Edmonton (Alta.) - 1981 - Yellowhead Corridor land use study_interim report (1981-08-27) by Edmonton Tower Resource Centre Online Library

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The following report and the Yellowhead Corridor Land Use Study Interim Report was presented to Council on 1981 09 OB. City Council approved the following recommendations:

Yellowhead Corridor Land Use Study - Interim Report RECOMMENDATIONS:

The "Interim Report" recommends land use proposals which maintain th-, industrial nature of the Corridor, but recognize the need for additional office, retail and tourist related services. The study also recommends that the Planning Department coordinate the development of urban design guidelines and a promotional program for attracting new business to the Corridor area.

That the attached report entitled, "Yellowhead Corridor Land Use Study - Interim Report" be approved as a basis for preparing a land use plan document for the Yellowhead Corridor.

That the boundaries of the study area be expanded to include properties adjacent to the Yellowhead Trail in the annexed areas east and west of the present City Boundary.

With the decision City of Edmonton, be extended. This Structure Plan to the City.

That the Planning Department be directed to bring forward the draft land use plan as an Area Structure Plan for those areas identified in the Development Concept and the annexed areas adjacent to the Trail.

The budget and staff resources required to complete this task were included in the Annexation Project Budget Adjustment which City Council approved at its meeting of 1981 08 12.

That the "Interim Report. be made available to the major interest groups in the Yellowhead Corridor and the general public for comment and input into the proposed Area Structure Plan.

of the Province of Alberta to extend the boundaries of the it is recognized that the Yellowhead Corridor Study should extension will permit the final plan and the proposed Area deal with land uses along the entire Yellowhead Highway through

JUSTIFICATION Recommendations contained in this report are justified in order to: permit the Planning Department to continue the development of an Area Structure Plan on an approved basis;

HISTORY

allow for the adjustment of the study and plan areas to correspond with the new City boundary;

On 1980 06 24 City Council approved the work program and Terms of Reference for the Yellowhead Corridor Land Use Study.

permit the public participation process to proceed, using the findings of the Interim Report as a reference.

DISCUSSION The Yellowhead Corridor Land Use Study is jointly Alberta and the City of Edmonton. The purpose of land use effects of the construction of the Trail the future development and redevelopment of lands efficiency of traffic movement.

funded by the Province of the study is to examine the and develop policies to guide adjacent to it, while ensuring

All four recommendations contained in this report were unanimously supported by the Municipal Planning Commission on 1981 08 27. ENCLOSURE I

Yellowhead Corridor Land Use Study - Interim Report

The Planning Department has conducted a number of activities in the process of developing the "Interim Report". These activities include: a)

establishing a Technical Advisory Committee comprised of representatives of various City Departments;

the distribution of a business-industrial survey and the preparation of a report entitled "Business-Industrial Survey Results";

a public information program, including a workshop and meetings with various business organizations and special interest groups;

the preparation of a market analysis;

the preparation of a "draft" report which has been reviewed by the Technical Advisory Committee and duly revised.

Prepared by: Planning Department 1981 08 27

SUMMARY

61-13 Purpose of Study:

Research Findings:

To examine the effects of the construction of a 4 to 6 lane limited access highway on adjacent land uses and, to formulate a development strategy which would enable the best use of land within the corridor as well as satisfy the identified needs and desires of the public and private industry using the roadway.

There was general agreement that the main purpose of the Yellowhead Trail is to move traffic quickly and efficiently through the City. To facilitate this, future land uses should not negatively interfere with this function and development proposals should be carefully assessed as to their impact on the Trail. In view of this, the continuation of the industrial character of the area would be the most appropriate type of development.

Objectives: The main objectives of the study can be summarized in the following 3 statements: to identify and assess opportunities for new industrial and commercial development. -

to formulate land use policies and strategies to guide future growth and development.

to ensure on going input from affected parties during the planning study.

The availability of rail facilities was a prime attraction of many industries to the corridor and the general consenses was that this locational factor will intensify in importance as high energy costs make rail service even more significant. The large majority of land holders in the Corridor voiced a preference for maintaining the industrial nature of the land uses along the Trail. This desire was reinforced by the survey findings, which show that 82% of the businesses responding to the questionnaire do not plan to relocate and over 62% plan expansion on their present sites. Generally, industries are attracted to the corridor because of good highway access and to be close to their suppliers and markets. Visibility to the public for promotional purposes is also perceived as an important asset the Trail offers.

Research Methods: Information concerning the existing development situation along the corridor was collected through several methods such as a business/industrial survey which achieved a response rate of 17.59%, interviews with major industrial land holders, meetings with various city wide organizations, and a workshop of representatives from the real estate industry, development industry, financial institutions, City Departments and affected businesses to discuss common concerns and issues. The combined outcome of this program is summarized below.

Survey response supports the need for some additional office development and consumer facilities along the line of retail outlets and financial services. A desire for tourist related facilities and restaurant facilities within the corridor is also highlighted in the survey results. Development Concept: An analysis of the information obtained from the research conducted on the corridor has led to a development strategy which integrates the following concepts:

the need to retain efficiency of highway operation.

that the construction of the Trail increases the exposure and accessibility of adjacent land uses.

that there will be some change in land uses at the major intersections along the Trail.

the proposed land uses should utilize the existing road and rail facilities to the best advantage.

to maintain the industrial character of the Corridor by directing commercial uses to specific locations, and encouraging industrial parks and prestige highway business development-

image and tourist related facilities, particularly at the entrance points into the City. The introduction of urban design guidelines applied to the corridor will ensure that areas with high visibility will be developed in an attractive manner and be well designed in context with the overall corridor image. Implementation: The following are the major recommendations designed with the purpose of achieving a corridor-wide development concept identified in Figure 16. (a) Area Structure Plan

the potential for creating employment nodes at locations with high accessibility to private and public transit.

an opportunity exists to greatly improve the aesthetics of the corridor thereby enhancing the City's image.

An Area Structure Plan will serve to implement the study proposals and development concept outlined in the report. It would most effectively guide development and corridor-wide appearance without being too restrictive in the manner in which this is accomplished. The Area Structure Plan would be prepared by the Planning Department upon Council approval in principle of this Interim Report. (b) Land Use Bylaw Districting The Area Structure Plan will provide the public with a scheme for the future development along the corridor. Within this context, private land holders would be able to submit development proposals to the Planning Department in the form of redistricting applications. The Planning Department will consider alterations to the Land Use Districts to accomodate the recommended prestige highway business development and business/industrial inf ill.

Market Analysis: The development strategy also incorporates the recommendations of a market analysis survey which identifies the sites which have the greatest potential for redevelopment and the types of land uses which would be economically viable at specified locations. Generally, areas which are underutilized or marginally developed are the most conducive for redevelopment as opposed to developments which are presently the highest and best economic uses on a site where high capital expenditure in buildings or business would negate the benefits of relocation. The market analysis also took into account other factors such as site proximity to transportation facilities, road access and visibility to the roadway which would serve to increase land values and provide incentives for redevelopment.

(i) Prestige Highway Business Prestige Highway business areas are proposed in certain key locations along the Corridor. These areas will play an important role in forming the gateway to the city. For these areas urban design regulations will be developed.

Urban Design Guidelines: The additional increase in traffic through the City via the Trail will accentuate the need to provide the travelling public with a positive civic

(ii)

Business/Industrial Infill

Business/Industrial infill should consist of a combination of warehousing and small scale office development. This should be consistent with one of the study goals which is to maintain the warehousing nature of the corridor. To insure that warehouse development will be economically viable, a slightly higher percentage of office development in business industrial districts identified in Figure 16 appears to be reasonable. (b) Urban Design Guidelines An Urban Design Task Force will be established to develop design guidelines for further regulation of the public and privately owned lands along the highway right-of-way. These would apply to building design, landscaping, parking, signs and utilities and services. (c) Area Redevelopment Plan Proposal An Area Redevelopment Plan is proposed in the area of Fort Road and the Yellowhead Trail and will be undertaken when the necessity arises at a future date (5 years). (d) Promotion/Development A promotional program to alert the business community of the opportunities which exist in the Corridor is recommended. The development of City owned land such as the Industrial Heights area will be the first step in achieving the desired results and can act as a "model" development emphasizing site design.

YEL1.._OWHEAD CORRIDOR LAND USE STUDY TABLE OF CONTENTS

PAGE NO. SUMMARY .

PAGE NO.

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INTRODUCTION

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1.2

1.3

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INDUSTRIAL AND COMMERCIAL LAND USES . 0 0000 Areal,.,....,,.,....,,..,.,............,. Area2 .......0....................„...... 0000000000 Area 3 ...... Area 4 • •0000000000000000000•0009•000000000 Area 5 • •0000000000000000000•••0•0000000000 Area 6 0.0900900000000000000000•0••000000000 Area7 —00. 0000000000000000000000000000000

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ANALYSIS OF LAND USE CONTROLS. 00 0 0 0 0 0 0 0 "Zoning” Controls ............0 General Municipal Plan Policies . 0 .0.„ Planning Programs ..... . . „ 0 0 ,0 0 0 0 . 0 0 0 00 0 0 0 0.000 Other Planning Studies 0 Other Controls . . . .

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HARD SERVICES . Road Construction .. „ Utility Services

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LAND USE ANALYSIS ...........

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23 ISSUES AND USER PREFERENCES ANALYSIS .. 0 0 000 23 Continuing Trends. 0 .00 000000000000000000000 25 Changing Trends . „ .... . . 25 Potential Changes 0 000.00 0000 0000000 0 0 ..............26 Other Concerns

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Section One: Background 1.1

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Section Twu: Development Potential Analysis 2.1 2.2 2.3 2.4 2.5 2.6

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LIST OF FIGURES PAGE NO. Section Three: Development Concept 3.1 3.2

3.3

INTRODUCTION LAND USE RECOMMENDATIONS Sub Area 1 Sub Area 2 Sub Area 3 & 4 Sub Area 5 Sub Area 6 - 7 Implications of Land Use Recommendations URBAN DESIGN

43 46 46 47 47 48 48 50 51

Section Four: Implementation 4.1

IMPLEMENTATION STRATEGY

APPENDIX Appendix A - General Municipal Plan Policy Review

Appendix B - Revised Corridor Roadway Implementation Plan 1981/84

Appendix C - Sources

PAGE NO. Figure 1 Study Area and Sub Areas Figure 2 Yellowhead Trail in the Provincial Context Figure 3 Major Transportation Facilities Figure 4 Industrial - Commercial Land Use Figure 5 Land Use Districts Figure 6 Planning Programs Figure 7 Yellowhead Trail Roadway Alignment Figure 8 Existing Utility Services Figure 9a Development Potential - Sub Area Analysis 1 Figure 9b Development Potential - Sub Area Analysis 2 Figure 9c Development Potential - Sub Area Analysis 4 Figure 9d Development Potential - Sub Area Analysis 5 Figure 9e Development Potential - Sub Area Analysis 6 Figure 9f Development Potential - Sub Area Analysis 7 Figure 10 Areas with Development Potential Figure 11a Sub Area 1 - Alternative A Figure lib Sub Area 1 - Alternative B Figure 12a Sub Area 2 - Alternative A Figure 12b Sub Area 2 - Alternative B Figure 13a Sub Area 3 and 4 - Alternative A Figure 13b Sub Area 3 and 4 - Alternative B Figure 14a Sub Area 5 - Alternative A Figure 14b Sub Area 5 - Alternative B Figure 15a Sub Area 6 and 7 - Alternative A Figure 15b Sub Area 6 and 7 - Alternative B Figure 16 Development Concept Figure 17 Implementation Strategy

vii 2 3 6 9 10 14 15 17 18 19 20 21 22 32 33 34 35 36 37 38 39 40 41 42 45 55

INTRODUCTION

The Yellowhead Corridor Land Use Study "Interim Report" is presented on schedule as outlined in the work program. This report will be subject to public review and all submissions and comments will be considered prior to the preparation of the final report.

recommends an implementation strategy to achieve the preferred development strategy.

The Yellowhead Corridor Land Use study is a jointly funded Provincial and City project to identify opportunities and problems with the construction of a 4 to 6 lane limited access highway on the adjacent land uses. The working objectives of the study are:

Encourage the efficient use of land adjacent to the Trail.

Enhance the aesthetics of the Corridor through the implementation of urban design guidelines.

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to identify and assess opportunities for new development with an emphasis on industrial and commercial development;

Enhance the City's image by creating attractive city entrances and prestige business areas.

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to formulate land use policies and strategies to guide future growth and development;

Encourage the development of vacant and marginally utilized land in the Corridor while maintaining the Trail's transportation function.

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to ensure on-going input from affected parties during the planning study.

The action objective of this study is to:

Figure 1 shows the boundaries of the study area as of 1980 06 30. With the recent annexation announcement the eastern and western limits of the study boundary may be extended to include the additional annexed areas adjacent to the Yellowhead Trail. The planning department is currently evaluating the merits of increasing the study area to include the annexation lands. The existing study area is further divided in 7 sub areas for more in depth analysis. This report is divided into four sections. "Section One: Background" provides a description of the existing situation and an analysis of land use controls and user preferences. "Section Two: Development Potential Analysis" examines the development alternatives for those areas which exhibit redevelopment potential. "Section Three: Development Concept" identifies the preferred development strategy and recommends land use districts and policies. "Section Four: Implementation Strategy"

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SECTION ONE: BACKGROUND

1.1 "YELLOWI-EAD IN TI-E LARGER CONTEXT"

This section of the report identifies the transportation services within the Yellowhead Corridor and discusses their importance in the regional context. The Corridor presents the unique situation of containing major facilities for rail, air and road transportation. (See Figure 3) The Canadian National Railway offers rail service linking eastern and western Canada, the Edmonton Municipal Airport offers air service to the Calgary business center and the Albertan resource communities and the Yellowhead Highway offers access to one of Canada's major east-west highways. The close proximity of these services presents unique opportunities for business and industry which require these services.

Government has recently also increased the budget for the four-laning of Yellowhead Highway. The City has also committed its support of the four-laning program by Council resolution.

RAIL FACILITIES Located within the study area are three major Canadian National Railway yards. These include the Bissel Yards, Calder Yards and recently acquired Peace River Division Yards, formerly known as the Northern Alberta Railway Yards. These facilities provide switching, distribution and maintainance services for train traffic travelling to and through Edmonton as well as employment for city residents.

ROAD FACILITIES The Yellowhead Highway is a major component of Canada's national highway system. It extends from Winnipeg to Prince Rupert and covers 3,105 km passing through Saskatoon, Edmonton, Jasper and Prince George. In the Provincial context the Yellowhead Highway is the major east-west road link to the resource communities of Fort McMurray and Grand Prairie. The Yellowhead passes through Lloydminster, links into Highway 43 which serves the Grand Prairie and Peace River area, and Highway 28 which leads to the Fort McMurray area. With increasing activities in the energy projects in Fort McMurray and Lloydminster and the Cold Lake area, the importance of the Yellowhead Highway increases. The Yellowhead Highway offers a major road facility to handle the movement of goods and people to these areas. Within the City of Edmonton the Yellowhead Trail will provide a high standard, limited access truck route through the City.

The Calder Yards located between 97 Street and 127 Street, north of the Yellowhead Trail serves as a distribution center. Trains arriving from other parts of the country are broken-up and cars are distributed to the various parts of the City served by the CNR rail network. These yards also provide intermodal loading facilities. This is where containers and truck trailers loaded with products are removed from trains and transferred to road vehicles for shipment to points within the City and the Province. The Calder Yards also provide train maintenance and service facilities. The Bissel Yards located west of 156 Street serves as a switching station for unit trains containing bulk commodities. Trains passing through these yards contain such commodities as potash from Saskatchewan, coal from British Columbia, sulphur from Northern Alberta and lumber from the west coast. These yards also provide maintenance services for the trains which generally continue through the city to other destinations.

The latest average annual Daily Traffic Figures show that in Alberta there are more vehicles using the Yellowhead than any other east-west roadway. Realizing this increase and the importance of the highway, the Province under their "Major Continuous Corridor through Cities" program is funding a major portion of the construction of the Yellowhead Trail. The Provincial 1

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AIR FACILITIES

OTHER FACILITIES

The Edmonton Municipal Airport occupies approximately 540 acres of land within the study area. The airport has two landing strips, a major passenger terminal, aircraft maintenance and service facilities, as well as hangers for various aircraft. Adjacent to the airport lands is Northwest Industries, one of Alberta's major aviation industries employing approximately 500 people. It was originally located adjacent to the airport to take advantage of the airport facilities.

The study area contains other transportation facilities which serve more local City-wide functions. The Light Rail Transit System passes through the area and crosses the Yellowhead Trail. (See Figure 2) Although there is no transit station located conveniently within the study area the line passes through the Corridor to serve the northeastern City neighbourhoods such as Clareview, Belvedere and Hermitage with convenient and efficient public transit to the downtown core. The Northwest Branch line, a future extension of the LRT system, is proposed to cross the Yellowhead at 122 Street. Figure 2 also illustrates the major bus routes which cross the Yellowhead Trail.

The airport provides passenger and freight services to various points within the Province and the territories. Eighty percent of the passenger movement is between Edmonton and Calgary although the airport provides a vital air link to the Northwest and Yukon Territories and the northern Alberta resource communities such as Fort McMurray. Although freight service is available much of the air traffic is passenger oriented. Over the last 10 years air passenger traffic has doubled. Much of this increase has resulted from corporate travel between the Edmonton and Calgary business centers. The Edmonton Municipal Airport provides a vital service to the City's business community.

The Greyhound Bus Company has also recently purchased land north of the Yellowhead Highway at 123 Street where they will construct a bus storage and maintenance facility to serve the Edmonton region. The City's joint use civic yard is located directly across the highway between 124 and 121 Street.

1.2 "INDUSTRIAL AND COMMERCIAL LAND USES"

This section of the report identifies the major industrial and commercial land uses in the Corridor. Rather than discuss all the existing land uses in the study area this section will describe only the major industrial and commercial users and identify the types of industrial activities located within each sub-area. (See Figure 4) A survey of existing industries and businesses revealed that the predominant industries in the Corridor are those which are involved in the movement and storage of goods. These include warehousing, wholesaling and transportation industries which represented 28.4% of the businesses. Typically these industries have large site requirements and have few employees. The survey found 59% of the industries employ less than 10 people. Industries which were classified as heavy industrial, light industrial and commercial services each represented approximately 20% of the Corridor's business. The most significant in terms of land occupation and influence are the large manufacturing and meat processing industries. These include such firms as Inland Cement, Swifts, Canada Packers and Northwest Industries. The larger firms tend to be the older more established land uses in the Corridor, and have attracted many smaller firms to service their needs.

AREA TWO This area is characterized by a mix of industrial uses primarily building supplies and services, trucking and transportation uses. The largest single land use is the former NAR yards located north of the Yellowhead Trail. In the vicinity of the St. Albert Trail, light industrial warehouse and building supply uses such as Conforce Products are prominent. The government grain elevators are also an important land use in this area. The presence of MacDonald's Consolidated, Scott National and Alberta Grocers in this area may be signs of the development of a food-related node. Warehouses for major retailers such as Hudson Bay Wholesale are also present. The Bonaventure Hotel and shopping centre is a major commercial land use in this area.

AREA THREE This area is predominantly residential and has no significant business or industrial land uses other than the grain elevators. AREA FOUR

AREA ONE In Area One the land is either in industrial use or vacant. The single most dominant land use is Inland Cement located in the County of Parkland north of the CN Railways. North of the Trail are a number of building supply construction and trucking firms which are related to the Inland Cement facility. The Northwest Industrial Area is located south of the Trail. These uses tend to be more of a warehousing and light industrial park nature in this area. The Yellowhead Hotel provides a noticeable exception to the existing industrial uses.

This is area characterized by two very large dominant land uses, namely the CNR Calder Yards and the Edmonton Municipal Airport. A major industrial use located north of the Edmonton Municipal Airport, is Northwest Industries. The company is involved in the aviation industry and employs approximately 500 people. The important development in this area is a transition of the Hagmann Estates from residential to an industrial area. Many of the new uses in this area are light industrial warehouse and office related. There are a number of service and maintenance industries located on the Airport property which play an important role in the operation of the Airport. Commercial enterprises include the Edmonton Inn which is located near the Airport entrance.

AREA FIVE

AREA SEVEN

There is only a narrow strip of industries between the Trail and the CNR Yards in this zone. The industries in this strip vary greatly from heavy industrial uses such as foundries and meat packing plants to light industrial uses such as retail and warehousing. Titan Foundries, Northern Asbestos and Edmonton Meats are examples of heavy industries, Woodwards and Woodland Industrial Parks are typical light industrial uses and Wilmac Equipment, McCaully Truck and Hansen Transport are examples of transportation related uses in this area.

The largest significant existing industry in this zone is Swifts Canadian Plant located north of the Trail. Other than the Atomic Transport Yard and a couple of small scattered industries there is little industrial land activity present. North of the Trail there is vacant land which will be most likely be tke. Troil arr. converted to industrial parcels. All the lands sour,' â&#x20AC;˘ residential with no industrial uses anticipated.

Sport Chek is a major commercial use which is located at the northwest corner of the 82 Street intersection.

AREA SIX From the 82 Street intersection to the Fort Road the uses are similar to those in Area Five. This area is dominated by trucking and transportation related uses such as Edmonton Transfer, Belmont Trucking, Alltrans Express and Mid-land Superior Express. South of the Trail is the Sands Motor Inn one of the few commercial uses in this area. East of Fort Road there is an area dominated by heavy industrial uses such as Canada Packers, Swifts Packers and the former Burns Meat Packing Plant now owned by the City. These large industries make up an agricultural related node. Throughout this area there are pockets of auto service uses, office warehouses and a lumber storage yard. Also prominant are the Alberta grain elevators, City road yards and the Northlands Coliseum.

10 "ANALYSIS OF LAND USE CONTROLS"

This section deals with the various land use controls affecting the Yellowhead Corridor study area. The existing controls and planning controls are identified and their implications on future land use decisions are discussed.

"ZONING" CONTROLS With the exception of those lands in the County of Parkland and M.D. of Sturgeon, development in the study area is regulated by the City of Edmonton Land Use Bylaw 115996. Figure 5 illustrates the land use districts in the Yellowhead Corridor as of 1981 05 01. As the map illustrates much of the industrially districted lands are adjacent to the highway and designated for Medium Industrial Uses. The intent of this district is to establish a district for manufacturing, processing, assembly, distribution, service and repair uses which normally carry out a portion of their operations out of door. Many of the existing industries along the Trail fall within this category. However, there is a significant amount of land designated for Heavy idustrial Uses. This district permits uses such as large manufacturing or processing facilities which may have detrimental effects on surrounding areas a result of their appearance, noise or odour. There is currently a limited supply of Heavy Industrial land within the City. Adjacent to the highway are other districts designated for various commercial and light industrial uses. In both the west and east ends of the study area the undeveloped land is designated as ACT-Industrial Reserve District. Any development would have to be industrial in nature and would require a redistricting.

Within the study area there are two special land use districts which regulate the railway and airport lands. The railway lands are designated DC4-Special Public Service District, which provides a direct control to regulate uses on lands which are presently governed by superior legislation. In the event that the use changes, this category provides an interim control until a more appropriate district is applied. The MA district allows for the operation of the airport and permits uses which are directly related to its maintenance and operation.

Implications of Land Use Controls The present land use districts legally recognized the majority of present land uses. However there are a significant number of non-conformineuses. There are numerous cases of commercial and light industrial uses such as auto sales and services, banks, retail and office uses located on Medium Industrial and Heavy Industrial zoned lands. This indicates a demand for office, retail and highway commercial uses along the corridor. If this trend of scattered non-conforming uses continues it would have significant effects on surrounding lands. To avoid future problems land should be designated for these uses in the context of the surrounding areas. Future land use plans must recognize the present situation as well as the pressures for change. Both the Medium Industrial and Heavy Industrial districts located adjacent to the Yellowhead Trail may not be appropriate districts as a result of the development of the Yellowhead as a major arterial roadway. Normally, these districts are normally applied on the interior of industrial areas where they are visually separated from the the major roadway by higher quality industrial or commercial districts. Many of the existing industries in the Medium Industrial and Heavy Industrial districts have a high capital investment in facilities, and would be unlikely to relocate. However, if these industries do relocate, the redistricting of these lands for higher quality industrial uses would be consistent with the City's Land Use Bylaw.

GENERAL MUNICIPAL PLAN POLICIES The City of Edmonton General Municipal Plan contains a number of policies which affect lands in the Yellowhead Corridor. Appendix A, "General Municipal Plan Policy Review," identifies those policies relevant to the Corridor and considers their implications to this planning exercise. The following statements summarize the concerns derived from the General Municipal Plan policies which will be considered when developing plan proposals.

identify obsolete and noxious industrial uses and determine their redevelopment and relocation potential

identify locations suitable for manufacturing, distribution and corporate head offices and tourist industries,

Design Guidelines 9.

upgrade the aesthetics of the Corridor by formulating guidelines in relation to building design, siting, landscaping, parking, lighting and screening.

10.

identify potential areas for future Area Structure Plans or Area Redevelopment Plans.

11.

encourage the development of a thorough sign system identifying the major streets and directions to major city attractions.

General Municipal Plan Implications Transportation 1.

maintain the corridor as a major transportation facility by minimizing the effects of land uses which may jeopardize this function.

Office Development 2.

identify areas which may be suitable for office development and employment nodes; these locations should be accessible by public transit and private automobile, and be subject to design guidelines of policy 6.F.4.

PLANNING PROGRAMS

Commercial Development

Within the study area there are a number of specific planning studies underway which are at various stages at preparation and implementation. Figure 6 identifies the location of these other planning studies.

minimize commercial strip uses which may attract larger volumes of traffic

Community Plans

identify appropriate locations for commercial establishments to serve the travelling public such as hotels/motels, restaurants service stations and tourist information facilities.

The Alberta Avenue/Eastwood neighbourhood and Calder neighbourhood are two areas where Neighbourhood Improvement Plans have been completed. Both these plans have been approved by Council and their implementation is to be completed by the end of 1981.

Industrial Development 5.

maintain viable industrial areas along the corridor

prohibit the intrusion of scattered commercial uses in industrial areas

The Montrose/Santa Rosa and Parkdale areas are designated as Community Services Program areas. The Montrose/Santa Rosa Area Redevelopment Plan Bylaw Working Paper is currently under review. The Parkdale Area Redevelopment Plan Bylaw working paper will be ready shortly. Both working papers will be reviewed by planning sections, civic departments and community groups prior to the preparation of the Draft Bylaw. The Bylaws will be brought forward to Council in 1982. 8

Northwest Industrial Outline Plan

Airport Study

Also located within the study area is a portion of the Northwest Industrial Outline Plan. This plan was prepared in 1973 with the purpose of providing a physical framework to facilitate the orderly and economic development of industry in the northwest part of the City. Although not a statutory plan, it acts as a guide for future industrial development in that area.

A key study which is currently nearing completion is the, "Economic Impact Study, Edmonton Municipal Airport". The objective of the study is to examine the economic impact of the airport, consider the economic implications of an increase or decrease in the level of commercial aviation activity at the airport and analyze the costs and benefits associated with airport development alternatives. This study is being prepared for the Edmonton Air Services Authority by Associated Engineering Services Ltd. and Columbia-Pacific Resources Group Ltd. The Yellowhead Corridor Land Use Study will use the recommendations from this study as a basis for future airport development strategies.

Replotting Schemes The City is also involved in two replotting schemes in the eastern end of the Corridor south of the Highway. The purpose of these replotting schemes is to allow for the more efficient and orderly development of an area by redesigning the street and lots and redistributing the land in proportion to the original land holdings. The Bergman Replot has been authorized by Council and revisions to a final plan are being prepared by the City. This will be presented to the property owners for their review. There have been some problems with the Maypark replotting scheme, however futher proposals are presently being considered by both the City and the individual lot owners. These replotting schemes may require the re-evaluation of park needs in the area.

Transportation The Transportation System Design Department is conducting three studies which affect the Corridor. These include the "125th Avenue Noise Barrier Study," and two functional planning studies, the "Yellowhead 82nd Street Interchange" and the "Northeast Corridor, 115 Avenue to 137 Avenue, Functional Planning Study." The Yellowhead Corridor Land Use Study proposals will not jeopardize any of these existing plans and studies but will attempt to incorporate them into the larger context of the Yellowhead Corridor.

Subdivision Proposals The Real Estate and Housing Department is currently considering developing a subdivision plan for the Industrial Heights area. Under consideration is a proposal to provide industrial lots of varied sizes.

OTHER CONTROLS OTHER PLANNING STUDIES Along with the above land use studies there are a number of other factors which must be considered in land use planning decisions.

Other planning studies which are either partially included in the study area or lie adjacent to it are: the Kennedale Area Structure Plan, which was approved by Council in March of 1980, the Belvedere Station Area Redevelopment Plan, which was approved by Council in March of 1980, and the Coliseum-Stadium Area Redevelopment Plan which is under review.

Airport Protection Overlay The Airport Protection Overlay is an example of a land use control which must be considered in development decisions. It applies to lands within the Airport Protection Overlay Schedule in the City's Land Use Bylaw #5996. The purpose of this overlay is to provide for the regulation of building heights and land uses. The provisions of this overlay takes precedence over 10

the regulations of the underlying land use district. Developments which fall within the protected areas are subject to review by Transport Canada. City/Provincial Agreement In 1977, the City and Province entered into a legal agreement for the construction of the Yellowhead Trail through the City. This agreement outlined the financing arrangements for cost-sharing of the project. In this agreement the City agreed to, "maintain the facility to a standard commensurate with operational requirements of the corridor," and "consult with the Minister of Transportation on any proposed reclassification of the land adjacent to the Corridor and will have regard to the effect on the Corridor when considering any proposed development." The City also agreed to obtain Provincial approval for planned improvements not included in the agreement. This agreement clearly emphasizes the importance of maintaining the highway as a limited access transportation facility. Dangerous Goods Route (D.G.R.) The General Municipal Plan requires the preparation of environmental impact statements as input to the preparation of plans for transportation corridors (Section 12.A.2). The effects of using the Trail as a Dangerous Goods Route must be fully examined prior to the preparation of the final report of this study.

1.4 "HARD SERVICES"

ROAD CONSTRUCTION

The sewer system is comprised of combined storm and sanitary sewers. It is currently operating at capacity and the City's Water and Sanitation Department requires future development to accommodate any overflow from the system, resulting in zero runoff. Major redevelopment which would induce extensive paving along the Trail would increase run-off and seriously over-tax the system.

To facilitate increased volumes of traffic and an efficient flow along the Yellowhead corridor, the roadway is undergoing construction to a 4 - 6 lane limited access highway. Appendix B indicates the completion dates of selected areas within the corridor implementation plan. The highway should be in full operation by 1984. Figure 7 illustrates the Yellowhead Trail Roadway Alignment.

The Water and Sanitation Department are aware of the need for upgrading the sewer system and a program for the improvement of the lateral lines is scheduled as illustrated in Figure 8 These improvements should adequately accommodate the existing demand, however, additional requirements may not be tolerated by the system.

Four major interchanges have been approved for construction along the route. These are located at Victoria Trail, 97 Street, St. Albert Trail, and 170 Street. Further interchanges are proposed for 82 Street and possibly Fort Road as outlined in the "Northeast Corridor 115 Avenue to 137 Functional Planning Study undertaken by the Transportation Systems Design Department of the City of Edmonton. These interchanges should facilitate the uninterrupted movement of traffic through the City where the Trail intersects at major roadways. A rail overpass is also being constructed at the West end of the Bissell Yards.

In terms of water supply, no major improvements are forecast, however, developments are assessed on a site specific basis as to their ability to be adequately serviced by the present facilities. The major difficulty with new commercial/industrial development is that the fire prevention requirement for water supply is greatly increased over low density forms of land use.

Service roads are located in selected areas along the Trail feeding into industrial and commercial development.

Where redevelopment occurs, the developer is required to arrange for the supply of utility services and pay an amount set by the City for the cost of installation and construction of facilities required to service the development. Sections 19(3) and 17(4) (d) of the Land Use Bylaw allow the Development Officer to require the applicant to make satisfactory arrangements and/or pay all costs of providing the servicing and/or facilities required. The Water and Sanitation Department requires that future development proposals be assessed individually to ascertain how it would affect the existing services and the extent of new pipeline construction needed to accommodate a greater intensity of land use occupying the area adjacent to the Trail.

UTILITY SERVICES Figure 8 illustrates the existing network of water and sewer facilities in the vicinity of the Yellowhead Trail. Both types of servicing were constructed prior to 1940 and are presently over-utilized with increased demands being exerted on the systems.

1.5 LAND USE ANALYSIS

The purpose of this section is to identify those areas within the Yellowhead Corridor which have development potential. In order to determine which areas have the greatest potential a site by site analysis was necessary. However, the size of the study area made such an analysis impractical and unnecessary since much of the Study Area is unlikely to redevelop. The Study team conducted a site by site review of the commercial and industrial areas in the Corridor which would most likely be affected by the Yellowhead Trail. A review of the Corridor land use revealed that much of the study area would not be directly affected by the Trail. The residential communities in the north portion of the study area are physically separated from the Trail by the CNR railway. The construction of the Trail would have little affect on these residential communities. In the south portion of the study area, the residential communities adjacent to the Trail are stable and unlikely to redevelop. Where space permits, landscaped berms have been established along the Trail. The Transportation System Design department is evaluating alternatives to alleviate the noise effects of the Trail on the remaining adjacent residential communities.

Undeveloped/Vacant: lands which have not been improved or developed; lands with no structures.

Obsolete: land where the land use or building, is out of use or out of date; this may include unused buildings or industries where the technology and machinery is old and may require modernization.

Inappropriate: sites where the present use is not suitable as the site fails to maximize its locational advantages; uses which are conflicting or incompatible with the surrounding area.

City Lands: major city land holdings.

The following figures indentifies those areas which exhibit redevelopment potential and those areas which the study team felt are resistant to change.

LAND USE CATEGORIES Resistant to Change: healthy and attractive environments with sound structures or land uses that are developed to their best economic uses; also includes uses which have a high capital investment in buildings and are unlikely to relocate in the near future.

Underutilized/Marginally Developed: sites which are not developed to their full potential; parcels where the site area greatly exceeds the building size; this may include parcels which are only partially used or used as storage yards or parking lots.

Categories 2 through 6 exhibit development potential.

In determining the development potential, each site was evaluated and placed into one of the following categories.

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1.6 "ISSUES AND USER PREFERENCES ANALYSIS"

This section of the report identifies the views and perceptions of the land owners and users regarding the current and future land uses in the Corridor. These views are discussed in the context of the existing situation in the Corridor and the most likely and desirable land use preferences. The perceptions and opinions of these individuals and organizations play an important role in affecting future land use decisions in the Corridor, and therefore land use planning must be considered in policy formation.

Interest Group Meetings The Planning Department conducted a series of meetings with representatives of organizations which spoke for groups with specific interests in the Coirridor. These included, the Alberta Truckers Association, Alberta Hotel and Motel Associations, Canadian Manufacturing Association, Yellowhead Highway Association, Edmonton Air Services Association, the Canadian National Railway, as well as special meetings with representatives of large industries. Various City Departments were also consulted through meetings with the Technical Coordinating Committee.

Since this study is focussed on the business and industrial situation the general "public" for survey purposes included a cross section of the business and industry community. The information for this analysis was gathered from four key sources; a business-industrial questionnaire, interviews with major businesses, meetings with organizations representing special interest groups in the corridor and City Departments and a workshop on the Yellowhead Corridor Land Use Study.

Workshop A workshop featuring representatives from the real estate industry, development industry, financial institutions, City Departments and affected businesses was held to discuss common concerns and issues.

Business/Industry Survey The findings will be presented the following discussion of continuing and changing trends. Continuing trends include those findings which support maintaining the existing industrial character of the Corridor. There was also strong agreement that the construction of the Trail will inevitably alter the land use pattern. These will be identified in the discussion of changing trends in the Corridor. Those issues which are not land use related will be identified in the section on "other concerns".

Approximately 3,645 questionnaires were distributed to businesses in the City of Edmonton within the Corridor except those industries interviewed by the Consultants. This questionnaire helped to identify the types of businesses in the area and their perceptions of the current and future land use situation. A return rate of 17.5% provided a statistically representative sampling. Interviews

CONTINUING TRENDS

To supplement this survey, IBI Group conducted interviews with some of the larger industries in the area. Sixteen major companies including Weston Bakeries Limited, Sport Chek, Trimac, Sokil Holdings, Con-Force, McDonald's Consolidated and Swift Canadian were surveyed regarding their future plans and opinions on the Trail's affect on adjacent businesses. These interviews provided some candid observations and perceptions of individual businesses, which helped to identify trends and give some indication of the reasons for them.

The existing land use situation in the Corridor plays an important role in influencing perceptions of desireable future land uses. It is essential in such an analysis to have a knowledge of the existing character of the Corridor. Some of the existing land uses are resistant to change and therefore play a key role in shaping the public's perception of the future. There was wide ranging support for maintaining the industrial nature of the corridor.

The Edmonton Municipal Airport and CNR Railway play an important role in influencing land use decision. Historically industries located in the Corridor to take advantage of the railway and airport facilities.

Over 82% of the business surveyed do not plan to relocate. Of these, over 62% propose expansion on their present location. This indicates a strong desire among land owners to remain on their present location. Generally existing land uses which have a high capital investment in buildings will remain.

Transportation Function of the Trail Many industries in the Corridor are interdependant. For example, Inland Cement forms the anchor industry for construction supply type industries located along the Trail. These industries find their location ideal and are unlikely to relocate. Since Inland Cement is likely to expand it appears that these building supply related industries will remain.

In discussions with special interest groups and government departments there is strong support for the maintainance of the Corridor as a major transportation facility. This support comes from both the existing businesses, interested organizations, City Departments and Provincial authorities. The main purpose of the Yellowhead Trail is to move traffic through the City with the minimum of delay. There was agreement that maintaining the free flow of traffic should have a high priority in future land use planning proposals. There was a general feeling that land uses which could interfere with the highway's transportation function should be closely scrutinized, and limited to specific locations.

The Corridor provides locational advantages which existing industries would wish to maintain. Sixty-four percent of the survey respondents cited the good highway access as a major advantage of their location. They also cited the advantage of being close to their suppliers and markets as a significant advantages of their location. This indicates strong reasons for remaining in their current location.

Rail Services Northwest Industrial Area The railway was also seen as an important ingredient in the Corridor's transportation function. The railway provides rail services to the many industries along the Corridor and the Northwest Industrial area of the city. Users of the rail facilities had a strong desire to have rail services to their sites maintained. The CNR Industrial Development office cited the need for additional rail serviced land with 3 - 5 acre parcels. There was a belief that as energy costs increase there would be an increasing demand for rail services, hence a special effort should be made to preserve the existing rail serviced land even if there is a decreased short term demand.

New development is occuring in the Northwest Industrial area of the City. This area is designated as an industrial area and has available land with rail service. The development of this area for industrial uses is expected to continue as planned.

These findings indicate that massive redevelopment will not occur in the Corridor. There is, however, evidence that expansion, renovation, consolidation and infilling is likely. Over 51% of the businesses in the Corridor are planning a minor or major expansion of their operation. An additional 10% plan renovation of their buildings. With the increased value of the land, many firms are attempting to maximize its use. In some cases companies are consolidating their operations and either expanding warehouse space for leasing purposes, or leasing the unused portions of their property. This type of activity results in the more efficient and intensive use of land appears to be consistent with the existing nature of the industries in the Corridor.

Industrial Nature There was also a strong preference for maintaining the industrial nature of the land uses adjacent to the corridor. This would serve two very important purposes. Firstly, maintaining the industrial character of the existing land uses would have a positive effect on maintaining the Trail's transportation function. Secondly, it would make use of the existing capital investment in rail, building and land investments. Survey results show a strong desire for wholesaling, warehousing, industrial park and trucking related uses as future uses in the corridor. These would be consistent with the existing uses. 24

CHANGING TRENDS

The market analysis did not examine the overall city supply and demand for industrial and commercial land uses. Difficulties in establishing a data base due to its overwhelming proportions made such an analysis impractical considering the time and scope of this study. The business-industrial survey was used to indicate demand for various uses.

The survey findings do, however, indicate that there are significant changes in the Corridor which will alter existing land use patterns in certain locations. These changes are being recognized by the corridor users and these changes are influencing perceptions of the future situation. The most significant change is the construction of the Trail. This construction has some immediate physical consequences such as the reduction of some lot areas, limiting access to the roadway and eliminating rail services to some properties south of the highway, as well as other longer term consequences.

POTENTIAL CHANGES

There are a number of factors affecting certain industries which will have important effects on future land use patterns.

Effects of Trail

Trucking

The existance of the Trail as a limited access thoroughfare will also have more significant affects on adjacent land uses. These include: increasing the traffic volume passing through the area; increasing the land costs as a result of the increased access offered by the highway; and increasing the need for services for the travelling public. There is a general feeling that many business accept these inevitable changes and in some cases welcome the resulting opportunities. With the increases in the value of their land resulting from the highway construction, businesses now see the opportunity to sell their holdings at a significant profit and relocate on cheaper lands in the periphery of the City. (Northwest Industries, Sokil, Buyers Transport).

There are numerous trucking firms in the Corridor which wish to expand but lack available space. Those firms which do not require fast rail services have no special advantage by remaining in the Trail. These firms will most likely move to cheaper lands available in the Northwest Industrial area or periphery areas of the City. The recent sale of Buyers Transport site is an example of a firm which is selling so that it can relocate on a larger site. At least one other large firm is looking to relocate on a large site within the Corridor to consolidate its existing operations. There is a trend beginning where these large trucking operations are looking to larger sites to expand their operations. If this continues there will be opportunities for redevelopment of their present sites along the Trail.

Market Potential Analysis The IBI Group conducted a market analysis and concluded that a wide variety of redevelopment possibilities exist in the Corridor. The lands in the vicinity of major intersections were found to have the greatest potential for redevelopment, while the interior portions between these intersections have less potential as they are restricted to a greater degree by the lower accessibility and existing land uses.

Aviation Industry Northwest Industries, a major aviation company, originally located adjacent to the Edmonton Municipal Airport, because it needed access to airport However, since that time the need for airport access has facilities. diminished to the point where aircraft repair and maintenance is only a part of their operations. Their existing facilities are old and would require heavy capital investment in order to produce new products. A Company spokesman indicated that they are spending a large amount of money on maintenance and upkeep of their premises. It is likely that any future expansion or large capital investment in equipment will occur on their new site at the Edmonton International Airport. This would probably require a

Space and land rental values, existing land costs and construction costs were used as a basis for market potential calculations. The principle assumption used was that redevelopment must yield sufficient revenue to recover costs to a developer to acquire the property, construct a building and provide sufficient profit to compensate for the risk. Locations were identified where certain land uses would be economically viable. These will be discussed in a later section. 25

relocation of some of their current operations which do not require immediate access to airport facilities. As a result all or a portion of their property would be available for redevelopment.

the Corridor, while 19.5% pointed out a desire for additional service stations and other traveller-related services and tourist information facilities. There was also a strong preference among existing land owners in the Corridor for additional office development. Over 27.8% felt a need for additional commercial consumer services such as retail, outlets, and financial services. It was proposed that some of these services could be accommodated in a mixed use development in some location along the Trail.

Northern Alberta Railway Yards The CNR has recently purchased the Northern Alberta Railway yards. The switching funcition performed by these yards are now being absorbed with other nearby CNR yards. This will result in a substantial amount of land on the NAR yar site will not be needed for railway functions. The CNR is currently investigating the feasibility of redevelopment of these surplus lands.

OTHER USER CONCERNS

Meat Packing Industry

There were a number of issues raised which were not specifically land use related which were identified as significant problems. A high percentage of survey respondents complained of insufficient police protection in the Corridor. Poor bus service and poor street maintenance and cleaning were also cited as significant problems. A number of respondents indicated a need for additional traffic control signals at various locations along the Trail.

There has been recent concern regarding the financial health of the meat packing industry in the City. The recent closure of the Burns plant, the sale of Swifts and the general trend towards modernization in the industry may affect the survival of the industry in its current location. Both Swifts and Gainers are housed in old plants and owned by the same company. A corporate decision to consolidate or relocate these operations would have a significant effect on land changes. The Swifts site offers excellent redevelopment potential as a result of its location adjacent to the Trail and near to the Light Rail Transit line.

There was a strong agreement among various tourist industry groups that there is a need to beautify the City entrances, encourage improved design standards for industries along the trail and develop an improved directional signage system.

Redevelopment Preferences The trucking industry indicated that the increased use of the Trail by truckers would cause additional noise problems for residential areas adjacent to the Corridor. The Transportation System Design Department is currently studying this problem and will be developing methods of reducing the noise impacts.

The business questionnaire indicated that 18% of the business surveyed will relocate and 3% intend to close down. This indicates that there will be opportunities for redevelopment. There was a strong agreement that there is a need in the Corridor for facilities to serve the travelling public. In particular, 15.6% of survey respondents indicated that additional accommodation is needed in the Corridor. Hotel Association spokesman indicated a lack of accommodation in the east portion of the study area. Such a location would serve not only the highway users but also could provide accommodation for Commonwealth Stadium, Northlands Coliseum and Northlands Exhibition events. The survey indicated that 40.5% felt there was a need for additional eating facilities in 26

1.7 CONCLUSIONS

This section of the report presents the conclusions of Section One. These conclusions are based on a synthesis of; the user preference analysis, land use controls analysis as well as the analysis of the existing air, rail, road facilities and existing land uses. These conclusions are identified under the headings of transportation, market potential, industrial, commercial, tourism and urban design. These conclusions will be used in developing alternative land use proposals in Section Two.

TRANSPORTATION

Conclusions

Transportation facilities and services in the Corridor have an important influence on Land Uses. These services include the Trail's function as a major link in the Yellowhead Interprovincial Highway System, the railways which provide important switching and distribution services and the Edmonton Municipal Airport facilities which provides a vital area link to the northern resource communities and the Calgary business center.

MAXIMIZE THE BENEFITS OF THE AVAILABLE ROAD, RAIL, AND AIR SERVICES BY ENCOURAGING LAND USES WHICH UTILIZE THESE FACILITIES.

MAINTAIN THE TRAIL'S FUNCTION AS A MOVER OF THROUGH CITY TRAFFIC BY RESTRICTING LAND USES WHICH MAY GENERATE ADDITIONAL TRAFFIC AND JEOPARDIZE THIS PURPOSE.

Within the Corridor there exists a unique opportunity to combine the benefits of three major transportation modes. Huge capital investments are represented with these three facilities and such investments should be utilized to the full potential. In determining future land use alternatives two factors play an important role. Proposed land uses should both reflect the City policies in terms of growth and development and be economically viable given the existing land uses and market situation. There was a strong desire from the existing business community and representatives of the City and Provincial administration that the Trail should be maintained as a major transportation facility. Users felt that land uses which would create additional traffic would jeopardize the main purpose of the Trail. Traffic generating land uses should be carefully scrutinized and directed to specific locations where their effects on the highway would be minimmized.

MARKET POTENTIAL

Conclusions

A major consideration in evaluating site specific redevelopment potential was to determine the economic viability of development. The IBI Group conducted an extensive market analysis with the specific purpose of determining uses which would provide a satisfactory economic return to investors. This economic consciousness is an important ingredient in the determination of possible future land uses.

ENSURE THAT LAND USES PROPOSED ARE ECONOMICALLY VIABLE AND REFLECT THE EXISTING SITUATION AS WELL AS THE GENERAL MUNICIPAL PLAN POLICIES.

TO ENCOURAGE THE BEST USE OF LAND AND BUILDINGS THROUGH INFILL DEVELOPMENT AND CONVERSION AND RENOVATION OF EXISTING BUILDINGS AND FACILITIES.

Within the Corridor are areas where redevelopment opportunities exist. These areas include vacant sites, marginally developed parcels and sites with obsolete or inappropriate uses. The recent construction of the Trail has increased land values which in turn has encouraged their redevelopment.

INDUSTRY

Conclusions

There was strong sentiment within the business community that the predominant industrial character of the Corridor should be maintained. This was a result of the locational advantages offered by the Corridor, the existing land use pattern and the capital already invested in many industrial facilities and buildings.

MAINTAIN THE STRONG WAREHOUSING COMPONENT IN THE CORRIDOR.

FULFILL TEE IDENTIFIED DESIRE OF MAINTAINING RAIL SERVICED INDUSTRIAL PARCELS.

FULFILL THE IDENTIFIED DESIRE FOR ADDITIONAL WHOLESALING OUTLETS, WAREHOUSING/STORAGE AND INDUSTRIAL AND BUSINESS PARK DEVELOPMENT.

The trucking/warehouse industry is the most dominant and visible industry in the Corridor. Recent activities by trucking firms in the Corridor indicates that there are significant changes occurring which could have dramatic effects on land uses. Some of the large trucking firms are constrained by their existing sites and must relocate to expand their operations. Their relocation preferences are in part influenced by the type of trucking operation. Those firms which require immediate access to rail facilities prefer to remain in the Corridor where rail access is the most expedient. Those firms which do not require immediate rail service would most likely relocate on cheaper land in peripheral city areas. With increasing energy costs, the use of rail for transporting bulk goods and commodities will likely increase. Those sites along the Corridor which have rail access provide the best location to take advantage of incoming goods.

Corridor businesses indicated the preference for warehouse/distribution, wholesaling and industrial park development. These uses generally are reflective of the existing situation. The addition of such facilities would be consistent with the present land uses and aid in maintaining the transportation function of the Trail.

COMMERCIAL

Conclusions

Although there was support for maintaining the industrial character of the Corridor there was belief that the Trail's construction will inevitably attract other land uses. The increased accessibility and increased traffic flow will create opportunities for new commercial development at the major highway access points.

FULFILL THE IDENTIFIED DESIRE FOR RESTAURANT FACILITIES, OFFICE DEVELOPMENT AND RETAIL FACILITIES AT SELECTED LOCATIONS ALONG THE CORRIDOR.

PROHIBIT THE INTRUSION OF SCATTERED COMMERCIAL DEVELOPMENT IN VIABLE INDUSTRIAL AREAS.

Users indicated a strong desire to see more restaurant facilities and office development within the Corridor. The General Municipal Plan specifies that office and/or employment nodes must be accessible by public transit and private automobile and be subject to design guidelines which will be developed.

TOURISM

Conclusions

The Yellowhead Trail offers a major entrance point into the City of Edmonton from both the east and west. Questionnaire respondents and tourist industry spokesmen indicated a lack of off-highway facilities to serve the needs of the travelling public.

10.

URBAN DESIGN The increased traffic flow expected as a result of the Trail's construction will bring additional traffic into the City via the Yellowhead. First impressions of a city are most often the most memorable therefore every effort should be made to enhance the image of the City through the promotion of a beautification program.

Conclusions

FULFILL THE IDENTIFIED DESIRE FOR THE DEVELOPMENT OF TOURIST INDUSTRIES, INCLUDING HOTELS/MOTELS, RESTAURANTS, SERVICE STATIONS AND TOURIST INFORMATION SERVICES.

11.

ENHANCE THE "IMAGE" OF THE ENTRANCES TO THE CITY BY PROMOTING A POSITIVE VISUAL IMPRESSION THROUGH IMPROVED SIGNING, LIGHTING AND LANDSCAPING.

12.

ENHANCE THE AESTHETICS OF THE CORRIDOR THROUGH TFE DEVELOPMENT OF ATTRACTIVE BUILDING DESIGN AND LANDSCAPING.

RESIDENTIAL

Conclusions

The study area contains a number of residential communities which are not under development pressures. Most of these areas are buffered from the Trail by the railway or industrial land uses. Proposals for berming and noise barriers are under construction in some areas and under study for the remaining areas. For the most part these residential communities are stable and are not expected to undergo major changes. The survey respondents indicated no desire for new residential development along the Trail Any residential land use problems will be addressed in the District Planning Program in the future.

13.

MAINTAIN THE EXISTING RESIDENTIAL COMMUNITIES AND MINIMIZE THE EFFECTS OF THE TRAIL THROUGH THE ERECTION OF BERMS AND NOISE BARRIERS.

14.

DISCOURAGE NEW RESIDENTIAL DEVELOPMENT IN THE INDUSTRIAL AREAS IN THE CORRIDOR.

SERVICING

Conclusions

The existing network of sewers and water mains cannot adequately cope with increased demands along the corridor. The facilities would require considerable improvement as redevelopment occurs, so that assessment should be made on a site specific basis.

15.

The responsibility of accommodating any excessive requirements for service roads, water supply and sewer facilities should rest with the developer. Proposals for meeting these requirements must be provided for in the initial stages of the development proposal, so that the city can be assured that such development can be permitted without inflicting further stress on the system. New and innovative measures of coping with additional needs should be entertained if they are appropriate to the site and development.

NEW DEVELOPMENT PROPOSALS IN THE YELLOWHEAD CORRIDOR MUST PROVIDE FOR ADEQUATE SERVICING FACILITIES THAT WOULD MINIMIZE RUN-OFF AND PROVIDE SUFFICIENT WATER SUPPLY TO MEET THE ANTICIPATED DEMANDS OF THE DEVELOPMENT.

SECT!

WO â&#x20AC;¢ OPMETIT POTENTIAL ANALYSIS

SECTION II DEVELOPMENT POTENTIAL ANALYSIS

description of how the proposal satisfies the conclusions. The assumptions are derived from known future infrastructure improvements and beliefs of what may occur based on current information.

This section of the report identifies development alternatives focussing on those areas of the Corridor which have been identified as having development potential. Based on the conclusions arrived at in Section One, the development alternatives are chosen through the selective redevelopment approach. Figure 10 identifies those areas of the Corridor which exhibit development potential.

The land uses identified in the alternatives are generalized and are not intended to reflect specific land use district categories. Specific land uses will be defined in the development concept in Section 3.1.

2.1 CORRIDOR DEVELOPMENT ALTERNATIVES The "Selective Redevelopment," approach provides the opportunity to: •

redevelop those sites identified as having development potential

•

maintain the industrial character of the Corridor while allowing for the development of office, retail, hotel, restaurant facilities at specific locations

•

maximize the benefits of the existing air, rail and road services

•

maintain the Trail's function as a major east-west arterial.

This approach most closely recognizes the desires and beliefs of the existing business community and the city and provincial administration. There is agreement that although massive redevelopment is unlikely and undesireable, selective redevelopment is feasible. Using the "Selective Redevelopment" approach as a guideline, development alternatives for specific areas are identified in the following sections. These alternatives are aimed at satisfying the conclusions defined in chapter 1.7. Two alternatives are proposed in each of the sub areas. Each alternative lists the assumptions used in developing the proposal and a

2.2 SUB AREA 1

of the finished product. In addition, the close proxmity of the Trail to this location enables good accessibility to a labour force and large market area. The southern alignment of the Trail is proposed for business park, office warehouse and tourist/commercial nodes at the 170 Street and 149 Street intersections. All these uses would benefit from the increased accessibility of the Trail as a result of the roadway improvement and the visibility of the development abutting the roadway to the travelling public. Since this area would provide travellers from the west with their first contact with the city, an attractively presented development at this portion of the strip is essential.

ALTERNATIVE A Assumptions: 1. 2. 3. 4.

The Industrial character of the North-West Industrial Area is maintained and the vacant land will be developed. Completion of the 170 Street interchange and the completion of the new Highway 16X to Stony Plain. The land use pattern will maximize the existing rail facilities.

Hotel and commercial facilities at highly accessible areas would be necessary to fulfill the requirements of the public. The above recommendations would:

Continuation of warehouse development in the Northwest Industrial Area.

Proposal: The area north of the CNR railway is largely composed of vacant land. Inland Cement, a heavy industrial operation, is located in this It is felt that heavy industrial uses would be most area. appropriate in this section of the corridor considering the availability of land and would reinforce its industrial nature. The CNR rail line services these lands, an important requirement for heavy industry for the supply of raw materials and delivery

Maintain the predominant business/industrial character of the business community in the corridor; fulfill the identified desire maintain rail serviced industrial parcels; fulfill the identified need for additional wholesaling outlets, warehousing/storage and industrial and business park development; and fulfill the identified desire for the development of hospitality industries, including hotels/motels, restaurants, service stations and tourist information services.

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excellent city-wide accessibility to this location provided by the Trail and supporting north/south road network is also an important factor when developing the property. Prestige office area would be more employment intensive than warehouse uses, therefore requiring good access to the labour market.

Assumptions: I.

The industrial character of the North-west Industrial Area is maintained and the vacant land will be developed.

Completion of the 170 Street Interchange and the completion of new Highway 16X to the vicinity of Stony Plain.

The above recommendations would: Maintain the predominant business/industrial character of the business community in the corridor; fulfill the identified desire to maintain rail serviced industrial parcels; fulfill the identified desire for office development and retail facilities at selected locations along the corridor; enhance the "image" of the entrances to the city by promoting prestige businesses; enhance the aesthetics of the corridor through the ,development of attractive unique building design and landscaping and The creation of visual landmarks along the Trail; and fulfill the identified desire for the development of hospitality industries, including hotels/motels, restaurants, service stations and tourist information services.

Attraction of high profile prestige office development adjacent to the Yellowhead Corridor.

Proposal: This scenario proposes a greater change in land use than Alternative A. Prestige office space is envisaged south of the corridor in place of warehouse and warehouse/manufacturing. This type of land use would benefit from the highly visible locations adjacent to the Trail, thereby providing a promotional advantage for companies. Prestige offices would also serve to upgrade the overall appearance of the roadway to the public through regulation over the urban design aspect of these areas. The

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2.3 SUB AREA 2 ALTERNATIVE A

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A portion of the Northern Alberta Railway switching function will remain and the residual land will be developed mainly for industrial purposes.

Completion of the grade separated interchange at St. Albert Trail and the Yellowhead Trail.

Expansion of the existing hotel site.

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Industrial In this proposal the continuation of the predominant business/industrial character will be encouraged east of 149 Street with warehousing/distribution, wholesaling and industrial park development. This is reflective of the existing situation, and of maintains the industrial character of the area and maximizes the benefits of the available rail services.

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The use of rail service, on the Northern Alberta Railway Yard, for transporting bulk goods and commodities will likely increase where large land parcels are available. The size of the Northern Alberta Railway Yard provides the opportunity for medium/heavy industrial uses on sites that would utilize the locational advantages and undeveloped portion of the yard. The industrial uses would be separated by a buffer from the residential area to the east to minimize the negative impacts on the community. This proposal is dependent on the provision of additional access to St. Albert Trail.

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The increased accessibility to the Trail resulting from the interchange at wholesaling St. Albert Trail, creates new opportunities for additional outlets, concentrated warehousing and auxiliary office development will be encouraged in the form of Business Parks along the east side of St. Albert Trail and the Northern Alberta Railway Yard. This provides areas for warehouse and office development.

To provide services for the travelling public, the development of offhighway hospitality and tourist service industries could be accommodated at the St. Albert Trail and the 142 Street intersections.

ALTERNATIVE B Assumptions: 1.

The Northern Alberta Rail function will be relocated to the Cloverdale, Bissell and Calder rail yards.

Comprehensive redevelopment of the existing Northern Alberta Yards.

Completion of the interchange at St. Albert Trail and the Yellowhead Trail.

Expansion of the existing hotel site at 142 Street.

Maximize the use of the rail facilities with infilling of warehousing.

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To maximize the benefits of the available road and rail service, the continuation of the predominant business/industrial character will be encouraged east of 149 Street, with warehouse and light industrial development. To serve the needs of the travelling public, the development of offhighway hospitality and tourist service industries will be accommodated at the St. Albert Trail and the 142 Street intersections.

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Assuming the redevelopment the Northern Alberta Railway Yard and the stability of the residential community to the east, known as The Bronx subdivision, medium density residential development will minimize the negative impact of redevelopment of this unique site.

Along the east side of St. Albert Trail and the Northern Alberta Railway Yard, a commercial strip and major commercial retail component will provide various types of commercial uses and off highway facilities. A service road would be required to serve this area.

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2.4 SUB-AREAS 3 and 4 I .1

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The Edmonton Municipal Airport will continue to provide commercial air passenger services.

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Northwest Industries will modernize their present facilities and develop the vacant north part of their property. ^

The LRT line will be constructed with stations at 118 Avenue and 126 Avenue.

The Calder Railway yards will remain and the intermodal facilities located there will be expanded.

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In both alternatives the Edmonton Municipal Airport is assumed to continue to provide air passenger services similar to its present operation. The "Economic Impact Study" is currently underway which examines the feasibility of various air services and other land uses on the airport property. In the absence of the study findings, alternative land use proposals would be premature at this time. recognizes the continuation of the Calder yard rail services with the expansion of the intermodal facilities. These uses maximize the existing benefits of air, road and rail facilities.

"Alternative A" proposes only moderate changes in land uses. Most of these changes are concentrated in sub-area 4. Sub-Area 3 will be maintained as a residential area. The major component of this alternative is the development of the north portion of the Northwest Industries land for light industrial business park uses. This portion of their property is surplus to the needs of Northwest Industries, is adjacent to the Yellowhead Trail and has access to an already constructed service road. The land provides an ideal location for businesses seeking a high visibility location. The Bush Pilot Road Subdivision will continue to be developed for airport related needs. Northwest Industries will retain and modernize their building to take best advantage of their location adjacent to the airport. This proposal also

"Alternative A" proposes the continued development of the Hagmann Estates, located north of the Trail and west of 123 Street, for light This can be accomplished through infill industrial and business uses. development, conversion and renovation of existing buildings, thus maximizing the use of land and buildings. At this time no detailed land use A proposals are presented for the proposed LRT station areas. comprehensive study to examine the impacts of these stations should be prepared.

ALTERNATIVE B Assumptions: 1.

The Edmonton Municipal Airport will remain providing commercial air passenger services.

Northwest Industries will relocate their facilities and redevelop their ' entire parcel.

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"Alternative B" provides for the more thorough development of this sub-area with a combination of warehouse and office/business park uses. The Northwest Industries land would be redeveloped with small scale business and office uses adjacent to the Trail and larger warehouse uses on the remainder of the land. These larger warehouse uses could be developed as hanger facilities to serve future airport needs. The City owned lands to the west would be developed in a similar manner with small scale business and office uses adjacent to the Trail and warehouse used on the interior portions of the parcel.

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Hagmann Estates would continue to be developed with industrial and business park uses similar to "Alternative A". The area north of the CNR tracks, adjacent to the proposed LRT station would develop a commercial office node. This alternative provides additional warehouse, office and business park facilities in the Corridor. Note:The Edmonton Air Services Authority recommends that all developable lands adjacent to the airport and districted MA be used for airport related uses only.

2.5 SUB-AREA 5 ALTERNATIVE A Assumptions: I.

Construction of the 82nd Street/Yellowhead interchange.

Construction of the 97th Street/Yellowhead interchange. &VW

Access to adjacent land uses to Trail via service roads.

Buffering of residential properties to south of corridor.

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Proposal: This sub-area is now developed with low-intensity warehouse and industrial property. This scenario presents a more concentrated form of development which would depend on the increased access from the improved interchanges. A hotel/retail and restaurant complex is situated at the 97 Street interchange, which would benefit from the high visual presence on the Yellowhead as well as improved vehicular access to the Trail. For similar reasons, retail office space would be suitable in the immediate area of the 82 Street interchange. These proposals would maximize the benefits of the available road, rail, and air services by encouraging land uses which utilize these facilities; fulfill the identified desire for office and retail facilities at selected locations along the corridor; and fulfill the identified desire for the development of hospitality industries, including hotels/motels, restaurants, service stations and tourist information services.

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Business/industrial parks and high intensity warehouse development is suitable for the area between the retail land-uses, since it would benefit

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from the high visual position afforded by the Trail but is less reliant on access to the roadway. This would fulfill the identified need for additional wholesaling outlets, warehousing/storage and business park development.

Sub-Area 5 •

ALTERNATIVE B

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Assumptions: I.

Construction of the 82 Street/Yel towhead interchange.

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Construction of the 97 Street/Yellowhead interchange.

Access to adjacent land uses to the Trail via service roads.

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Warehouse land uses will be maintained between 85 Street and 94 Street north of the Trail.

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This scenario reinforces the existing land uses in the area. Warehousing is proposed between the intersections, south of the Trail, and Commercial Nodes are recommended at the 97th Street intersection and the 82nd Street intersection. Both the hotel/retail office space proposed at 82 Street would utilize the high visual attributes of the location as well as the excellent access provided by the major north/south and east/west arterial roads. This proposal would: maximize the benefits of the available road, rail and air services by encouraging land uses which utilize these facilities, to fulfill the identified desire office and retail facilities at selected locations along the corridor, fulfill the identified desire for the development of hospitality industries, including hotels/motels, restaurants, service stations and tourist information services; and fulfill the identified need for additional wholesaling outlets, warehousing storage and business park development.

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2.6 SUB-AREAS 6 and 7

Proposal:

ALTERNATIVE A

"Alternative A" reaffirms the need for warehousing in the sub-area. Areas containing existing and new warehousing are identified to the immediate east of Swifts and to the west. The location of warehousing adjacent to the corridor would enable convenient utilization of the roadway and rail lines for the trucking and transportation of goods and raw materials. Low-rise office/high visibility uses are proposed along the Trail, east of Swifts. The continuation of business park development, auto related, plaza style land uses between Swifts and the LRT/Rail line is identified on the plan.

Assumptions: 1.

Swifts and Canada Packers will continue to operate and possibly expand in their present locations.

The continued operation and expansion of office and business park development between the Swifts site and Canada Packers.

The connection of the Capilano Freeway to Fort Road and the improvement and upgrading of Fort Road.

The rail services and public transit facilities will continue to operate in their present capacity.

The residential nature of land uses south of the Trail will continue.

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These proposals would: maintain the predominate business/industrial characteristic of the business community in the corridor, fulfill the identified desire to maintain rail serviced industrial parcels, fulfill the need for additional wholesaling outlets, warehousing/storage and industrial and business park development. A tourist information centre is proposed at the eastern extremity of the sub-area, which is intended to provide assistance to the travelling public entering the City from the east. This facility would fulfill the identified desire for a tourist information service.

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corridor. The availability of large blocks of land under single ownership would provide significant site area for large scale, comprehensive development.

Assumptions: 1.

Redevelopment of the Swifts and Canada Packers site.

A LRT station is established at the Yellowhead Corridor.

Capilano extension is completed to Fort Road and the expansion of Fort Road.

This sub-area would become a major transportation and employment node as a result of the improvement of the Trail and the location of a LRT station in the corridor.

Proposal: "Alternative B" recognizes that redevelopment of the sub-area will occur in the long term as a result of the economic pressures exercised on the existing development to leave their present locations. A change in the nature of production in the meat packing industry could increase the likelihood for the relocation of Canada Packers and Swifts, thereby releasing two major land parcels in a high visual and prime position to transportation facilities on the

The LRT station proposed at the junction of the Trail and the CNR tracks would facilitate the development of this sub-area as an employment centre. This would enable accessibility to the surrounding area of the station from other locations in the City and would encourage forms of development which would depend to a large extent on such a locational advantage. The connection of Fort Road and the Capilano Freeway would further enable greater accessibility to this sub-area from other parts of the City. On the basis of the above, it is felt that a major development complex containing hotel/retail facilities as well as restaurant and gas station outlets would be most appropriate on the Swift's site and comprehensive mixed land uses consisting of residential, commercial and office development should occupy the Canada Packers site. This proposal would; maximize the benefits of the available road, rail, and air services by encouraging land uses which utilize these facilities; and fulfill the identified desire for restaurant facilities, office development and retail facilities at selected locations along the corridor.

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SECTION III DEVELOPMENT CONCEPT

This section of the report identifies the recommended Development Concept for the Yellowhead Corridor Study area. The recommended concept was chosen by evaluating the individual development alternatives against the goals, potentials and conflicts previously discussed. This proposal balances the individual local site potentials against the regional needs and maximizes the transportation function of the Corridor by directing the pattern of development. An overall development theme for the Corridor was an important factor in choosing the recommended Development Concept.

uses, the design of new buildings along the Trail and the use of landscaping berming, lighting, and signage. The recommended land uses within the Development Concept are illustrated in Figure 16. This concept deals with the issue of local vs. regional needs and rationalizes the pattern of development in terms of the transportation function of the Highway. The proposed land uses: recognize the need to retain efficiency of highway operation.

3.1

INTRODUCTION recognize that the construction of the Trail increases the exposure and accessibility for adjacent land uses.

In evaluating the development alternatives the potential of individual sites had to be balanced against the more regional concerns and potentials. The local potentials reflect the existing land uses and building conditions, the local road improvements such as interchange and access points, and the redevelopment possibilities based on the market potential. The regional potentials reflect the contribution that the air, rail and road facilities provide to the city. The Corridor provides the unique opportunity of maximizing the benefits of combining rail services with warehousing uses which have easy access to the Yellowhead Trail, a major city and Interprovincial Highway.

recognize that there will be a change in land uses at the major intersections along the Trail. utilize the existing road and rail facilities to the best advantage. maintain the industrial character of the Corridor by directing commercial uses to specific locations, and encouraging industrial parks and prestige highway business development.

The evaluation of the overall function of the Trail and the pattern or form of development adjacent to it was also considered. The Yellowhead Trail is an important component of the Yellowhead Highway network. Its main purpose is to move traffic in and through the City with the minimum of delay and inconvenience. The Trail will provide the major east and west entrance into the City. These areas will provide travellers with their first impressions of the city. These first impressions contribute greatly to the "image" of the city. The opportunity exists in the Corridor to combine the function of the highway with a positive visual image through the improvement of the urban aesthetics. The preservation of the function of the highway and the improvement of the urban aesthetics can be achieved through the location and control of land

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recognize the potential for creating employment nodes at locations with high accessibility.

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recognize that there exists the opportunity to improve the aesthetics of the Corridor.

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recognize the need for services for the travelling public.

A series of land use categories have been formulated for the purposes of the study and are not intended to apply directly to those defined in the Land Use Bylaw.

5. Retail Facilities that would provide goods and services to the public, requiring large sites and a location with good visibility and accessibility. The type and extent of retail development would depend on individual site characteristics.

The land use categories identified on Figure 16 are defined as follows: 1. Industrial Park

6. Office Low rise style development incorporating a combination of medium and light industrial uses, having single development management, and administrative control and sharing common services and facilities. Permitted uses would include wholesaling outlets, warehousing, light manufacturing, processing and assembly type uses, outdoor and indoor storage, office ancillary to industrial uses and other uses compatible with the predominate characteristic of the area. Rail access would be available to the sites.

Buildings uses primarily for office related functions. 7. Comprehensive Mixed Use Developments Development of a large parcel of land in areas with good accessibility by public and private transit, with a combination of complementary land uses including office, hotel, retail, residential and light industrial developed in a comprehensive manner so that all these components integrate favourably.

2. Prestige Highway Business A combination of prestige low rise office and light industrial uses in high Visibility areas along the Trail. This type of development would be occupied by a high proportion of office space, located adjacent to the Trail, with indoor storage facilities situated to the rear. Other land uses may be permitted where compatible with the predominate business development in the area. Prestige office development consisting of attractive building design, landscaping, would be encouraged.

8. Residential Low-Rise Inf ill, Low Density Development Construction of residential buildings that would be compatible with existing low density residential communities.

3. Business/Industrial Inf ill Infill type development occurring within established areas, constructed on a site specific individual basis, consistent with surrounding land uses. Conversion and renovation of existing properties would be considered. Small office development, light industrial uses, warehouse, wholesaling services ancillary to surrounding establishments would be permitted. 4. Tourist Commercial Commercial development located at high points of accessibility which serves the needs of the travelling public. These facilities would contain hotels, motels, restaurants, service stations, recreation and other related uses. 44

3.2 LAND USE RECOMMENDATIONS

2. Prestige Highway Business

This section identifies the land use recommendations for each sub-area in the Corridor. Figure 16 illustrates the locations of the proposed uses. The land use recommendations contained herein and identified of Figure 16 are intended to provide a general guide of the types of uses desired. The recommendations in no way authorize development. A statutory plan will be prepared to establish a guideline for future development.

The land adjacent to the south boundary of the corridor would be most suitable for prestige low rise office and light industrial/business uses including wholesaling and warehousing. The high visibility of this section along the corridor increases land values to a level where warehousing would not be viable as a single use. Developments on these sites should be designed so they are aesthetically pleasing using building design and landscaping to create a positive visual impression. Access will be acheived via the internal road system and no additional access will be permitted to the Trail. The prestige highway business area west of 170 Street will be subject to the available land area. Detailed evaluation of this area will be conducted prior to the final report to determine the feasibility of development on this site.

SUB-AREA 1 1. Tourist Commercial (a)

The vicinity of the 170 Street intersection is proposed for tourist commercial development. It is felt that because this location is the first major city intersection along the Trail to the traveller from the west, a positive City image is desired as well as service facilities provided by a hotel/restaurant/service station complex, conveniently located on one site. In addition, with transportation improvements envisaged at the interchange and since the area is well served by both the Trail and the Whitemud Freeway, high accessibility and visibility would be available to a tourist commercial complex.

3. Industrial Park It is proposed that the area south of the Prestige Highway Business district be developed as an industrial park in conjunction with the prestige offices adjacent to the corridor. This district would conform to the Northwest Industrial Outline Plan and be consistent with the existing industrial character evident in the area as well as utilize the available rail facilities. In addition, large parcels of land are available for comprehensive park development and for businesses requiring large land areas to accommodate storage requirements and future expansion plans.

The proposal would complement the surrounding industrial land uses and help satisfy the demand for restaurant facilities to the industrial employees in the area. The IBI Market Analysis indicates that the proposal would be justified in terms of land values in the vicinity. This proposal is subject to the available land. Portions of the area are already approved for medium industrial use. (b)

4. Heavy Industrial The property north of the CNR tracks, west of 149 Street is presently within the County of Parkland and M.D. of Sturgeon. Heavy industrial development of this large track of vacant land would be compatible with the existing major land holder of Inland Cement. This section of the corridor is physically separated from the Northwest Industrial Area and the Trail by the CNR tracks and should, as a result, not conflict with other uses in the area. Prior to the development of this area, the drainage problem must be resolved.

The 149 Street intersection at the Trail would also lend itself appropriately to tourist commercial land uses. An existing hotel on the site is presently considering expansion. Restaurant, service station and auto-related services would be viable proposals according to the IBI Market Analysis. This area is accessible to north-south as well as east-west traffic, and is highly visible to the travelling public. No additional interchange improvements would be required.

SUB-AREA 2

The IBI Market Analysis shows that medium density residential land uses alone would not pay for itself strictly on the basis of present land values and the space rental values that could be achieved unless a tax benefit is included (e.g. M.U.R.B.). Medium or heavy industrial development would also not be viable on the site because of the access problems. Therefore, comprehensive mixed development would be most appropriate, consisting of office space and medium density residential nearer to the residential area, declining in density towards the existing residential community east of the site. Access to the development would be the limiting factor on the overall density of the proposal.

1. Business Industrial Inf ill (a)(b) The two parcels of land east of 149 Street and north and south of the Trail are proposed for Business Industrial Infill. The area is presently occupied by both light industrial, warehouse and medium-heavy industrial uses. The IBI Market Analysis indicates that south of the Trail, infill development is most likely due to smaller parcels of land than to the north, where large manufacturing uses with expansive outdoor storage areas would lend themselves to industrial park or plaza type redevelopment. The Market Analysis further indicates that a combination of low rise office and warehouse space or low rise office development on its own as being economically sound. Conversions and/or renovations of existing buildings for business or industrial uses would also be acceptable.

4. Tourist Commercial/Office Retail The northwest corner of the St. Albert Trail intersection is occupied by an existing hotel and retail facility, presently undergoing expansion, and a one storey retail commercial uses. With increased accessibility to the City from the Northwest and increased visibility created by the Yellowhead, the site would be suitable for office and entertainment facilities, and included in the expansion plans. This proposal would further serve to fulfill the City's overall office decentralization policy and is compatible with the surrounding industrial land uses.

(c) The area east of the St. Albert Trail north of the Yellowhead Trail suffers from restricted access to the highway. The building lots are small, making consolidation for development difficult. As a result, it is felt that the most suitable form of development would be a continuation of the existing trend which is inf ill business and industrial warehouse uses.

SUB-AREA 3 and 4

2. Prestige Highway Business

1. Business/Industrial Area

The development of the area known as the Northern Alberta Railway Yards is subject to a corporate decision by the CNR. If the relocation of the rail marshalling facility does occur, it is felt that the most appropriate form of redevelopment of the strip along the east side of St. Albert Trail would be prestige office development, due to the high visibility from the Trail and because traffic generation would be lower than commercial developments.

The area north of the Trail between 119 Street and 129 Street known as Hagman Estates is currently undergoing transition from residential to industrial uses. The area contains small land parcels and has access available to the Trail and 127 Street. The continuation of the existing inf ill industrial development is recommended. The Market Analysis recommends that joint warehouse and office uses are feasible. These types of uses are consistent with the character of the area.

3. Comprehensive Mixed Use 2. Prestige Highway Business The area to the immediate east of the Prestige Highway Business is recommended for comprehensive mixed use development. The satisfactory resolution of the problems affecting this site, such as the uncertainty of the relocation of the rail marshalling yard and the provision of access from the site to the St. Albert Trail will greatly affect its development potential.

This area north of the Edmonton Municipal Airport south of the Trail is owned by Northwest Industries. It is currently vacant with access to an already developed service road. The site offers excellent exposure and 47

visibility from the Corridor which makes it ideal for high quality showcase business development with some low rise office and office warehouse uses. All development must comply with the Airport Protection Overlay Schedule contained in the Land Use Bylaw. No land use proposals are presented for the Edmonton Municipal Airport lands to the south pending the completion of the Airport study.

(b)

3. (a)(b) Light Rail Transit - Future Redevelopment This recommendation focuses on the long term development of the Light Rail Transit line extension and stations at 118 Street 127 Avenue. These locations could be modified during the detailed functional planning study stage. For this reason no detailed land use proposals are presented at this time. A detailed examination of the effects of Light Rapid Transit stations on the adjacent land uses will be required.

SUB-AREA 6 and 7

1(a) Industrial Park The area north of the Trail and west of Fort Road is recommended for industrial park development. This area has good access to the Yellowhead and Fort Road. The construction of the Capilano-Fort Road extension will serve to further increase accessibility to the area. The Market Analysis indicates that light industrial park uses are suitable and viable with higher quality business uses adjacent to the highway and wholesale/warehouse uses on the interior. The increased accessibility, high visibility and large land parcels should make this a prime area for redevelopment.

SUB-AREA 5 1. Business/Industrial Inf ill The area north of the Trail between the major intersections is recommended to be developed with higher quality office park facilities with light industrial property further removed from the corridor. The IBI Market Analysis shows that land values are too high for the continuation of solely warehouse uses, and that warehouses combined with light industrial business park uses would be most viable. This form of development could also take advantage of the rail serviced land parcels where feasible.

2. Office/Retail (a)

An office/retail area is suggested east and west of 82 Street, north of the Trail. This location is currently subject to a Functional Planning Study by the Transportation System Design Department to determine the placement of the interchange and roads. Due to high visibility and exposure of the site to the roadway and the proximity of public transit in the area, retail office development would be appropriate. The IBI Market Analysis indicates that increased accessibility resulting from the construction of the interchange will increase land prices to the extent that retail/office facilities develoor in1r1tI1 â&#x20AC;&#x201D;culd be the most PrTP-r-ia'- e economic use of the land.

East of 97 Street and north and south of the Trail, a highrise office/retail node is proposed. The site is serviced by 97 Street, a major north/south artery, and has access to the Trail by a service road. Public transportation is also available in the vicinity. It is proposed that this area become an employment node due to its high accessibility and visibility characteristics which meets the General Municipal Plan criteria for office nodes. The IBI Market Analysis indicates that land values are at a high level and therefore suitable for the form of land use proposed. 48

The area north of the Trail and east of the Swifts plant known as Industrial Heights is recommended for Industrial park development. The majority of the area is presently vacant and owned by the City. The Real Estate and Housing Department has been considering the subdivision of this area for industrial purposes. The size of the area makes it viable for a combination of industrial uses. The Market Analysis indicates a feasible use would be a combination of office/warehouse industrial park providing sites with access to rail. This would result in the efficient use of the available rail facility. Two existing warehouse storage/truck distribution firms are representative of the types of uses which could utilize the available rail and road services in this location. This proposal recommends the removal of the auto storage yard.

2. Prestige Business Park

4. Tourist Commercial/Hotel

The area adjacent to the Trail east of Swifts in the Industrial Heights subdivision is recommended for high quality business/industrial uses combining low rise office with light industrial uses. This is the first available portion of land for development coming into the city from the east. The development of high quality buildings with attractive landscaping will provide a positive first impression of the City.

An existing hotel is located at this corner. With the construction of the Capilano-Fort Road extension this corner will be a prime location for a Tourist Commercial node. The Market Analysis recommends that tourist commercial services provided in a retail type development would have to be combined with a hotel in order to be feasible. 5. Office/Retail

3. Residential Infill (a)

The area north of the CNR tracks and west of Fort Road is proposed for residential infill. This area is currently low density residential and the continuation of compatible residential uses is recommended.

(b)

This area south of the Trail is buffered by landscaped berming. Much of this land is currently vacant. The Bergman Replot has been approved and the Maypark replot is being reconsidered. Both propose low density residential development.

The area bounded by the Trail on the South, Fort Road to the west, Canada Packers to the north and 66 Street to the east is proposed as a low rise and high density office and retail district. The Market Analysis suggests that even if the meat packing plants remain, there is a potential for high rise office at the key access points to the Trail and low rise office/retail in the remaining areas. Provisions for an LRT Station in the vicinity of the Corridor would enhance the viability of this proposal. A further option is to develop a Park and Ride facility at this station as this location benefits from excellent road accessibility from the north and east.

Area Redevelopment Plan

6. (a)(b) Comprehensive Mixed Use

The Fort Road/Yellowhead Area has locational advantages which offer the potential for the redevelopment into an employment node. An Area Redevelopment Plan program is recommended to examine in detail the potential future land uses. The proposed boundaries for a detailed study are outlined in Figure 16. The following land use districts indicate the desired land uses.

Two large sites presently occupied by Canada Packers and Swifts meat packing facilities have locational advantages which would support a higher intensity use. Their location near the highway and LRT line provides high visibility and good access by auto and public transit. The development of this area as an employment node would meet the criteria established in the City's General Municipal Plan. Any change in these uses depend primarily on the corporate decisions of the owners involved. If circumstances dictate the relocation of these facilities at some time in the future the following uses are recommended.

The redevelopment of the land north of the Trail should take better advantage of the existing Light Rail Transit line which runs through it. This area exhibits the locational potential for the comprehensive redevelopment as an employment node, as it meets the criteria set out in the General Municipal Plan. An LRT Station at the junction of the Yellowhead with the potential for a Park and Ride facility forms an important ingredient in these redevelopment plans.

Canada Packers Site

This site is proposed to contain a comprehensive medium and high rise office and retail facility. This would fulfill the identified desire for additional retail and office facilities in the Corridor.

Swifts Site

With its location adjacent to the Trail and near the Light Rail Transit line this site is ideal for a comprehensive mixed use development in the long This hotel facility could provide term with a major hotel facility. convention facilities and some office and retail uses. 7. Business/Industrial Infill The area south of the Trail and west of the tracks is recommended for the continuation of the existing uses. The alignment for the Fort Road/Capilano extension will greatly affect the development of this area.

IMPLICATIONS OF LAND USE RECOMMENDATIONS Traffic Analysis An evaluation will be undertaken to determine the effects of the proposed development on the existing road network and interchanges. Collaboration with the City departments of Transportation Systems Design and Traffic Engineering should serve to resolve this matter. Assessment of Land Use Changes An analysis will be conducted to determine the quantitative changes in land use resulting from the proposed development concept. This analysis will be useful in monitoring the effectiveness of the proposed plan.

3.3 URBAN DESIGN

INTRODUCTION

The Yellowhead Trail is one of the major entranceways into the city and provides many people with their first impression of the city. With this in mind, the necessity of corridor wide control over urban aesthetics is essential to achieve attractive and complementary development. City-wide urban design guidelines will be prepared in the near future to include the Yellowhead Corridor. When this occurs, there will be the need for the incorporation of the corridor guidelines into the city-wide guidelines. It is felt that urban design guidelines should be formulated which would control the development of both public and private owned lands on a site specific basis while considering the overall appearance of the corridor. To accomplish this, a multi-disciplinary Task Force should be established which would consist of several people with expertise in urban design and land development. These pepole could include representatives from the Community Planning Branch, Land Use Planning Branch, Real Estate and Housing Department, Parks and Recreation Department, Transportation Systems Design Department, the Urban Development Institute, Landscape Architecture Association and other interested parties. City departments such as Engineering will be consulted for advice during the process of drafting the guidelines.

2. Landscaping

building orientation/sitings towards the Trail.

site landscaping of development adjacent to the Trail. ii)

screening of outdoor storage areas and garbage facilities from major roadways and residential areas.

iii)

landscaping of berming and noise barriers

iv)

landscaping of the roadway right-of-way

3. Parking location of parking areas ii)

screening of parking areas

iii)

underground parking in high density areas

iv)

location of parking access

alternative surface materials

The following items should be considered in developing design guidelines: 1. Buildings 4. Signs i)

height and scale of buildings

ii)

the use of building material

The responsibility of exercising control over directional signs would fall under the Traffic Operations Section of the Engineering Department. Signs placed on private property would be regulated by the City's Sign Bylaw.

iii)

design of buildings

The placement, form, size and colour of signs along the Corridor

iv)

illumination of buildings

ii)

Information signs for direction to accommodation, commercial areas, LRT Stations and major city attractions.

5. Utilities and Services i)

Location of Utility lines (Existing engineering department policy to place utility lines underground)

SECTION FOUR 7,EMENTATION

SECTION 4.1 IMPLEMENTATION STRATEGY

The implementation of the recommendations outlined in this study presents unique problems as a result of the large area scale and the nature of the land use proposals and design considerations. Through discussions with Land Use Planning the following strategy was designed to achieve the recommendations of the study in the most efficient manner. The key element of this strategy is the preparation of an Area Structure Plan which will provide a statutory guide for future development. 1.

(a)

Regulations to reflect the desired urban design control element for this district must be developed. The Development Concept proposes that this district allow for uses similar to those permitted in the IB district but also have design guidelines. Consideration for slightly higher Floor Area Ratio's will be evaluated. One method of acheiving this objective is through a DC1 district.

Council Approval of Yellowhead Corridor Land Use Study Interim Report

(b)

Business/Industrial Inf ill The Business/Industrial Infill districts shown on Figure 16 propose uses which combine warehousing and small scale office development. The purpose of this district is to maintain the existance of the rail-related warehousing uses- adjacent to the Trail while recognizing that the redevelopment must be economically feasible. To maintain the predominate warehousing nature of land uses a slightly greater percentage of office will be permitted. The market analysis indicated that the development of warehousing used in these areas would be economically unfeasible due to the current land costs.

The first step in acheiving the study's recommendations is obtaining Council's approval in principle of the Interim Report. This report should be received as an information document which will provide a basis for the preparation of an implementation strategy. Council's support of the Interim Report would authorize the Planning Department to prepare an Area Structure Plan for the Corridor and authorize the creation of an Urban Design Task Force to develop design guidelines to be included in the Area Structure Plan. 2.

Prestige Highway Business

Preparation of an Area Structure Plan These districts and the regulations will be developed in co-operation with the Land Use Planning Branch during the preparation of the Area Structure Plan.

The most appropriate method of acheiving the land use and design objectives of this report is to prepare an Area Structure Plan. This Area Structure Plan will establish a statutory framework for future development and redevelopment in the Corridor. An Area Redevelopment Plan was considered but is not appropriate for the Corridor area because it requires redistricting of land prematurely.

3. Redistricting Upon the approval of the Area Structure Plan by Council redistrictings which conform to the plan may be submitted by land owners.

An amendment to the General Municipal Plan would be required to permit use of an Area Structure Plan in the Corridor. During the preparation of an Area Structure Plan, detailed land use districts will be applied to the Development Strategy in Figure 16. Two land use control issues must be resolved to deal with special land use situations which exist in the Corridor. 53

The majority of the land use recommendations can be achieved through the redistricting process. Within the Corridor there is both city owned lands and The redistricting of city owned lands can be privately owned lands. accomplished after the approval of the Area Structure Plan. The privately held lands will be redistricted at the initiation of the individual landowners. The development concept in Figure 16 will be implemented through districts to be finalized prior to the development of the Plan.

4. Urban Design Program

7. Amendment of GMP and Northwest Industrial Outline Plan

The Yellowhead Corridor Urban Design Task Force will be established to develop urban design guidelines. These guidelines will be incorporated in the Area Structure Plan and appropriate districts.

The amendment of the General Municipal Plan district maps and the Northwest Industrial Outline Plan will be required. The General Municipal Plan amendments required are identified in Appendix "A".

The urban design guidelines relate specifically to the highway and adjacent uses. These guidelines will be implemented in both city owned and privately owned lands adjacent to the Trail. The city owned land is located on the highway right-of-way adjacent to the existing developed areas. The city will initiate a highway beautification program to meet the objectives in this study.

8. Development of Industrial Heights and other City Owned Lands The City's Real Estate and Housing Department currently owns land in Sub Area I. The development of this area as outlined in this study will be the first step in achieving the desired results and can act as a "model" development emphasizing site design.

Design control on privately owned lands will be achieved through the redistricting of Prestige Highway Business areas to DC1.

9. Promotion of the Corridor A promotional program should be developed in cooperation with the City's Business Development Department to promote the potentials and opportunities offered by a location adjacent to the Trail. The promotion should be directed to those businesses interested in locating in a high visibility, unique business area forming the main east and west entrance to the City.

5, Area Redevelopment Plan for Fort Road/Yellowhead Area The most significant area of potential in the Corridor is in the Fort Road/Yellowhead vicinity. With the future construction of the Capilano Extension, this area of the city will have an excellent road access through the connection of the Yellowhead and Capilano/Fort Road. The combination of this with the LRT line passing nearby results in great potential for the creation of an employment node. The excellent road access also presents the opportunity for a park'n ride facility and a new LRT station. The approval of an Area Redevelopment Plan program should be considered based upon the Land Use recommendations at this study. The timing for this program is undetermined at this time.

10.

With the recent annexation decision there is a strong possibility that the newly annexed areas adjacent to the highway be included in the study. The additional research will be conducted and the land use recommendations will be included in the Area Structure Plan proposals.

6. Area Structure Plan (Parkland - Sturgeon)

Annexation Areas

The planning for the industrial area north of the CNR tracks and west of the St. Albert Trail should begin. The recent annexation of these lands from Parkland County and M.D. of Sturgeon results in the need to establish detailed land use and servicing plans for this area. An Area Structure Plan is recommended.

IMPLEMENTATION STRATEGY FIGURE 17

IMPLEMENTATION

IMPLICATIONS

RECOMMENDATIONS

TASK

DEPARTMENT/ AGENCY

AREA STRUCTURE PLAN

preparation of plan preparation of appropriate land use district regulations

URBAN DESIGN GUIDELINES

AUTHORITY

BUDGET/PROGRAM

Corn. Plan. Land Use Plan General Plan

Council

existing Yellowhead Study Budget

Establish Yellowhead Urban Design Task Force

Corn. Plan.

Council/

Public owned lands City owned land highway right-of-way

to develop guidelines for: public owned lands landscaping highway

Trans. Sys. Design Land Use Engineering UDI

Private owned land individual site development

Private owned lands to control site specific development

Development Industry others

Footnote 1.

At this time the budget implications are not known. (To be included in final report.)

Where more than one Department/Agency is identified the Department listed first shall take the lead role.

Inclusion in appropriate City Department budgets

IMPLEMENTATION

IMPLEMENTATION STRATEGY

IMPLICATIONS

RECOMMENDATIONS

TASK

ORGANIZATION

AUTHORITY

BUDGET/PROGRAM

OTHER STATUTORY PLAN PROPOSALS

prepare detailed study boundaries study boundaries

Corn. Plan

Council

Unknown

Area Redevelopment Plan for Fort Road/Yellowhead area (Sub Area 6-7)

prepare plan program for 1982 - 83

prepare detailed study boundaries

Corn. Plan Land Use

Council

Unknown

prepare program identify City Owned lands and highlight desired development

Business Development Corn. Plan

Council Council

Unknown Unknown

a) Prestige Highway Business

new district or regulations

Corn. Plan. Land Use Pan

Council

Unknown

high quality low rise office development

development design guidelines to be included in final ASP

Urban Design Task Force

Planning

existing Yellowhead study budget

Area Structure Plan for newly annexed lands 4.

PROMOTIONAL PROGRAM Prepare a promotional program to attract high quality prestige business to locate adjacent to the Trail and make the business community aware of the opportunities and potential of the Corridor

DISTRICT PROPOSALS

IMPLEMENTATION

IMPLEMENTATION STRATEGY

RECOMMENDATIONS

TASK

IMPLICATIONS

DEPARTMENT/ ORGANIZATION

AUTHORITY

BUDGET/PROGRAM

Unknown

adjacent to Yellowhead Trail Design controls Special Area Requirements Land Use Plan

Council

ii) Sub Area 2

amendment of Northwest Industrial Outline Plan redistrict

Land Use Plan

Council

iii) Sub Area 3-4

redistrict

Corn. Plan

Council

iv) Sub Area 7

redistrict

Corn. Plan Real Estate & Housing Land Use Plan

Council

i) Sub Area 1

b) Industrial Park warehousing/medium industrial development

redistrict lands as required

owners initiation land use

N/A

possible replot and/or lot consolidation redistrict

owners initiation

N/A

Real Estate & Housing

N/A

redistricting

owners initiation

N/A

Special Area Requirement i) Sub Area 6 ii) Sub Area 7 c) Business/Industrial Inf ill

IMPLEMENTATION

IMPLEMENTATION STRATEGY

IMPLICATIONS

DEPARTMENT/ ORGANIZATION

AUTHORITY

BUDGET/PROGRAM

redistrict where appropriate

owners initiation

N/A

i) Sub Area 1 (170 Street intersection

redistrict

Corn. Plan Land Use Plan

Council

Unknown

ii) Sub Area 1 (149 Street) Sub Area 2 (St. Albert Trail) (No action required)

existing situation

RECOMMENDATIONS

warehousing, small office development

TASK

No other city action required

renovation, conversion of existing buildings infill development d) Tourist Commercial hotel facilities, entertainment

services for the travelling public including restaurants service stations Special Area Requirements

Sub Area 6 (Fort Rd) Sub Area 7 (Yellowhead)

IMPLICATIONS

IMPLEMENTATION

IMPLEMENTATION STRATEGY

TASK

DEPARTMENT/ ORGANIZATION

iii)Sub Area 7 (Swifts)

Redistrict (under Area Redevelopment Plan)

Corn. Plan Land Use

e) Office

redistrict

AUTHORITY

BUDGET/PROGRAM

Council

Unknown

owners initiation Land Use

Council

Unknown

redistrict

owners initiation

Council

Unknown

i) Sub Area 2 (NAR) residential and mixed use development

Redistrict

Corn. Plan Land Use

Council

Unknown

ii) Sub Area 6 & 7

Redistrict Area Redevelopment Plan program

Corn. Plan Land Use

Council

Unknown

RECOMMENDATIONS

Low rise and medium rise office development f) Retail low rise retail facilities g) Comprehensive Mixed Use Special Area Requirements

GENERAL MUNICIPAL PLAN POLICY REVIEW

Appendix A

-,.. Yellowhead Corridor Plan Consideration

Relevant General Municipal Plan Policies and Objectives

Transportation

Transportation 1(a) "The City will provide an arterial roadway network which has, as a primary function, the mobility of public and private vehicles within the City." (Policy 8.B.4) "The City will strive to develop land use plans for existing communities which minimize conflicts between community activities and approved transportation facilities." (Policy 8.D.3)

the Yellowhead Trail's primary function is the movement of traffic into and through the City.

land use plans should minimize the conflicts between the Trail and adjacent land uses

" Commercial ' 2(a) "To accommodate and encourage a balanced distribution of office development in the Downtown and at other multi-purpose sub-centres which are easily accessible by both public transit and private automobile, and at which complimentary commercial uses exist or can be developed" (Objective 6.A) Reference policies 6.A.1, 6.A.2, 6.A.6, 6.A.7, 6.A.8. (b)

"10 encourage the development of medium to high intensity employment nodes at appropriate locations outside the Downtown." (Objective 6.F) Reference Policies 6.F.1, 6.F.2, 6.F.3, 6.F.4.

(c)

"To encourage office oecentralization at key locations along major transportation routes combined with discouraging office decentralization in scattered locations." (Growth Strategy Policy Report #8).

Yellowhead Corridor Plan Implications - Response

maintain the corridor as a major transportation facility by minimizing the effects of land uses which may jeopardize this function

land use plans will contain land use controls, landscaping and siting guidelines and regulations so as to minimize disruptions to neighbouring communities

Commercial

Commercial with improved roadway accessibility from the Yellowhead, the Corridor could play a role in developing one or more multi-purpose sub-centres to which decentralized office development may be accommodated

identify potential areas which may be suitable for uffice development and employment nodes.

amendments required to Map 6.1 will be prepared to coincide with proposed land use controls.

multi-purpose sub-centres should have access to LRT, good road and public transit to the downtown, and be of sufficient density to accommodate shopping opportunities. The redevelopment of some of the major intersections could achieve this objective

redistricting of individual parcels would be necessary where appropriate major intersections where redevelopment occurs should have access to public transit or express bus routes

potential locations should be accessible by public transit and private automobile, and be subject to the design guidelines of policy 6.F.3.

GENERAL MUNICIPAL PLAN POLICY REVIEW Relevant General Municipal Plan Policies and Objectives

3(a) "Land use regulations for strip commercial areas will permit a wide variety of retail stores, service establishments, and offices, provided that the following uses may be subject to prohibition or discretionary review: (a)

Yellowhead Corridor Plan Consideration

certain portions of the Yellowhead Corridor represent commercial strip development

uses which are likely to generate noise and/or attract large volumes of automobile traffic;

(b)

uses which require on-site outdoor storage of goods or vehicles; and,

(c)

businesses of a type which, as they become more firmly established, are likely to require sites larger than those which can be provided in older commercial strips." (Policy 6.0.1).

4(a) "To develop attractive highway commercial areas along major highways entering and traversing the City, primarily for commercial establishments serving the travelling public and reduce the pressure for developments of this type in other areas." (Objective 6.H) (b)

"Highway commercial areas will be designated along selected sections of highways entering and transversing the city, and land use regulations in these areas will be structured and applied so as to ensure that priority is given to uses serving the travelling public." (Policy 6.H.1)

(c)

"Priority uses will include the following: (a)

facilities for the travelling public:

i) ii) iii)

hotels and motels restaurants; and,

(b) i)

ancillary uses: entertainment facilities associated with a motel or hotel, and consistent in scale with the number of rooms provided in the motel or hotel; and,

Yellowhead Corridor Plan Implications - Response

to identify and maintain commercial strip development while protecting the trail's main function as a transportation artery.

minimize commercial strip uses which may attract larger volumes of traffic

the extent of highway commercial development to be permitted will have to be carefully examined and subject to the City's agreement with Alberta Transportation regarding access

amendment required to Map 6.4 showing the Yellowhead corridor affected by commercial strip policies in the G.M.P.' and to policy 6.H.6 and Map 6.5 allowing CHY on the Yellowhead corridor.

any permitted highway commercial areas should give priority to uses serving the general public

identify locations which may be appropriate for commercial f establishments servicing the travelling public; these may I include hotel, motel, restaurants and service stations

service stations"

gwv&mgmERE

GENERAL MUNICIPAL PLAN POLICY REVIEW

(c)

Yellowhead Corridor Plan Implications - Response

Ye!'towhead Corridor Plan Consideration

Relevant General Municipal Plan Policies and Objectives

other uses which, in the opinion of City Council, are compatible with uses serving the travelling public and are included by Council in the list of permitted or discretionary uses under the highway commercial designation(s) of the Land Use Bylaw. (Policy 6.H.3)

(Reference Policies 6.H.4, 6.H.5, 6.H.6) 5.

"To exercise strict control over the development of commercial uses in industrial areas so as to preserve an adequate supply of land for medium and heavy industrial uses." (Objective 6.1) (Reference Objective 7.0 and Policies 7.C.1, 7.C.2, 7.C.3, 7.C.4, 7.C.5)

Industrial 6.

"The City shall provide for the relocation or upgrading of older, obsolete, or noxious heavy industrial uses in the inner city through the District Planning Program". (Policy 7.8.1)

this objective applies to the western portion of the Yellowhead Corridor where new industrial development is underway

also applies to viable established industrial areas along the corridor

maintain Northwest Industrial area for industrial uses

maintain viable industrial areas along the corridor

prohibit the intrusion of scattered commercial uses in industrial areas

Industrial

Industrial Maps 2.1 and 7.1 classify the Yellowhead Corridor as an inner city area. Certain industries along the Corridor can be classified as noxious or obsolete land uses.

identify these industries and examine their viability

determine the redevelopment potential, and propose alternative uses

policy 7.13.2 could be addressed in certain situations

GENERAL MUNICIPAL PLAN POLICY REVIEW

•

Yellowhead Corridor Plan Consideration

Relevant General Municipal Plan Policies and Objectives •• • •

•

•"•

7. "The City will specifically attempt to attract the following types of industries: corporate head office •

high technology industry

•

financial industry

•

hospitality industry

•

retail industry

•

manufacturing industry

•

distribution industry (Policy 1.C.1)

Urban Design 8.

Yellowhead Corridor Plan Implications - Response

"The City will undertake Area Structure Plans or Area Redevelopment Plans for major highway entrance corridors, with an emphasis being placed by these plans on urban design considerations". (Policy 15.B.3) "Sub-centres and major nodes around the city will be developed in a manner which emphasizes their function and importance as focal points of community and business activity. Consideration in the design of sub-centres will therefore be given to such things as building heights, special landscaping and lighting, and the development of unique design themes." (Policy 15.13.5)

10. "The City will establish special regulation zones with specific signage guidelines for major transportation corridors and approach routes to the city." (Policy 15.C.10)

identify locations suitable for manufacturing, corporate head offices and hospitality industries

the corridor offers various locational attributes which would be attractive to some of these industries

proposed amendments to G.M.P. policy 6.A.1 and G.M.P. Map 6.1 will be prepared to coincide with proposed land use controls.

current G.M.P. Policy 6.A.1 and G.M.P. Map 6.1 does not show office potential along the corridor

Urban Design

Urban Design the Yellowhead will be a major entrance route into the City visual impact establishes image of the City

a more visually attractive presentation of land uses along the Yellowhead corridor would provide a better image to the increased traffic flow through the city

signage along the Yellowhead corridor should be given a high priority

identify areas where Area Redevelopment Plans may be beneficial and formulate incentives and guidelines relating to: (a)

unique and attractive buildings

(b)

building height and scale

(c)

location (siting)

(d)

landscaping design

(e)

signage design and location

(f)

parking

(g)

lighting

(h)

building material

(i)

fencing

APPENDIX B REVISED CORRIDOR ROADWAY IMPLEMENTATION PLAN - 1981/84 HIGHWAY NO. 16 (YELLOWHEAD TRAIL) CORRIDOR PROJECT 1982

1981

Completed

Beverly Bridge to 77 Street

77 Street to 89 Street

89 Street to 107 Street

Utility relocations, construct Detour Road, start structure and retaining walls, commence grading, and construct N/S Service Road

107 Street to 129 Street

Completed.

129 Street to 142 Street

Utility relocations, construct Detour Road, commence structure, start grading, construct N/S Service Road

142 Street to 160 Street

Completed

160 Street to West City Limits

Complete grading, and commence structure.

Complete structure and paving.

170 Street (118 Avenue to Yellowhead Trail)

Complete Grading.

Paving

170 Street (Yellowhead Trail to North-Bissell Yard Overpass.

Continue grading

Complete grading and paving. commence structure

Prepared by: Engineering Department 1981 01 19

1983

Construct Roadway Complete structure, Complete grading, and paving

Complete structure, complete grading, and paving.

1984

APPENDIX C - SOURCES

BACKGROUND PAPERS

CONTRIBUTORS - ORGANIZATIONS

Proposed Highway 16 Corridor, Beverly Bridge to 178 Street: Corridor Implementation Plan, (City of Edmonton, Transportation Planning, June 1977.)

The Yellowhead Corridor Planning Team wish to express their appreciation to the many individuals who contributed their time in providing advice and comments.

Yellowhead Corridor Land Use Study Area Analysis, (City of Edmonton Planning Department, August 1980.)

Proceedings of a workshop on the Yellowhead Corridor Land Use Study, (City of Edmonton, Planning Department, January 1981.)

Business - Industrial Survey Results: A Background Paper for the Yellowhead Corridor Land Use Study, (City of Edmonton, Planning Department, May, 1981.)

Market Analysis: Interim Report, (IBI Group Planners and Engineers, January 1981.)

Market Analysis of Planning Department's Alternate Land Use Scenrios, (IBI Group Planners and Engineers, May, 1981.)

Business Development Department Water and Sanitation Department Edmonton Air Services Authority Canadian Manufacturing Association CNR Industrial Development Intermodal Services Northwest Industries Swifts Canadian Canada Packers Edmonton Licenced Hotel Association Motel Association of Alberta Alberta Trucking Association Alberta Tourism and Small Business A. E. LePage Treasury Branch Canadian Commercial and Industrial Bank Yellowhead Interprovincial Highway Association.

TECHNICAL ADVISARY COMMITTEE MEMBERS 640 businesses who responded to the Business/Industrial Questionnaire. Alberta Transportation Transportation Systems Design Land Use Planning Municipal Airport Parks and Recreation Social Services Engineering Department General Research Servics Real Estate and Housing General Plan

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