surface rail which is used by heavier systems as their source of electrical power. In essence, this light rapid transit system might best be described as a modern version of the street cars which were in use many years ago in Edmonton.

Although this system may be considered as relatively new to North American cities, it is a more common mode of transportation used in European cities. For example, a light rapid transit system has been in use since World War II in Gothenberg, Sweden--e city of similar population size to Edmonton.

The technical information on L.R.T. is taken from documentation provided by Edmonton Transit, City of Edmonton, 1977. 21

The light rapid transit system will be operating on its own tracks on a 4.5 mile route from downtown Edmonton to 129 Avenue (Map 1). For the most part, the tracks will be at surface level, except for a three quarter mile tunnel section which runs from Jasper Avenue and 101 Street, to the Canadian National Railways (C.N.R.) right-of-way, just west of 95 Street.

3.2 NATURE OF THE (LRT) SERVICES

Five transit stations are planned for the initial leg of the rapid transit system. Two stations, Central Station at Jasper Avenue and 101 Street, and Churchill Station at 99 Street between 102 and 102A Avenue will be located ,underground. The remaining stations are as follows: Stadium Station at 112 Avenue and 84 Street, Coliseum Station at 118 Avenue and 77 Street, and Belvedere Station at 129 Avenue and Fort Trail Road. These three stations will be at surface level and will have facilities for passenger transfer to and from buses, as well as from rapid transit to buses.

In addition to the bus transfer facilities, at the Belvedere Station there will be space for parking as well as a "kiss-n-ride" area where passenger drop-off will be accommodated.

The operation of the Light Rapid Transit System will be integrated with the bus services in Northeast Edmonton and will be administered by the Edmonton 22

Transit (E.T.). Integration of services will be accomplished in several ways: 1) rerouting of present bus routes to the rapid transit stations5; 2) bus service will be timed with the arrival and departure of rapid transit trains; 3) fares for both bus and rapid transit service will be the same and transfers will be accepted by both bus and train; 4) the rapid transit service will be provided every 10 minutes, except at peak hours when it will be increased to every five minutes.

The light rapid transit system will initially consist of seven trains, with two cars per train. As demand increases, more cars will be added. The train cars will be approximately 75 feet long and 9 feet wide and they will be able to accommodate 64 passengers seated and 180 standing. This will allow, during initial operation, a full ridership capacity of approximately 5400 people (in one direction) during peak hours. It is estimated that by 1981 the morning peak hour ridership to Downtown on the light rapid transit system will be approximately 3300 people. This estimate is based on the following factors: 1)

an assessed proportion of the 1975 passenger load on all the proposed 1981 bus routes which will be stopping at the rapid transit stations;

5 See Appendix "C" for location, type and frequency of possible bus routes serving the rapid transit stations. 23

an assessed proportion of the 1981 passenger load on the new bus routes which will be operating between the Clareview and Hermitage areas (1981 population - 25,000) and the Belvedere Station;

an assumed ten per cent increase in the transit demand due to the attractiveness of the light rapid transit system compared to existing bus service; and

an assessment of the attractiveness of the kiss-n-ride facilities at the Belvedere Station based on experience in Toronto.

The light rapid transit ridership at the Belvedere Station is expected to be provided mostly from transfers from buses coming into these stations from surrounding communities. It is expected that these bus transfers will constitute about 80 percent of the light rapid transit ridership, with the remaining 20 percent coming from automobile and walking. In contrast, most of the rapid transit ridership at the Coliseum and Stadium Station is expected to come from people walking into the stations from nearby communities and large recreational facilitiesâ&#x20AC;&#x201D;Clarke Stadium, Coliseum and the new Commonwealth Games Stadium. It is estimated that walk-ins will constitute 30 percent of the light rapid transit ridership at these stations, while the remainder of the rapid transit patrons are expected to come by bus.

The light rapid transit trains will operate at approximately 30 m.p.h. at surface level and at slower speeds in the tunnel sections. This will 24

enable travelling time between Belvedere Station and the Downtown terminal (Central Station) to be about twelve to thirteen minutes. At each station, there will be a 15 second stop to allow passengers to leave and board the trains.

The moderate operating speeds of the train, as well as several mechanical characteristics, for example, rubber in wheel rim mountings, will enable the light rapid transit system to operate at relatively low noise levels. It is estimated that the noise level will be approximately 75 decibels at a distance of 50 feet from the centre of the track. The impact of noise, defined as pressure fluctuations of different frequencies, is commonly expressed in decibels on an A rating scale - dB(A). This technical measure of noise level can be translated by comparing it to the noise levels produced by a diesel bus operating at 25 m.p.h. with noise ranging from 86 to 93 decibels - dB(A) at a distance of 50 feet from the bus.

3.3 MAJOR SAFETY FEATURES

Among the major safety features of the light rapid transit system are the special brakes with which the trains are equipped. These will facilitate safe stopping under all conditions. Closely related is the fact that the light rail system is designed to give operators greater mechanical control than in the conventional heavy rail systems. That is, there is less automatic 25

equipment built into the design. This provides for more operator control, greater flexibility and hence increased safety. In order to reduce the possibility of accidents at intersections, railway underpasses or overpasses will be constructed (See Map 1). In addition, computerized traffic control zones will be introduced at major intersections such as 112 Avenue. In such cases, the cycle of traffic signals will be coordinated with the frequency of the light rapid transit trains crossing the intersections. There will also be a control office located north of the Churchill Station. The control office will provide operators with information on scheduling, traffic movement and safety matters. Television cameras will also be installed to monitor safety at each of the stations.

3.4 CONSTRUCTION AND OPERATING COSTS Construction costs for the light rapid transit line and its related facilities --stations, bus transfer areas, parking facilities--will be approximately $65 million. This also includes the amount paid for required land. The total cost is being shared by the City of Edmonton and the Provincial Government of Alberta. The Province is contributing $45 million, while the City's contribution will be $20 million. It is estimated that the annual operating cost for the initial stage of the light rapid transit system will be $1.7 million: 26

In considering the costs of construction and operation of the light rapid transit system, several factors must be borne in mind:

The areas included in the Northeast Corridor have always had a very 6 high patronage of public transit. This, in addition to high concentrations of traffic on the main arterial roads serving this area through the central city district, led to the examination of how to obtain additional rights-of-way to serve this corridor. Major residential growth and development in Steele Heights, Casselman, Clareview and Hermitage districts was forecast, and these developments would further load the transportation facilities for this corridor. The CN right-of-way provides a straight and direct route into the City's central area, and at a cost which is affordable. The operation of the light-rail vehicles was indicated to be less costly than the comparable operation of the numbers of buses to provide similar passenger capacities.

6 Northeast Sector Transit Ridership Estimates 1971 - 2410 Peak Hour Trips (One Direction). Source: Transportation Planning Branch, City of Edmonton, May, 1977. 27

None of the reasons have changed, except perhaps that development of the Clareview district has not gone ahead as quickly as had been forecast earlier--this district was slower in starting but is now being developed.

The bus traffic serving these districts has been increasing according to the original projections and the bus operating costs have been inflating rather more than had been projected. These make the overall costs of the Northeast Rail Transit line much less expensive than the costs of the comparable "all-bus" service to handle these districts.

SUMMARY AND CONCLUSIONS As indicated earlier, the rapid transit system which will be introduced in Edmonton, is different from the heavy rail rapid transit systems found in Montreal and Toronto. The differences will not only have implications for factors such as the amount of land that may be required to operate the light rapid trasit system, but more particularly, it can be assumed that the differences could result in a different range and type of impacts that are generally attributed to rapid transit systems in North America. For instance, in the examination of possible impacts of rapid transit on surrounding areas and communities, there will be a need to determine the validity of whether rapid transit will in fact contribute significantly to 28

such changes as increased land use mix, and increased land values. In cities such as Toronto, it has been found that increased movement around rapid transit stations has contributed to such changes.7 Consequently, the pressures for development and redevelopment in these areas increased significantly; the impacts of these changes have been known to be both positive and negative. These are some of the implications that will need to be examined and validated before land use plans and development proposals can be formulated for the Edmonton situation. There is also a need for some documentation and understanding of the socio-economic and physical conditions that presently exist in the communities potentially affected. The following chapter will attempt to do this by providing an overview and analysis of the major demographic and land use characteristics in the corridor.

7 Transportation Impact Study: Interim Report No. 1, Toronto; Kates, Peat and Marwick for Ministry of Transportation in Ontario, 1973. 29

CHAPTER 4 EXISTING CONDITIONS The purpose of this chapter is to provide a description of the socioeconomic and physical conditions that presently exist in each of the fourteen communities in the Study Area (Map 2). These data are important, in as much as a comprehensive stddy of impacts cannot be carried out without knowledge of conditions prior to the introduction of rapid transit. Socioeconomic characteristics include, among others, the age, sex, education and income of residents of communities in the Northeast Corridor. The location, types and characteristics of roadways, residential dwellings, businesses, industries, public utilities, schools and parks constitute some physical conditions in the Northeast Corridor which will also be described. A preliminary analysis of these aspects will be presented. As well, their significance in the formulation of plans and recommendations for the station areas and adjacent communities will be indicated.

4.1 DEMOGRAPHIC CHARACTERISTICS The data on the demographic characteristics8 of communities included in the

8 See report, Community Demographic Profile, City of Edmonton, 1977, for demographic data used in this Report. 30

study area reveal some differences and similarities shared by the communities. (The population of the fourteen communities in the Northeast Corridor are shown in Table 1.) With the exception of Steele Heights, a socio-economic characteristic which is shared by the Northeast Corridor communities is an average household income generally lower than the City average. Household incomes tend to increase as one moves in a northeasterly direction through the Corridor away from the City Centre. In addition, with the exception of Steele Heights and Kennedale, there is a large presence of ethnic groups, other than English, in the Corridor.

In terms of differences among the communities in the area, it is found that the further the distance from the City Centre, the lower the number of nonfamily households. The data on the communities also tend to support the generalization that the inner city population compared to the City as a whole have relatively lower education attainment levels, higher proportions of lower status occupations, higher proportions of recent foreign born immigrants, smaller than average household and family sizes and a higher proportion of older people.

Typically, Riverlot 20 and McCauley which are closest to the City Centre share characteristics which include the predominance of males, an older age distribution, and a relatively large ethnic population other than English.

TABLE 1 COMMUNITY POPULATIONS

Community

Population 197,4

Population 1975

Population 1976

Steele Heights

4997

5051

4907

Belvedere

3751

3692

3727

Kennedale

1544

1622

1570

Balwin

5513

5588

5467

N.E. Industrial

3733

3861

3790

Santa Rosa

1165

1207

1224

Bellevue

1270

1217

1220

Eastwood/Mt. Lawn

4070

4157

4171

Cromdale

1406

1414

1475

Parkdale

3505

3624

3625

Riverview Industrial

1695

1596

1647

Riverview

3412

2969

3393

McCauley

5236

5126

5253

R.L. 20

3173

3149

2952

44470

44273

44421

Grand Total

Source: 1974, 1975 and 1976 Civic Census.

There is also a significantly high number of non-family households and apartment dwellings in these communities. The unemployment figures in these communities are much higher than that of the city average, and the average household incomes are much lowerâ&#x20AC;&#x201D;conditions generally found in inner city communities.

Further northeast along the Corridor the communities of Riverview and Riverview Industrial share demographic characteristics such as a relatively high proportion of young adults (20-30 years) and very young children (1-4 years). These areas are also characterized by a higher than average number of non-family households, as well as a high proportion of rental accommodation, particularly apartments. The residents of Riverview have a slightly higher educational attainment level than those in Riverview Industrial and have much lower unemployment rates. The average income in both communities is also lower than that of the City as a whole.

The next group of communitiesâ&#x20AC;&#x201D;Cromdale/Bellevue, Cromdale, Parkdale, and Santa Rosa, share a number of demographic characteristics similar to those of the City as a whole. There are, however, notable exceptions. These include, among others, a higher incidence of single detached dwellings and a population age profile that is disproportionate in that the age categories above 50 years is over-represented. As is generally the case in the corridor, over one-half of the population, greater than five years of age, not attending school full time have less than a Grade 10 education. Generally, 33

these communities have higher rates of unemployment and lower levels of average household incomes than corresponding City averages.

Another community, Eastwood/Mt. Lawn shares similar characteristics, except that the population is relatively younger. In addition, there is a high proportion of rental accommodation.

Northeast Industrial, Balwin and Belvedere may be described as relatively older communities in the Corridor, with a high percentage of older residents. Living accommodation is mostly comprised of one-family households, most of which are owned. Another shared characteristic of these three communities is that approximately 50 per cent of their population has less than a grade 10 education. In 1971, the male unemployment rates in these communities were similar to the city average while the female unemployment rate was generally higher. Average household incomes in these communities were slightly below that of the City.

Kennedale, a community with a very small population, does not readily fit into the general pattern of the other communities in the corridor in that it has a very skewed age/sex pattern, as well as a relatively high proportion of residents with an English ethnic background. In addition, housing in the community is primarily single-detached. Some of the characteristics which Kennedale shares with other communities in the Corridor are an unemployment rate for males and females which is higher than the City 34

average, and an average household income which is less than that of the City. In this regard, Kennedale represents an anomaly in a general pattern which shows that the communities further away from the City centre have a higher average income.

Steele Heights which is the most northeasterly community in the Corridor has demographic characteristics generally found in suburban areas. That is, there is a high proportion of the population within the 25 - 35 year age group and a significantly low percentage of the population in the over 50 year age group. In addition, the number of one-family households, single-family dwellings and home ownerhsip is relatively high. Moreover, the educational level is much higher than that of the other communities in the Corridor, and the unemployment rate is lower than the City average.

SUMMARY

In summarizing the demographic data, a number of important points can be stated as having particular relevance to the Northeast Rapid Transit Corridor Study. For example, the data reveal that the communities which are in close proximity to the central business district have certain shared characteristics which are similar to those generally associated with inner city communities. The communities which are further north and east tend to have demographic characteristics that are more closely in line with suburban 35

communities. To illustrate, the communities closest to the City centre-McCauley, Riverlot 20, Riverview and Riverview Industrial, share the following characteristics:

An average household income that is lower than the City average; A greater concentration of ethnic groups other than English, notably Ukrainian; An unemployment rate which is higher than that of the City as a whole; A high percentage of small and non-family households; A high percentage of rental and apartment accommodation; A higher proportion of residents with low educational attainment levels and low status occupations.

In the case of the newer communities such as Balwin, Belvedere, and Steele Heights which are in the most northeastern section of the Corridor, the overall demographic profile of these communities is different. The available data indicate that the average household income rate of residents of these communities are quite similar to the City average. As well, the proportions

See City of Edmonton, Older Neighbourhoods - A Planning Perspective, 1977 for suggested approach in assessing planning needs for communities. 36

of one-family households, home ownership and single-family dwelling units are significantly higher than those of the communities closest to the City centre. Similar trends are also indicated with regard to educational level and occupational status in these communities.

Cromdale/Bellevue, Cromdale, Parkdale and Santa Rosa are communities which are midway along the Corridor; in terms of their overall socio-economic characteristics, they may best be described as falling within a "middle range". That is, while they share similar characteristics such as high home ownership with the most northeasterly communities, they also have some characteristicsâ&#x20AC;&#x201D;such as an average household income that is lower than the City average

which would place them in the same category as the communities

closest to the City centre. Ostensibly, these communities or neighbourhoods have been and are presently experiencing some degree of change. To what extent the characteristics of communities near the inner City or those near the suburbs will become predominant, will depend on the rate of growth and the kind of redevelopment of these areas in the future.

4.2 LAND USE AND ZONING

In this section the major land use (Map 3) and zoning (Map 4, Table 2) characteristics as they pertain to each of the three station areas are

â&#x20AC;&#x2DC;, assume a number of forms. ..strial,

These uses include

transportation, parkland, public

well, each land use can assume a variety L"

EXISTING LAND USE

imuol

nf dprisitv.

9 discussed. Land use may assume a number of forms.

These uses include

residential, commercial, industrial, transportation, parkland, public institutions, and vacant land. As well, each land use can assume a variety of forms of development, usually defined by the level of density.

Zoning may be defined as a land use classification system. The purpose of zoning is to establish control, by means of a bylaw, over the type, density, and configuration of land use development.

4.2.1

112 Avenue Station Area

Land use in the 112 Avenue Station area is comprised, in large part, of City wide recreational facilitiesâ&#x20AC;&#x201D;Clarke Stadium, the new Commonwealth Games Stadium, and open space areasâ&#x20AC;&#x201D;Kinnaird Ravine (Map 3). The two stadiums, situated in the Riverview Industrial area, are zoned under the Clarke Stadium Development Scheme Bylaw which provides for staged development of the use of land near these facilities (Map 4). The Bylaw makes provisions for the development of a park, adventure playground and community centre in this area. The Kinnaird Ravine, situated in the Cromdale/Bellevue area, is zoned as a metropolitan recreational district. The intent of this particular zoning is to preserve the area in its natural state.

9 See also Appendix "E" for land ownership in each of the three rapid transit station areas. 38

10 The population of the Stadium Station area in 1976 was approximately 4,412 . North of 112 Avenue, the residents of the communities in this station are living primarily in single-family and two family dwellings (Table 3). This residential area is covered by low density residential zoning districts R-1 and RC-1. In contrast, the southern section of the 112 Avenue Station area has a higher concentration than the other two Station areas of multiple family dwelling units. These units are composed of medium (3-7 dwelling units) to higher density (8 or more dwelling units). This area has R-5 and R-6 zoning districts which permit medium to higher density residential land use. The condition of the housing in this station area is generally fair to good (Table 3).

Both sides of the rapid transit line in the Stadium Station area are occupied by heavy industrial, and some commercial establishments. The M-3 zoning district for this section permits such industrial uses as a manufacturing company.

4.2.2.

118 Avenue Station Area

The dominant land uses in the 118 Avenue Station area are the grounds and facilities of the Edmonton Exhibition Association (Map 3). The grounds are

10 Source: City of Edmonton 1976 Civic Census. 39

N.E.R.T.C.S.

MAP 4

EXISTING ZONING AND LAND USE CLASSIFICATION

132 ave

[Ita"

C-2

4cn

C-1

co 118 ave

moo rcuogiiio OLE r

1 EXISTING ZONING

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LAND USE CLASSIFICATION GUIDE 00000

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5400•••--

UNCLASSIFIED AREA - refer to table

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A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. , 3000 ft.

N.E.R.T.C.S. ZONING FREEZE AREA

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AREA UNDER ZONING FREEZE AS APPROVED BY CITY COUNCIL SEPTEMBER 21, 1976.

0401

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. lin. 3000ft. DECEMBER 1976

TABLE 2 ZONING BYLAW Residential: R-1

Residential District Essentially a single family dwelling zone permitting public parks and public schools.

RC-1

Residential Conversion District Low Density District in older areas of the City. Allows the mixture of one family dwellings, two family dwellings, and further, subject to the right of appeal, four-plexes.

R-2

Residential District Two family dwelling zone allowing one family dwellings subject to the regulations governing R-1 Districts.

R-3, R-4

Residential and General Residential District Walk-up apartment buildings found in districts other than the City centre and further allowing senior citizen's homes and one and two family dwellings.

R-5

Medium Density Residential District Areas adjacent to City centre and major regional shopping or institutional centres permitting apartments to a maximum height of six storeys along with one and two family dwellings.

Commercial:

C-1

Commercial District Local neighbourhood shopping areas and service station sites along with dwelling units above the first storey.

Commercial...continued C-2

Commercial District Shopping Centres in suburban locations and other commercial areas which provide services to a part of the City.

C-2A, C-3

General Commercial District Older established strip commercial areas, ususally located along major arterials and allowing most commercial uses, for example, Whyte Avenue.

C-4

Central Retail and Office District Downtown Edmonton.

C-5

Motel and Special Purpose Office District. Low Density motel and hotel development, special purpose offices, market facilities and appropriate commercial services.

C-7

Restricted Tourist Commercial District Motel uses and uses accessory to motel development.

Public Buildings:

P-1

Public Service District Municipal services, like schools, utility buildings, fire halls, libraries, museums, etc.

P-2

Private Service District Private institutional uses such as hospitals, churches and educational uses.

P-3

Residential District Non-profit residential accommodations such as public housing but also permitting one and two family dwellings.

Public Buildings.. .continued

C-C

Civic Centre District Administrative buildings and related compatible uses including hotels and meeting facilities.

Industrial: M-1 M-2 M-3

Industrial Districts zoned according to light (M-1), medium (M-2), and heavy (M-3) industrial uses.

Open Space: A

Metropolitan Recreational District Lands for public parkland.

AG-MR1

Industrial Reserve District Areas to be held for future expansion of industry.

AG-U

Agricultural General Urban District Usually applied to subdivisions.

Public Parks District Neighbourhood parkland areas e.g. community leagues, playgrounds.

UNCLASSIFIED - Provides a district for major developments which do not conform to any particular zoning or land use designation but comply with the objectives of the General Plan. Source: Development Branch, City of Edmonton, Planning Department, March, 1977.

TABLE 3 TYPE AND CONDITION OF HOUSING IN STATION AREAS 112 Avenue Station Area Housing Condition

Type of Housing

Single Family Dwellings Two Family Dwellings Multiple Family Dwelling Total

329 88 35

72.8 19.5 7.7

452

100 %

Poor Fair Good Total

34 287 131

75.0 63.5 30.0

452

100 %

No. of units for sale - 7, = 1.5%.

118 Avenue Station Area Housing Condition

Type of Housing

Single Family Dwellings Two Family Dwellings Multiple Family Dwellings Total

No.

417 60 7

86.2 12.4 1.4

484

100 %

No. of units for sale - 7, = 1.7%. 43

Poor Fair Good Total

No.

73 144 86

15.1 67.1 17.8

484

100 %

Table 3.. .Continued 129 Avenue Station Area Housing Condition

Type of Housing

Single Family Dwellings Two Family Dwellings Multiple Family Dwelling Total

210 13 2

93.3 5.8 0.9

225

100 %

Poor Fair Good

30 53 142

15.4 23.5 63.1

225

100 %

No. of units for sale - 12, . 5.3%. Source: Survey of Dwelling Units in Rapid Transit Station Areas, Summer, 1976, City Planning Department.

located primarily in the Cromdale community, and contain facilities for exhibitions, conventions and sports events. These facilities are generally zoned in a Public Service District, except for the Coliseum which is in a medium industrial district M-2 (Map 4).

Single family and some duplex dwellings covered by low density zoning designations RC-1 and R-1 are the main residential land uses in the Coliseum Station area. Exceptions to these residential land uses are found in the western portions of the Eastwood/Mt. Lawn and Cromdale communities, just north and south of 118 Avenue. In this location, there are some pockets of multiple housing in medium density residential areas R-4. Generally, the housing in the 118 Avenue Station area is in fair to good condition, but, of relatively poorer quality than those in the 112 Avenue and 129 Avenue Station areas (Table 3).

Near the multiple housing, and along 118 Avenue---a city commercial strip, are some areas occupied by small businesses which are zoned in C-2 and C-2A districts. Land on both sides of the rapid transit line are designated in medium (M-2) and heavy industrial districts (M-3), and are generally occupied by non-industrial land uses. These include small businesses, the Coliseum and some single-family residences.

4.2.3

129 Avenue Station Area

The 129 Avenue Station area is contained entirely in the area designated as Kennedale. The eastern section of this Station area has a mix of industrial and commercial land uses (Map 2). The zoning district---Industrial Reserve Zoning (AG-MR1). permits such a mix (Map 4). In addition, there are some isolated pockets of single-family dwellings in the eastern portion.

The western portion of the Belvedere Station area primarily has singlefamily dwellings combined with some two-family dwellings. This residential accommodation is zoned in R-1, R-2 and RC-1 districts permitting a low density residential use. The residential accommodation in this Station area is generally in good condition (Table 3). In 1976, there were approximately 1,444 people living in the Belvedere Station area.

Along Fort Trail Road and the rapid transit line are commercial and heavy industrial land uses, covered by commercial (C-3) and heavy industrial (M3) districts.

SUMMARY

In summarizing this section on land use and zoning characteristics of the areas within a 1,500 foot radius of the rapid transit stations, several 46

salient observations can be stated.

The permitted residential density for the areas concerned fall generally under the R-1, RC-1 and R-4 districts; R-1 and RC-1 are the most predominant.

There is a relatively high concentration of commercial and industrial land use along either side of the rapid transit line and along the major roadways, such as 118 Avenue and Fort Trail Road.

There tends to be a high mix of residential and commercial/industrial land uses. In areas such as the 129 Avenue Station, these mixed land uses appear to be non-compatible in that noise, pollution and traffic generated by the industrial/commercial land uses conflict with the residential setting of the nearby areas.

In the 112 and 118 Avenue Station areas there is a high concentration of recreational and entertainment facilities that are intended for City-wide use. These facilitiesâ&#x20AC;&#x201D;Coliseum, Clarke Stadium, Commonwealth Games Stadium, create parking and traffic problems for the surrounding residential communities.

4.3 MAJOR ROADWAYS

As indicated on Map 5, the major roadways in the Northeast Corridor may be categorized as highway routes, major arterial roads, primary arterial roads, and arterial roads. The basis of this categorization is the ability 11 of each type of roadway to accommodate different traffic volumes.

Average weekday traffic volumes on each type of roadway in the corridor are shown on Map 6. In this regard, it is important to note that there is a relatively high use of the Fort Trail Road, 97 Street, Capilano Freeway, 82 Street and 66 Street to move traffic north and south. It can also be observed that there is a high level of traffic flow moving east and west on 112 Avenue and 118 Avenue. In addition to this high level of traffic, the problem of circulation is further compounded by the fact that there are

11 The higher traffic speeds, location and alignment of highway routes enable a higher volume of traffic than other types of roads. A major arterial road allows a relatively unimpeded flow of 20,000 - 40,000 vehicles per day operating at speeds of 30-40 m.p.h., on four to six traffic lanes which are divided. A primary arterial road, normally four lanes, usually divided, accommodates 15,000-20,000 vehicles per day, at operating speeds of 20-30 m.p.h. An arterial road is usually four lanes undivided, and handles 10,000 20,000 vehicles per day at operating speeds of 20-30 m.p.h. Source: Transportation Plan Part I, City of Edmonton, June, 1974, p. 45-46. 48

railway crossings on several major roadways such as the crossing at 112 Avenue east to west, and another at 66 Street running north and south. However, a number of proposed changes have been prepared to improve access between communities on either side of the rapid transit line and to accommodate future vehicular movements in the Northeast Corridor. These include 3 road widenings, road realignments, and railway underpasses and overpasses (Map 7 and Table 4).

N.E.R.T.C.S.

MAP 5

MAJOR ROADWAYS to

II-

1—

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137 ave

11411-1441441

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to Highway 16

--- CURRENT HIGHWAY ROUTE

---- PROPOSED HIGHWAY ROUTE MAJOR ARTERIAL ROAD PRIMARY ARTERIAL ROAD ARTERIAL ROAD

Itol l

id IP* ,

O•

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A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. 3000ft.

N.E.R.T.C.S.

MAP 6

TRAVEL PATTERNS

IL_J1

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16,100

I )1 p A

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o 0

ark ef gi

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. = 3000ft.

N.E.R.T.C.S.

MAP 7

PROPOSED ROADWAY CHANGES

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@ DESCRIPTION OF IMPROVEMENT COMMENCEMENT OF CONSTRUCTION WITHIN NEXT TWO YEARS FIVE TO TEN YEARS

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• III

TEN TO FIFTEEN YEARS FIFTEEN TO TWENTY YEARS TWENTY YEARS PLUS OVERPASS OR UNDERPASS MAJOR INTERCHANGES

Nog sookrog • *

A NORTH

-refer to table

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1 in. = 3000 ft. DECEMBER 1976

TABLE 4 LOCATION AND TIMING OF CONSTRUCTION OF PROPOSED MAJOR ROADWAY IMPROVEMENTS Major Roadway Improvements in Downtown Area Near Northeast Corridor (Map 6) North-South Streets Number 1

98 Street - Proposed plans exist to make it a one-way roadway from 110A Avenue to 105 Avenue and join it to 97 Street at these points. Timing - over 5 years.

97 Street - Proposed plans exist to widen this street to a six lane divided roadway from Jasper Avenue to 105 Avenue, and make it a oneway roadway from 105 and 111 Avenue. A railway overpass at 104 Avenue would be reconstructed in these plans. Timing - widening (over 5 years), underpass (15 - 20 years).

95 Street - Proposed plans exist for a 5 foot widening on both sides of this roadway as property becomes available, and the creation of an underpass at the railway tracks. A bridge connection with this roadway across the North Saskatchewan River is possible in the long term. Timing - underpass (within 10 years), widening (within 15 years under review), bridge (15 - 20 years - under review).

East-West Avenues 4

103A Avenue - Proposed plans exist to widen this roadway west of 97 Street by widening it on the south side as far east as the church on 95 Street where widening will be switched to the north side and remain on the north side to Jasper Avenue. Timing - over 10 years. 50

East-West Avenues.. .Continued Number 5

107 Avenue - 107 Avenue is proposed to be the westbound leg of the 106 - 107 Avenue couplet. Timing - 10 years.

111 - 112 Avenue - Proposed plans exist for widening this roadway from 95 to 82 Street and constructing an underpass at the railroad lines. Timing - 5 years.

Major Roadway Improvements in Northeast Corridor North-South Direction (Map 6)

82 Street - Proposed plans exist for widening this roadway along its route as property becomes available, and creating an underpass at the railway tracks. Timing - widening (20 years plus), underpass (5 - 10 years).

Capilano Freeway - Proposed plans exist for extending this roadway north. It will pass under the railroad tracks, and be connected to the Santa Rosa Road. The freeway will be six lanes divided. Timing - more than 10 years.

Fort Trail - 66 Street Intersection - A realignment of Fort Trail Road east of 66 Street is proposed. Fort Trail is proposed to be six lanes divided through 66 Street and north to 134A Avenue. A Fort Trail railraod underpass will be reconstructed. Timing - realignment (5 - 10 years), underpass (10 years).

66 Street - A proposal exists for the widening of 66 Street to six lanes divided from Fort Trail to the Santa Rosa Road. A new railroad underpass would be required. Timing - 5 to 10 years.

North-South Direction... Continued Number 11

Manning Roadway - A long term proposal exists for the construction of a six lane divided roadway from the Santa Rosa Road to 137 Avenue in the Northeast Corridor with major interchanges at the Santa Rosa Road.and at 137 Avenue. Timing of roadway construction - 10 - 15 years.

50 Street - There is a current realignment and widening of 50 Street (i.e. four lane divided roadway) in progress. The section from Hermitage Road to 137 Avenue is being constructed and the section from the Hermitage Road south to 125 Avenue will be built in 1977.

East-West Direction 13

A proposal exists to make 118 Avenue a six lane undivided or four lane divided roadway from 50 Street to the Capilano Freeway, and improve its intersections at 82 Street, 97 Street and 101 Street. Timing - 10 years (under review).

The Santa Rosa Road is being made a 6 lane divided roadway and an underpass is being constructed at the railway tracks. Timing - Top Priority (within 2 years).

An eastward extension and realignment of 129 Avenue to intersect with 50 Street at 127 Avenue is proposed, with construction of a structure at the railroad tracks. Timing - realignment - (over 5 years), underpass - (15 - 20 years plus).

A proposal exists to realign 132 Avenue eastward to intersect 50 Street at Hermitage Road, with construction of a structure at the railroad tracks. East of the tracks, 132 Avenue would likely be a four lane divided roadway. Timing - realignment - (5 years), underpass - (10 - 15 years). 52

East-West Direction.. .Continued

Number 17

There is a proposal for a realignment of 137 Avenue. Timing - within 5 years.

Source: Transportation Planning Branch, City of Edmonton Planning Department, March, 1977.

4.4 PUBLIC UTILITIES

Utility services provided in the Northeast Corridor include water, sanitarysewer, storm-sewer, power and gas (Map 8 and Map 9). These services are 12 meeting present demands. However, future population densities and distribution, service costs, and land uses will have to be examined in order to determine the type and extent of future service needs.

4.5 MAJOR INDUSTRIES AND BUSINESSES

Major industries and businesses are defined for the purposes of the Study as those employing more than 25 people. Examples of the types of industries located in the Northeast Corridor include general food processing, meat packing and processing, and clothing manufacturing. Many of these industries are concentrated primarily in the central section of the Northeast Corridor-between 118 Avenue Station and 129 Avenue Station (Map 10). The majority of the industries have been operating in the Corridor for over 20 years and it is estimated that they presently employ about 5,500 workers in total (Appendix "D"-1).

12 Source: City of Edmonton Power, and Water and Sanitation Departments, and Northwestern Utilities Ltd., May, 1977. 54

The major businesses and commercial establishments in the area include trucking, industrial supplies, construction and restaurants. Apart from the McCauley area there is a greater concentration of these in the central portion of the Corridor--Eastwood/Mt. Lawn and Santa Rosa (Map 11). As in the case of the industries, the business and commercial enterprises have been in the area since the early 1950's. They presently employ an estimated total of 2,500 (Appendix "D"-2).

4.6 SCHOOLS

The location and catchment areas of public and separate schools near the Northeast Corridor are indicated in Maps 12 and 13.13 In addition, Appendix "F" provides the present enrollments, as well as the enrollment capacity of each of the schools. On examination of these data it becomes apparent that the public schools in the most northeasterly section of the Northeast Corridor are more crowded than the schools in areas closer to the Downtown section. This suggests that additional students in the northern communities (Steele Heights) of the Corridor may pose a problem. In contrast, more students are required in public schools, especially elementary, in older communities (Cromdale and Parkdale) in the southern part of the Corridor.

13 Source: Edmonton Public and Separate School Boards, March, 1977. 55

N.E.R.T.C.S.

MAP 8

POWER AND GAS UTILITIES

d i • • 1.

•

• •

137 aver'

132

ave

1-1

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MAIN GAS LINES * GAS PRESSURE STATIONS --- MAIN POWER DUCTLINES MAIN AERIAL POWER LINES EN STATION LAND USE PLAN AREA

201 0 0 00 0 ,

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. 3000ft.

N.E.R.T.C.S.

MAP 9

WATER AND SEWAGE UTILITIES

137 ave

132 ave

DEE

118 ave

N\--xr-

4m4

MAIN WATER LINES 112

--- MAIN STORM INTERCEPTORS •... MAIN SANITARY& COMBINED INTERCEPTORS

111111

• LIME FEEDING STATION lea wirrr II sok IP-400 %* 01011 8 trA /

* PROPOSED SANITATION PLANT STATION LAND USE PLAN AREA

‘Sti

I A° WI IININTOI JialrOf Tri

I* • 0.".1

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. = 3000 ft.

N.E.R.T.C.S.

MAP 10

MAJOR INDUSTRIES

1-7-1 F=1,1-17

iii _ 7)E1 v

JLJEL,---CEEEICIEMEEDI 5 6 78

IF11"7311,

-rnnn

NUMBERS REPRESENT INDUSTRIES - refer to table

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. , 3000ft.

N.E.R.T.C.S.

MAP 11

MAJOR BUSINESSES

t44 ár

</ " L

L__

jLEJ

_Jr-17RJ,, PHLIN ILL rJL

7_11LJ r iiL

1177.7 A/ 2 IL I L I r71 • 1 'L [ -in-)-;' 1 1L. 7-17 7=j 7771

_LI

TIT j -v)E[12-;1 „r/ iLJEIEMECIEEEICIED 7 MA .',„2„. 4

itTiMEDEJ 1-1 '71

ir r 1n

6 ''X

1 t—E Rosa Road 1 L-1.1[1

r-rt r

NUMBERS REPRESENT BUSINESSES

.\\

- refer to table

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1in. -- 3000ft.

N.E.R.T.C.S.

MAP 12

PUBLIC AND PRIVATE SCHOOLS ICI

1111111.1•1111111B

C)c

lO% IIIEF FIV/A'P groftt r raving' IpApAmiiii n -

:1! tisEtp

A U" P

111111111

MOE 0

.•••

10B

SCHOOL -refer to table

A ELEMENTARY B JUNIOR HIGH C SENIOR HIGH o\),

D PRIVATE CATCHMENT AREAS ELEMENTARY !sum

Ar A

JUNIOR HIGH ELEMENTARY/JUNIOR HIGH

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1 in. 3000ft. DECEMBER 1976

___

N.E.R.T.C.S.

MAP 13

SEPARATE SCHOOLS

run=li-i (DB

Oc II is

ALILLUL _J _J

1 minim0111D 1 I sips 0[7

IL EEO

J'0011

II I e SCHOOL A ELEMENTARY B JUNIOR HIGH C SENIOR HIGH CATCHMENT AREA -refer to table

A NORTH -

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1 in. -5. 3000 ft. DECEMBER 1976

The separate schools in the Northeast Corridor are not crowded, as only 26 percent of these schools are operating at near capacity (Appendix "F"-2).

4.7 CHURCHES

Data on the location of churches in the Northeast Corridor are provided on Map 14 and Table 5. The importance of this information is warranted in that not only will the location of churches have implications for future land use and zoning, but also the fact that easy access to them will need to be given adequate consideration in any major changes in circulation in the Corridor.

4.8 PARKS AND RECREATIONAL FACILITIES

There is approximately 320 acres of park and open space located within the 14 boundaries of the Study area. Data on their location are provided on Map 15 and Table 6. Observation of these data reveal several important characteristics:

14 Source: City of Edmonton Parks and Recreation Department, November, 1976. 56

TABLE 5 CHURCHES Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Location

Name Ansgar Lutheran Church Buchanan Eastwood United Church Calvin Hungarian Presbyterian Church Central Lutheran Church Chinese United Church Christian Reformed Church - First Christian Reformed Church - Second Christian Reformed Church - Third Christ King Lutheran Chruch Church of God Edmonton Gospel Temple Emmanuel Community Reformed Church Free Methodist Church Holy Trinity Orthodox Church Immaculate Conception Parish of Our Lady of Fatima People's Church Sacred Heart St. Andrew's Presbyterian Church St. Emeric's Catholic Church St. Francis of Assisi St. John's Lutheran Church St. Josaphat's Cathedral St. Peter's Lutheran Church St. Stephen's Anglican Church St. Vladimir's Santa Maria Goretti Seventh Day Adventist Church Temple of Spiritualism Ukrainian Evangelical Baptist Church Ukrainian Pentecostal Temple

9554 - 108A Avenue 11905 - 82 Street 11701 - 86 Street 10923 - 94 Street 10152 - 96 Street 10956 - 96 Street 10605 - 96 Street 13505 - 57 Street 13111 - 79 Street 122 Ave & 55 Street 10330 - 95 Street 6505 - 140 Avenue 8405 - 114 Avenue 10902 - 96 Street 10830 - 96 Street 11011 - 84 Street 10802 - 93 Street 10821 - 96 Street 8715 - 118 Avenue 10665 - 98 Street 6770 - 129 Avenue 10761 - 96 Street 10825 - 97 Street 9606 - 110 Avenue 10909 - 96 Street 6824 - 128 Avenue 11040 - 90 Street 11036 - 96 Street 9315 - 103A Avenue 12317 - 82 Street 10521 - 97 Street

Source: City of Edmonton Telephone Directory, 1977. 57

N.E.R.T.C.S.

MAP 14

CHURCHES

137 ave

riL7='-ih.8 1 -

(=JD

77) 132 ave

[MODCIEMEIC

T[101, \1_11 LP L

118 ave

NUMBERS REPRESENT CHURCHES t/7

.0 0.

Tir

71" 13r-1 -

inr-'777

- refer to table

112a

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. 3000 ft.

TABLE 6 PARKS AND OPEN SPACES Site No.

Site Name

Site Acreage

Steele Heights Park

4.8

Belvedere Park North

3.9

Kennedale Ravine

Balwin Park

5.7

Belvedere Park South

6.6

Elmwood Park

2.72

Santa Rosa Park

3.8

Newton Playground

1.36

Parkdale Playground

1.36

18.9

Borden Park

54.2

Kinnaird Ravine

14.5

River Valley

44.9

Clarke Field

44.6

Patricia Square

5.4

Boyle Street Playground

3.6

Source: City of Edmonton Parks and Recreation Department, November, 1976.

There is a high concentration of City-wide recreational facilities located within the boundaries of communities in the southern portion of the Study Area. The parks and facilities include: ravine and river valley parkland located in the Cromdale/Bellevue area (approximately 160 acres); Borden Park located in the Cromdale area (54 acres); and Clarke Stadium located within the Riverview Industrial boundary (44.6 acres).

In contrast to other areas of the City of Edmonton, there is a relatively low acreage of neighbourhood parks and open space, especially in older neighbourhoods such as Parkdale, Eastwood/Mt. Lawn, and McCauley. There are only 75 acres of parks and open space distributed among the other 10 communities in the Northeast Rapid Transit Corridor Study Area. Moreover, of these 75 acres, 30 percent is undeveloped open space. In Kennedale alone, there are 19 acres of this undeveloped space as well as another 7 acres in the Northeast Industrial area.

The approximate acreage distribution of the remainder, some of which are schools, community playgrounds, and open space, is as follows: Steele Heights

7.1 acres

Santa Rosa

3.8 acres

Belvedere

7.7 acres

McCauley

5.4 acres

Balwin

7.8 acres

Riverlot 20

Northeast Industrial

7.2 acres

Eastwood/Mt. Lawn

2.7 acres

Riverview

5.5 acres

Parkdale

2.1 acres

23.6 acres

Source: City of Edmonton Parks and Recreation Department, November, 1976. 59

N.E.R.T.C.S.

MAP 15

PARKS AND OPEN SPACES

El ^

00000EREECID IT 0E7 r---

DitrrinciTEc LEILifiLIL tII[

NUMBERS REPRESENT PARKS AND OPEN SPACES -refer to table

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1 in. 3000ft. DECEMBER 1976

The residents of the communities of Steele Heights, Belvedere, Balwin, Santa Rosa, and Eastwood/Mount Lawn have available to them one or more recreational facilities and activity centres. These include open areas, wading pools, outdoor skating rinks and spray decks. Some of these have been described in the Parks and Recreation Master Plan as being in poor condition. Within the other communities, there is a relatively high deficiency or lack of recreational facilities.15 4.8.1

Major Activity Centres

Clarke Field, The Commonwealth Games Stadium Complex and the Edmonton Exhibition Association grounds are major recreational facilities in the Corridor. The former subsumes approximately 47 acres and includes such facilities as a professional football field, soccer and baseball fields, tennis courts, hockey rinks and the Commonwealth Games Stadium. The latter occupies approximately 122 acres and offers a variety of facilities including the Sport Ex, Edmonton Gardens, Sales Pavilion, Northland Race Tracks, Coliseum, and Grandstand. The times during which various facilities are used and their average attendance figures are shown on Table 7. Because these are city-wide facilities, consideration will need to be given to the provision of adequate access to additional recreational facilities and open spaces that cater to neighbourhood needs.

15 Adequacy of existing parks and recreational facilities in the Northeast Corridor will be reassessed in 1977 with the updating of the Parks Master Plan by the City of Edmonton Parks and Recreation Department. 60

TABLE 7 USE OF EDMONTON EXHIBITION ASSOCIATION FACILITIES Time of Year

Time of Day

Hockey (Oilers)

Oct-Apr

Evenings

Coliseum

6-12,000

Rodeo

Mar & Nov

Evenings

Coliseum

4,000

Boat & Trailer Show

Early Mar

Evenings

Coliseum

4,000

Concerts

Approx. 1 per month

Evenings

Coliseum

6-15,000

Ice Capades

Early Jan (1 week)

Evenings & Weekends

Coliseum

6,000

Late July

Evenings

Coliseum

8-15,000

Klondike Days

July

Days & Evenings

Exhibition Grounds

600,000

Curling

Oct-Mar

Evenings & Weekends

Sport Ex

320-380

Hockey

Mid-Dec to Mid-Mar

Evenings & Weekends

Gardens

300-350

Harness Racing

Apr-May July-Aug

Evenings & Weekends

Northlands

2,000

Thoroughbred Racing

June

Evenings & Weekends

Northlands

4,000

Misc-Conventions Displays, Shows

Throughout the Year

Evenings & Weekends

Sport Ex

Variable Up to 3,000

Event

Source: Edmonton Exhibition Association, May, 1977.

Place

Average Attendance

CHAPTER 5 CONCLUSIONS AND IMPLICATIONS

This Report constitutes the first major stage in the conduct of the Northeast Rapid Transit Corridor Study. It sets out the base line data on and preliminary analysis of a number of factors that are likey to undergo changes with the introduction of rapid transit. These factors include: demographic and socio-economic characteristics; land use and zoning; community facilities and infrastructure. As well, technical features of the light rapid transit system have been discussed. This information is important in as much as changes associated with these factors will have significant implications for the direction of both physical and social growth and development of the Corridor communities.

The findings of this report emphasize the considerable differences between the various communities in the Corridor. These differences can be briefly summarized as follows:

Communities closest to the City centre (McCauley, Riverlot 20, Riverview) may be classified as having attributes generally shared by inner-city communitiesâ&#x20AC;&#x201D;relatively lower levels of income, a higher concentration of ethnic groups, lower educational levels and lower status employment.

Those communities in the most northeasterly part of the Corridor (Balwin, Belvedere, Steele Heights) can generally be described as having attributes that are more in line with suburban communities-higher proportion of one family households and home ownership, higher educational level and occupational status.

Communities such as Cromdale/Bellevue, Cromdale, Parkdale and Santa Rosa which are midway along the Corridor share characteristics--some of which are similar to the suburban types and others which could place them in the category of inner-city communities. They are communities undergoing varying degrees of change and depending on the nature and extent of those changes they could eventually move into either of the above categories.

With regard to the land use and zoning characteristics of portions of communities within a 1,500 foot radius of the rapid transit stations, the data indicate that in addition to the low to medium residential density that presently exist in these areas, there is also some concentration of commercial and industrial land uses particularly on either side of the rapid transit line. Because of this high mix of residential and commercial/ industrial land use found in areas such as the 129 Avenue Station, adequate attention will have to be given to the need for greater compatibility of the uses of land in these areas in the future.

As to the location and adequacy of infrastructure, and particularly the use of the major roadways in the Northeast Corridor, the situation can best be described as requiring some improvement. Traffic volumes on each of the primary and major arterial roads are high at peak hours making accessibility to and between communities in the area somewhat difficult. Further compounding this circulation problem are railway crossings which intersect major roadways. However, some of these roadway circulation problems are being presently addressed through proposed plans for road realignments, road widenings, underpasses and overpasses. Consideration must be given to these improvements and their impactâ&#x20AC;&#x201D;particularly in terms of the amount of land that will be required and the additional traffic such improvements will generate in the area.

Public utilities in the corridor such as water, power and gas would appear to be adequately meeting the present needs of residences, businesses and industries in the area for such services. In the case of major business and industries, these have been established in the areas for a relatively long time, many of them 20 years or more. In general, the industries are concentrated along the railway lines, especially in the central sections of the Corridor. Businesses, however, appear to be grouped along major roadways such as Fort Trail Road and in areas closer to the city centre.

With respect to the adequacy of schools, there is a varying situation in different areas of the Northeast Corridor. Many of the public schools in the northern section of the Corridor are close to or exceeding their enrollment limits, and any influx of school age children in the community in the future may pose a problem. In contrast, some of the elementary schools in the southern part of the Corridor will require additional students if they are to remain as viable institutions.

The information regarding parks, recreational facilities and the major activity centres in the Northeast Corridor indicate a need for additional recreational facilities and services in the area. The area includes some of the major city-wide recreational facilities, yet there are indications that residents of the area have very limited opportunities to use these facilities for local community recreational purposes. Moreover, the amount of open park space in the area is not only unevenly distributed, but there tends to be a very high deficiency level in areas such as Parkdale, Eastwood/ Mt. Lawn and Santa Rosa. In view of this, an assessment of the population age structure in the area, together with the nature of the demand for additional parks and recreational facilities will need to be undertaken.

Based on the information contained in this report, it can be concluded that the perceived significance and magnitude of impacts will differ among the various Corridor communities. Moreover, given the different community characteristics and perceptions, the identification of impacts as being 65

either positive and/or negative is likely to vary among communities. Consequently, major consideration will have to be given in the study not only to the significance of the impacts of rapid transit, but also to the way in which they are perceived and the situations and conditions from which they arise. This underscores the need for gathering and assessing information from a variety of sources. As well, additional current data on the major socio-economic factors will need to be collected and examined. The status of this report may therefore be seen as the first stage in the planning process for the Northeast Rapid Transit Corridor Station areas and communities.

APPENDICES

APPENDIX A CHECKLIST OF POSSIBLE IMPACTS

CHECKLIST OF POSSIBLE IMPACTS

APPENDIX "A"

Economic Impacts:

Increase/Decrease in:

- Change in employment opportunities - Employment stability - Personal income and wealth - Standard of living - Commercial and business potential /opportunities - Land and property values

Number of jobs provided in N.E. Corridor - Number of jobs provided as direct result of rapid transit (construction and operation) Number of jobs lost as direct result of rapid transit (construction and operation) - Number of new short term and long term jobs created Personal income Land and property values Property taxes and utility charges Business, commercial, industrial establishments Local housing markets Number and mix/quality of building stock

Social Impacts

Increase/Decrease in:

- Change in amount of Public Services and facilities - Change of accessibility to Public Services - Change in community/ neighbourhood character/ stability

Number and facilities Number and facilities Number and services

type of Recreational and open space type of Educational and services type of transportation

Social Impacts...Cont'd

Recreation:

- Change in crime control - Change in access to shopping, etc.

- Increase/Decrease in number of people with access to recreational facilities - Increase/Decrease in distance to recreational facilities Education: Increase/Decrease in students within walking distance to educational facilities Increase/Decrease in students having a ride to schools, etc. - Increase/Decrease in students having to switch from walking to busing or visa versa Transportation: - Increase/Decrease in vehicle traffic - Increase/Decrease in congestion - Increase/Decrease access to parking facilities/space Increase/Decrease in time to travel between community and downtown Increase/Decrease in travel time between work and home Increase/Decrease in access to public transit Shopping: - Increase/Decrease in number of stores/ services by type available within corridor

Social Impacts...Cont'd

Shopping...Cont'd - Increase/Decrease in number of stores etc. within walking distance from residence - Increase/Decrease in number of people satisfied/dissatisfied with local shopping conditions (access, variety, crowdedness, etc.) Housing: Increase/Decrease in number of housing units/by type (price or rent ranges) zoning category, owner occupied - Increase/Decrease in demand for housing in Corridor Increase/Decrease in substandard housing Increase/Decrease in number of people living in substandard housing Population: - Increase/Decrease in population by age, income, racial/ethnic group, occupational class, household type Neighbourhood Character/Stability: - Increase/Decrease in number of workers and residents displaced - Number and percentage satisfied/ dissatisfied re displacement - Increase/Decrease in number of people who perceive neighbourhood as too crowded 71

2. Social Impacts...Cont'd

Neighbourhood Character/Stability...Cont'd - Increase/Decrease who feel increase hazards - Increase/Decrease - Increase/Decrease feeling a lack of

in number of people or decrease of traffic in crime rates of number of people security from crime

- Increase/Decrease - Increase/Decrease - Increase/Decrease - Increase/Decrease

in in in in

Environmental/Physical Impacts noise levels physical barriers air pollution visual intrusions

APPENDIX B N.E.R.T.C. STUDY DESIGN AND FLOW CHART

N.E.R.T.C.S. STUDY DESIGN PHASE II

PHASE I

April

TERMS OF REFERENCE

DATA COLLECTION

1976

May

June

July

August

PREPARATION OF TERMS OF REFERENCE Draft preliminary terms of reference - review and circulate - finalize Obtain funding

September

October

November

PHASE III

PHASE IV

PHASE V

IMPACT ANALYSIS

RECOMMENDATIONS & EVALUATION

FINAL REPORT AND IMPLEMENTATION

1977 December

ASSEMBLE BASE DATA

Prepare description of rapid transit system Survey existing conditions in study area

APPENDIX B

1977

Jan. Feb. March April May June July Aug.

September

November

December

January

February

GENERATION OF ALTERNATIVES

IMPACT ANALYSIS

•Assessment of community concerns *-Determine nature and • extent of impacts

October

1978

*Prepare recommendations to deal with impacts 4.- generate station area land use alternatives AL- formulate recommendations for social economic and physical impacts

\ J L,

PREPARATION OF BACKGROUND REPORT Organize data Prepare base map Prepare and revise background report

IDENTIFICATION AND SURVEY OF COMMUNITY CONCERNS •Present background report to public 0 Survey of community concerns

SELECT

EVALUATION OF ALTERNATIVES

AND REVIEW RECOMMENDATIONS

Finalize recommendations l ALEvaluation of recommendations' • - recommend desired land use - public assessment of • alternatives for station areas recommendations - recommend policies for other - assessment of recommendations )/ impacts by Civic Departments Preparation of final report

,...

/ • Involvement of Public Information Consultant * Involvement of Land Use Design Consultant

City Planning Department Rehabilitation and Redevelopment Branch January, 1977

APPROVAL AND IMPLEMENTATION Approval by Commission Board, M.P.C. and Council Implementation of recommendations Inform public of recommendations •

APPENDIX C TRANSIT NETWORK

PROPOSED BUS ROUTES SERVING RAPID TRANSIT STATIONS

APPENDIX "C"

Stadium Station (112 Avenue)

Area of Service

Type of Service*

Frequency (Minutes)

Abbottsfield - Downtown Oliver - Jasper Place (via 118 Ave. - 112 Ave. - Jasper Ave. Stony Plain Road)

Mainline Trolley

Jasper Place - Westmount - Kingsway - Stadium Coliseum (via 101 Ave. 142 St. - 107 Ave. - 135 St. - 111 Ave.)

Crosstown

Stadium - Parkdale - Downtown - Groat Road (via 115 Ave. 97 St. - Downtown - 101 St. 107 Ave. - 124 St. - Groat Road)

Mainline

Local Feeder

Route Number

Coliseum Station (118 Avenue)

Abbottsfield - Maypark Coliseum (via 123 Ave. 61 St. - 121 Ave.)

Route Number

Area of Service

Type of Service*

Frequency (Minutes)

Coliseum Station...Cont'd

Westmount - Downtown Coliseum (via 114 Ave. - 124 St. - Jasper Ave. 95 St. - 118 Ave.)

Mainline Trolley

Abbottsfield - Coliseum Kingsway (via 118 Ave. 106 St.)

Mainline Crosstown

Abbottsfield - Coliseum N.A.I.T. (via 121 Ave. 54 St. - 118 Ave. - 82 St. - 122 Ave. - 106 St.)

Crosstown

Abbottsfield - North Beverly - Coliseum - Kingsway (via 121 Ave. - 54 St. - 118 Ave. - 82 St. - 122 Ave. - 106 St )

Local Feeder

Coliseum - Belvedere Northgate - Wellington Kingsway (via 66 St. - 132 Ave. - 127 St. - 118 Ave. Kingsway)

Crosstown

Coliseum - Capilano - Bonnie Doon - Southgate (via Freeway - 75 St. - 83 St. Argyll Road - 111 St.)

Express Crosstown

Area of Service

Route Number

Type of Service*

Frequency (Minutes)

Coliseum Station...Cont'd 11

Jasper Place - Westmount - Kingsway - Stadium Coliseum (via 101 Ave. 142 St. - 107 Ave. - 135 St. - 111 Ave.)

Crosstown

Belvedere - MacLeod Londonderry - Downtown University (via 149 Ave. 66 St. - 144 Ave. - 82 St. - Jasper Ave.)

Mainline

Dickensfield - Coliseum (via 149 Ave. - 82 St. - 118 Ave.)

Local Feeder

Belvedere - Londonderry (via 58 St. - 149 Ave. 66 St. - 118 Ave.)

Local Feeder

Belvedere Station (129 Avenue) 30

Northgate - Glengarry Belvedere R.T. Station (via 135 Ave. - 134 Ave. - 54 St. Fort Road)

Route Number

Area of Service

Type of Service

Frequency (Minutes

Belvedere Station...Cont'd

Northgate - North Delton Belvedere R.T. Station (via 129 Ave. - Fort Road)

Local Feeder

Northgate - South Dickensfield - Steele Heights - Belvedere R.T. Station (via 97 St. 144 Ave. - 58 St.)

Local Feeder

Belvedere - Londonderry North Dickensfield - Northgate (via 66 St. - 149 Ave. - 97 St.)

Local Feeder

Clareview - Belvedere - NAIT (via 50 St. - Fort Road - 122 Ave.)

Crosstown

Coliseum - Belvedere - Northgate - Wellington - Kingsway (via 132 Ave. - 127 St. - 118 Ave. Kingsway)

Crosstown

Hermitage - Belvedere (via 129 Ave.)

Local Feeder

Route Number

Area of Service

Type of Service

Frequency (Minutes)

Belvedere Station...Cont'd 85

Belvedere - Steele Heights Londonderry - Coliseum (via 58 St. - 149 Ave. - 66 St. 118 Ave.)

Local Feeder

*DEFINITIONS - Local Feeder is a route serving a particular district of the City. - Mainline is a high frequency route running to and from Downtown on a major roadway. - Crosstown is a route connecting suburban transit centres. Source: Edmonton Transit, May, 1977.

N.E.R.T.C.S.

APPENDIX C-2

EXISTING TRANSIT NETWORK JI

132 ave

-1 -1

EL 'ME

nrn

no. REGULAR DAYTIME SERVICE

PEAK HOUR SERVICE BUS ROUTE

A NORTH CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. = 3000ft.

N.E.R.T.C.S.

APPENDIX C-3

POSSIBLE TRANSIT NETWORK V

1 -32 66

31 -

[-17

I ill

EIGJEMCEMEDEPR34. ll

01_1

23.."

imp

t"1411-T

_, M7741111Mr

BUS TRANSFER FACILITIES AREA â&#x20AC;¢

STATION MAINLINE BUS ROUTE

CROSSTOWN BUS ROUTE - - - LOCAL FEEDER BUS ROUTE no. BUSSES - refer to table

NORTH

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH DECEMBER 1976 SCALE approx. 1 in. , 3000ft.

-1

APPENDIX D MAJOR INDUSTRIES AND BUSINESSES

APPENDIX "0"-1

MAJOR INDUSTRIES

No.

Name

Location

No. of Employees

Line of Industry

Year Started

Mix Brothers Service Ltd.

12804-Fort Rd.

House Moving Contr.

1966

Edmonton Rendering Ltd.

61 23-1 29 Ave.

Rendering Plant

1948

Norfish Co. Ltd.

5918-129 Ave.

Prepared Meat Products

1945

Capital Packers Ltd.

12907-57 St.

Meat Packing

1954

Atlas Construction Ltd.

12649-82 St.

Crane Rentals

1971

Sunland Industries Ltd.

7815-127 Ave.

Biscuits

1968

Alberta Poultry Market Co-Op

7727-127 Ave.

200

Wholesale Poultry

1942

Vanguard Concrete Products Ltd.

7625-127 Ave.

Manufacturer of Concrete Pipe

1974

Petro-Westerns Services Ltd.

12525-72 St.

General Building

1972

Canada Packers Ltd.

Fort. Rd.-70 St.

950

Meat Packing

1936

Swift Canadian Co. Ltd.

124 Ave.-66 St.

975

Packing Plant

1908

Vollan R. Alta. Ltd.

12255-75 St.

General Contractor

1974

Patrick Pipeline Ltd.

12227-Fort Rd.

Contractor

1971

Honeyboy Bread Edmonton Ltd.

12205-Fort Rd.

Manufacturer of Bakery Products

1960

Edmonton Truck Body Ltd

12155-76 St.

Manufacturer of Automobile Bodies

1972

Major Industries...Cont'd

No.

Name

Location

No. of Employees

Line of Industry

Year Started

Leather Tanners

1957

Garritty & Baker Drilling 12060-75 St.

Drilling Company

1968

Fekete Construction Co. Ltd.

12060-75 St.

Building Contractor

1972

Burns Food Ltd.

72 St. & 120 Ave.

Meat Packing

1914

Westpack Meat Processing

12130-68 St.

Meat Processing Plant

1973

Dutch Mill Bakery Ltd.

12138-66 St.

Manufacturer of Bakery Products

1973

Style Master Slacks Ltd.

11705-78 St.

Manufacturer of Men's Slacks

1970

Sealy Westerns Ltd.

11313-83 St.

150

Upholstery & Furniture

1967

Norwood Foundry Ltd.

9111-111 Ave.

Casting

1922

Economy Landscape Contractors

11050-90 St.

Landscape Contractor

1971

Palm Dairies

10804-95 St.

150

Dairy Products

1950

McGavin Toastmaster Ltd.

10026-106 Ave.

175

Bread and Pastry

1924

Trock W.M. Furniture Ltd.

9629-105 A Ave.

Manufacturer of Upholstery and Furniture

1927

Coutts Machinery Co.

9119 Stadium Rd.

Industrial Equipment

1970

Alberta Concrete Products Ltd.

8635 Stadium Rd.

150

Ready Mix Concrete

1963

Dominion Tanners Ltd.

17 18

12210-Mt. Lawn Rd.

550

Major Industries...Cont'd

No.

Name

Location

No. of Employees

Muttart Industries Ltd.

10930-84 St.

100

G.W.G. Ltd.

10660-85 St.

1,040

TOTAL EMPLOYEES

Line of Industry

Year Started

Wholesale or Retail Building Supplies

1961

Manufacturer of Casual Clothing

1953

5,414

* Listed Industries Employing more than 25 People. Source: Dun and Bradstreet, September, 1976.

MAJOR BUSINESSES No.

Name

Location

APPENDIX "0"-2

Employees

Parkway Country Dealer

133 Ave. & Fort Rd. 69

Nick's Investment Ltd.

13103 Fort Rd.

I. & S. Produce Ltd.

8007-127 Ave.

Amco Services Ltd.

7620-125 A Ave.

Byers Transport Ltd.

7420-125 A Ave.

Industry

Started

Retail Automobile

1973

125

Licensed Hotel

1952

125

Fruit and Vegetables

1960

Vending Machines

1972

168

Long Distance Trucking

1975

Midland Superior Express 7324-Santa Rosa Rd. 30

Long Distance Trucking

1950

Transit Motor Inn Ltd.

12720-22 Fort Rd.

Licensed Hotel

1972

Davies I.H. Contracting Ltd.

12605-66 St.

Construction Equipment Rental

1948

Sands Motor Hotel Ltd.

12340-Fort Rd.

Licensed Hotel

1967

Central Alberta Meat Co. Ltd.

12165-Fort Rd.

Wholesale and Retail Meat

1953

United Farms Alberta Co-Operative

12243 Mt. Lawn Rd.

Wholesale Farm Supplies 1953 and Machinery

Interprovincial Freezers 12325 Mt. Lawn Rd. Ltd.

Rent Food Lockers

1956

Alltrans Express Ltd.

6805 Santa Rosa Rd. 65

Long Distance Trucking

1971

Economy Carriers Ltd.

12104-68 St.

Trucking

1976

Boychuk's Transport Ltd. 12141-68 St.

Long Distance Trucking

1940

McKinby & Taylor Ltd.

11941-73 St.

Restaurant Fixtures

1967

Tappened Fred S. Ltd.

11902-72 St.

Specialized Equipment

1950

Fireside Steak House Ltd.7240-118 Ave.

Licensed Restaurant

1975

Major Businesses...Cont'd No.

Name

Location

No. of Employees

Line of Industry

Year Started

Sicoli Realty Co. Ltd.

8507-118 Ave.

Real Estate Agent

1974

6-Way Hotel Ltd.

8115-118 Ave.

Licensed Hotel

1968

Edmonton Exhibition Association

Exhibition Grounds 170

Amusement & Concession

1908

Marks F.L. Co. Ltd.

Exhibition Grounds 100

Cafeteria

1955

Burger King Enterprises

11068-95 St.

Drive-In Restaurant

1966

Fireside Steak House Ltd. 11015-101 St.

Licensed Restaurant

1972

McCoy Brothers

10951-101 St.

Automobile Springs

1951

Controlled Food Corp. Ltd.-Fullers Rest.

9910-108 A Ave.

Restaurant

1972

Controlled Food Corp. Ltd. -A & W Drive-In

10753-101 St.

Restaurant

1965

Century Sales and Services Ltd.

10008-107 A Ave.

Industrial Supplier

1967

Hook Sign Ltd.

10786-98 St.

Commercial Sign Mfg.

1958

Friars Steak House

10635-96 St.

Night Club

1974

Canadian Linen Supply Co. Ltd.

8631-Stadium Rd.

100

Commercial Laundry Supply

1951

P.P.G. Canada Ltd. Canadian Pittsburgh

8520-106 A Ave.

Paint and Glass

1953

Hill Security Ltd.

10625-92 St.

Long Distance and Local 1920 Trucking

Major Businesses...Cont'd

No.

Name

Location

Shagarmans Ltd.

10419-96 St.

Woodwards Stores Edmonton Ltd.

No. of Employees

1973

102 Ave. & 100 St. 500

Department Store

1975

Hamilton Andolsen Ltd.

9675-102 A Ave.

Land Surveyors

1962

Loomis Armoured Car Service Ltd.

10164-96 St.

Armoured Car

1963

Lo-Cost Automatic 10230-95 St. Transmission Rebuilders

Automatic Transmission Rebuilders

1963

Northwest Color Lab Ltd. 10245-95 St.

Retail Photo Equipment

1961

2,576

TOTAL EMPLOYEES = 7,976 (Industries and Businesses) Source: Dun and Bradstreet, September, 1976.

Year Started

Plumbing Supplies

TOTAL EMPLOYEES

Line of Industry

APPENDIX E LAND OWNERSHIP IN STATION AREAS

STADIUM STATION AREA LAND OWNERSHIP

APPENDIX El

=1 STATION

min BUS TRANSFER ZONE

SE CITY OWNED LAND PRIVATELY OWNED LAND OM EXHIBITION ASSOCIATION OWNED LAND

NORTH

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH SCALE approx. 1 in. = 800 ft. MAY 1977

COLISEUM STATION AREA LAND OWNERSHIP

APPENDIX E-2

i•tti, —•••

1=3

STATION BUS TRANSFER ZONE

119 ave

NH CITY OWNED LAND 444.i

118 ave MOW 111181111a1 1111111111111

PRIVATELY OWNED LAND EXHIBITION ASSOCIATION OWNED LAND

Mil 11111111I IIIIIIIII

WRIBINS 18111181111 :ammo gl8R31#1 tassosto ammo=

Zra 117 ave 88803633 Obtmaa

ONSIMS S.X1.4 NNW 1.:4=03

5M8383

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as..sse

116 ave 8MS38 sozszsx mosoto sewstrows *mows ssaass. VMS.% OVAMSS:k SZALIMIS WM:MO bRialSINS 5.5555559

1--11--1

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NORTH

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH MAY 1977 SCALE approx. in. = 800 ft.

APPENDIX E-3

BELVEDERE STATION AREA LAND OWNERSHIP STATION 111.11

BUS TRANSFER ZONE

MN CITY OWNED LAND 7.15

PRIVATELY OWNED LAND

CO CD

NORTH

CITY PLANNING DEPARTMENT REHABILITATION AND REDEVELOPMENT BRANCH MAY 1977 SCALE approx. 1 in =800 ft.

APPENDIX F PUBLIC AND SEPERATE SCHOOLS

PUBLIC AND PRIVATE SCHOOLS

No.

Name

Type of School

Location

Enrollment Sept/76

A B A A D A C AB

9321-Jasper Ave. 7055-132 Ave. 11515-71 St. 13359-62 St. 7128-Ada Blvd. 11240-79 St. 11430-68 St. 12023-81 St.

192 790 185 567 Full 85 1,233 419

292 855 250 677 434 175 1,200 514

13470-Fort Road

Full

276

100

10765-98 St.

550

700

Ave. St. Ave. Ave. St. Ave. Ave. Ave. St. Ave.

250 534 2,004 320 208 330 296 267 448 298

400 755 1,800 445 299 437 374 325 500 499

63 70.7 111.3 71.9 69.6 75.5 79.1 82.2 89.6 59.7

9425-132 Ave.

1,731

1,650

104.9

Alex Taylor Balwin Bellevue Belvedere Concordia College Cromdale Eastglen Composite Eastwood Edm. Society for Christian Education 10 Grant MacEwan-Assumption Campus Grant MacEwan-Cromdale 11 Campus 12 Highlands 13* M.E. Lazerte Composite McCauley 14 15 Montrose 16 Newton 17 North Edmonton 18 Norwood 19 Parkdale 20 Princeton 21* Queen Elizabeth Composite 1 2 3 4 5 6 7* 8 9

APPENDIX "F"-1

D B C A A A A A AB A C

8020-118 11509-62 6804-144 9538-107 11931-62 5523-122 6920-128 9520-111 11648-85 7720-130

OperaEnrolltional ment Capacity Capacity 65.0 92.4 74.0 84.0 100 48.6 102.8 81.5

Public and Private Schools...Cont'd

No.

Name

St. Mary's Salesian Junior High 23 Steele Heights 24* Victoria Composite 25 Virginia Park 26 York

Type of School

Location

Enroll- Opera- Enrollment tional ment Sept/76 Capacity Capacity

A - Elementary

D B C A A

5252-137 Ave. 14607-59 St. 10210-108 Ave. 7324-109 Ave. 13915-61 St.

B - Junior High

Full 703 1,717 62 412

C - Senior High

120 780 2,400 75 375

100 90.1 72 82.7 109.9

D - Private

* Catchment Area for Senior High Schools (C) are not shown on the accompanying map, due to the fact that these schools service the whole Northeast Rapid Transit Corridor Study Area. Source: Edmonton Public School Board and Private Schools, March, 1977.

SEPARATE SCHOOLS

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Type of School

Name Archbishop O'Leary J.J. Bowlen Sacred Heart St. Alphonsus St. Cecilia St. Clare's St. Dominic St. Francis of Assisi St. Gerald's St. Joseph St. Leo St. Matthew St. Michael St. Vladimir St. William

C AB AB AB B AB A AB A C A A A A A

A - Elementary

Location 8760-132 Ave. 6110-144 Ave. 9624-108 Ave. 11624-81 St. 8830-132 Ave. 11833-64 St. 5804-144 Ave. 6614-129 Ave. 12415-85 St. 10830-109 St. 5412-121 Ave. 8735-132 Ave. 10545-92 St. 7510-132 Ave. 13415-60 St. B-Junior High

APPENDIX "F"-2

Enroll- Opera- Enrollment tional ment Sept/76 Capacity Capacity 1,597 488 529 602 713 357 441 753 231 1,945 237 567 307 323 42

1,402 465 675 755 790 508 427 671 225 2,252 293 650 382 382 80

114 105 78 80 90 70 103 112 103 86 81 81 80 85 52

C - Senior High

Source: Edmonton Separate School Board, March, 1977.