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TRANSPORTATION SYSTEM PLAN The nton
THE RECOMMENDED STRATEGY NOVEMBER, 1981 REVISED MARCH 31, 1982
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TSR/06/81: TRANSPORTATION SYSTEM PLAN THE RECOMMENDED STRATEGY
The Transportation System Plan consists of the following six reports:
TSR/02/81 Transportation System Plan:
Summary
TSR/03/81 Transportation System Plan:
Assessment of Future Demand
TSR/04/81 Transportation System Plan:
Development of Alternative Strategies
TSR/05/81 Transportation System Plan:
Assessment of Alternative Strategies
TSR/06/81 Transportation System Plan:
The Recommended Strategy
TSR/07/81 Transportation System Plan:
The Transportation Planning and Implementation Process in Edmonton
These reports were prepared in order to meet the requirements of the City Transportation Act 1970 and constitute the "comprehensive transportation study report" required by the Act.
TSR/06/81 was received as information by City Council as the guideline for the development of an integrated transportation system, 11 May 1982.
These documents were used as the basis for the development of the "Transportation System Bylaw 6707", as required by the Act.
Finally, the Recommended Strategy was used as the basis for amendments to the "General Municipal Plan Bylaw 6000".
June, 1982
R.A. Heise, P. Eng. General Manager TRANSPORTATION SYSTEMS DESIGN
PREFACE
The Transportation System Plan documentation led to a Recommended Strategy which includes the goals, objectives and policies for development of the transportation system and the long range roadway and transit networks.
The City Transportation Act, being Chapter 47 of the Revised Statutes of Alberta, 1970 with amendments up to and including November 3, 1978, states, inter alia, that: n 3. Each City is responsible for the costs of establishing and . maintaining all transportation facilities subject to its direction, control and management but may qualify for financial assistance from the Province by complying with the terms of this Act.
4. The City shall prepare a comprehensive transportation study report for the development of an integrated transportation system designed to service the needs of the entire City."
This requirement has been fulfilled by the preparation of the Transportation System Plan, reports TSR/02/81 to TSR/07/81 inclusive.
The City Transportation Act continues: 11 5.
(1) The City Council shall by bylaw establish a transportation system in accordance with the transportation study report and the bylaw shall designate the transportation system.
(2) The bylaw shall include a map showing the approximate location of the transportation facilities and such other items as may be required by the regulation."
To comply with this Act, the Municipal Council of the City of Edmonton has established the following bylaws:
The City of Edmonton Transportation System Bylaws:
- Bylaw #3655, 1971 12 23
- Bylaw #3853, 1972 03 23
- Bylaw #4368, 1974 10 09
It is intended that the Recommended Strategy, developed by the Transportation System Plan, its goals, objectives and policies and the long range roadway and transit networks, will form the basis for a new Transportation System Bylaw, which will supersede Bylaw #4368. In addition, the General Municipal Plan will be updated based on the Recommended Strategy.
The City of Edmonton will then be in full and up-to-date compliance with Section 5 of the City Transportation Act.
TABLE OF CONTENTS PAGE
SUMMARY
1
2.0 INTRODUCTION
2
1.0
3.0
2.1 PURPOSE OF REPORT
2
2.2 APPROACH
2
2.3 REPORT ORGANIZATION
3
THE RECOMMENDED STRATEGY
4
3.1
DEVELOPMENT OF GOALS, OBJECTIVES AND POLICIES
3.2 DEVELOPMENT OF THE POLICY PRIORIZATION FOR THE
4 14
RECOMMENDED LONG RANGE ROADWAY AND TRANSIT NETWORKS 3.3 THE RECOMMENDED STRATEGY:
LONG RANGE ROADWAY AND
30
TRANSIT NETWORKS 3.4
TRANSPLAN AND THE URBAN GROWTH STRATEGY STUDY
4.0 CONCLUDING STATEMENTS OF THE TRANSPORTATION SYSTEM PLAN
36 37
LIST OF EXHIBITS
PAGE
3.1 Year & Scenario in Which Radial Transit Inbound
19
Demand First Exceeds 3000 pph 3.2 Priority for Provision of Good Transit
20
3.3 Year & Scenario in Which Crosstown Auto Capacity First
21
Becomes Deficient 3.4 Priority for Ring Movement Improvements
22
3.5 Year & Scenario in Which Radial Auto Inbound Capacity
23
First Becomes Deficient 3.6 Priority for Radial Improvements
24
3.7 Priority for Transit Improvements
25
3.8 Policy Priorization
27
3.9 Recommended Strategy Transit Network
31
3.10 Recommended Strategy Roadway Network
32
1 . 0 SUMMARY
As documented in the previous reports TSR #04 and #05 (Development of Alternative Strategies and Assessment of Alternative Strategies, respectively) four alternative strategies were developed and comparatively assessed:
- Default Strategy - Auto-Oriented Strategy - Transit-Oriented Strategy - Balanced Strategy
The comparative analysis assessed each strategy for its ability to meet ten (10) objectives: mobility, urban development, flexibility, availability of transit, impacts, application of restraint, efficiency of construction, cost, user fees and availability of parking. This analysis indicated that the Balanced Strategy was the preferred alternative.
Based on the preferred strategy further analysis was completed to develop the fifth strategy: the Recommended Strategy.
The Recommended Strategy consists of a ranked set of goals, objectives and policies, and the long range roadway and transit networks.
The long range roadway and transit networks form the basis for the Transportation System Bylaw.
The goals, objectives and policies form the basis for the amendments to the General Municipal Plan Bylaw 6000.
2
2.0 INTRODUCTION
2.1 PURPOSE OF REPORT
This report is the fifth in a series of reports produced by the Transportation Systems Design Department relating to the City of Edmonton's Transportation System Plan.
The purpose of this report is:
- to document the development of the Recommended Strategy - to present the goals, objectives and policies of the Recommended Strategy - to present the long range roadway and transit networks which represent the current interpretation of the Recommended Strategy. - to present the draft Transportation System Bylaw based on the long range roadway and transit networks.
2.2 APPROACH
Following the conclusions of the assessment of alternative strategies, the preferred strategy was used as the base for the development of the Recommended Strategy.
Public support of the preferred strategy was confirmed in a survey conducte in July and August, 1981 on the topic of transportation in Edmonton. This survey demonstrated clearly that the preferred strategy - the balanced strategy - was significantly more acceptable to both auto and transit users as the basis for long term transportation plans in the city than the alternatives presented to the public. Very similar results were also obtained from a second survey of the same type undertaken in July, 1981. (See Report TSR/05/81, "Assessment of Alternative Strategies", for detailed survey results.)
The primary goals and objectives of the preferred strategy were enhanced based on:
3 - additional analysis of the approved policies of the Transportation Plan Part I (1974) and the General Municipal Plan Bylaw #6000 (Section 8) (1980).
The long range roadway and transit networks of the preferred strategy were further analysed and refined, based on the policy priorization process and comprehensive transportation network analyses.
2.3 REPORT ORGANIZATION
This section deals with the purpose and the approach of the report. The first section is a summary of the development of the Recommended Strategy.
Section three is a detailed presentation of the development of the Recommended Strategy concluding with the statement of goals, objectives and policies and the long range roadway and transit networks.
Section four is a presentation of the Recommended Strategy: Long Range Roadway and Transit Networks. A detailed discussion is contained in Appendix A.
The last section of the report presents the conclusions of the Transportation System Plan work.
4
3.0 THE RECOMMENDED STRATEGY
3.1 DEVELOPMENT OF GOALS, OBJECTIVES AND POLICIES
3.1.1 Preliminary Goals and Objectives of the Recommended Strategy
Based on a review of the investment priorities, original philosophy and strategic intent of the preferred strategy a preliminary statement of the Recommended Strategy was expressed in terms of a priorized set of strategic goals and objectives.
These are listed below in decreasing order of strategic importance ie., starting with the most important priority and ending with the least important.
Goal #1:
Provide a high level of transit service from all parts of the city into the downtown.
Objective 1.1: Develop the major line haul componenfs of the transit system on exclusive rights-of-way, to minimize transit travel times and to maximize the reliability and productivity of the system.
Objective 1.2: Develop and implement transit priority measures on the roadway system, to assist on street major line haul components of the transit system, and to maximize the reliability and productivity of the transit system.
Objective 1.3: Utilize the transit centre and timed transfer concepts, to minimize transit transfer times, and to maximize the flexibility of the transit system.
Goal #2:
Make transit the dominant mode of transportation into the downtown.
Objective 2.1: Regulate the supply of parking in the downtown, to minimize the availability of long-term employee parking, and to maximize the availability of short-term retail-commercial parking.
Objective 2.2: Provide major park-and-ride facilities at appropriate locations on the transit system, to maximize the potential park-n-ride patronage, and to minimize the number of automobiles entering the downtown.
Objective 2.3: Develop transit centres and LRT stations as focal points of higher-density development, to minimize the requirements for local and feeder bus services, and to maximize walk-on patronage.
Objective 2.4: Maintain an on-going, intensive, transit marketing program, to maximize potential patronage of the transit system.
Objective 2.5: Maintain a low-key, promotional campaign for staggered work hours in the downtown, to minimize the peaking characteristics of transit ridership, and to maximize the productivity of the transit system.
Goal #3
Organize downtown traffic.
Objective 3.1: Provide a complete, continuous, clearly defined and signed, and preferentially signalled downtown distribution loop around the downtown, to minimize the number of vehicles passing through the downtown, to minimize the number of vehicular and vehicle-pedestrian conflicts within the downtown, to maximize the opportunities for implementing transit priority measures in the downtown, and to maximize the opportunities for creating pedestrian-oriented facilities in the downtown.
Objective 3.2: Implement transit priority measures across and on the downtown distribution loop, to minimize delays to the transit system, to maximize the transit accessibility of the areas adjacent to the downtown, and to maximize the reliability and productivity of the transit system.
6
Objective 3.3: Implement traffic management and control measures within the downtown distribution system, and to emphasize the local access and servicing functions of the downtown roadway system.
Goal #4
Respond to the demand for crosstown vehicular trips.
Objective 4.1: Provide an interlocking system of complete, continuous, clearly defined and signed, intermediate ring routes within the present city, to minimize the number of crosstown vehicular trips passing through the central area, and to maximize the accessibility of the industrial areas.
Objective 4.2: Provide continuous, clearly defined and signed, roadways connecting the regional highway system to the intermediate ring routes, to integrate the regional highway and city roadway systems, and to maximize the regional accessibility of the city's industrial areas.
Objective 4.3: Upgrade the ring routes, regional highway connections and their intersections as necessary in response to increasing transportation demand, to minimize the use of less suitable alternative facilities by crosstown traffic, and to maximize and maintain the accessibility of the industrial areas.
Goal #5 Provide the transportation infrastructure required in developing areas.
Objective 5.1: Extend the arterial roadway system in a rational manner, to ensure efficient and orderly land use development, and to maintain the physical continuity and integrity of the roadway system.
Objective 5.2: Provide arterial roadways on approximately a 1.5 kilometre (1 mile) spacing in both directions, to minimize the use of collector roadways by through vehicular trips, and to maximize the through trip function of the arterial roadway network.
7 Objective 5.3: Provide higher standard roadways as necessary, to integrate the regional highway and city roadway systems and to improve the regional and intra-urban accessibility of the developing areas.
Objective 5.4: Facilitate the staged implementation of the proposed Parkway Ring Road, to improve the regional and intra-urban accessibility of the developing areas.
Objective 5.5: Provide facilities and right-of-way as necessary to provide transit centres and bus and LRT services.
Goal #6
Respond to demand for radial vehicular trips.
Objective 6.1: Upgrade existing radial roadway corridors in such a way as to minimize the identified social, physical, financial and environmental impacts and to maximize the utility of existing infrastructure.
Objective 6.2: Construct new radial roadway facilities in such a way as to minimize the identified social, physical, financial and environmental impacts, and to maximize the utility of the new infrastructure.
3.1.2 Additional Policy Analysis of the Preliminary Goals and Objectives of the Recommended Strategy
During 1980 and 1981 when the above goals and objectives were developed, the City's basic transportation policies were documented in the General Municipal Plan Bylaw 6000 (Section 8) approved by City Council in 1980. These policies were documented initially in Transportation Plan Part I (1974) and approved by City Council. They were subsequently refined and expanded as the draft policies of Transportation System Plan documents.
In order to facilitate amendment of the transportation, and related, sections of the G.N.P., the above T.S.P. goals and objectives were further reviewed and amended.
8
The conclusions of this review were:
- that the six preliminary goals and objectives of the Recommended Strategy should be redefined as five objectives with related policy statements. These are discussed in Section 3.1.3.
Prior to stating the five objectives and their related policy statements, the objectives 8A and 8B and related policies of the proposed General Municipal Plan Amendment - Bylaw #6000 - are stated. The purpose for stating these here is to present the basic direction of the General Municipal Plan that is relevant to the Transportation System. The objectives and policies stated are those proposed from the Transportation System Plan. The complex relationships between land use and transportation are recognized fully in these statements.
OBJECTIVE 8.A TO DEVELOP AND MAINTAIN A TRANSPORTATION SYSTEM WHICH SUPPORTS AND ENHANCES THE CITY'S GROWTH STRATEGY.
POLICY 8.A.1 The City will develop a Transportation System Plan which determines the most efficient use of resources to accommodate the travel demands generated by the growth strategy.
POLICY 8.A.2 The City's Transportation System will provide for a fully integrated system of roadway and public transit facilities and services within the City and with the Region.
POLICY 8.A.3 The City will focus residential and decentralized employment opportunities at density nodes around existing and future LRT Stations both in the inner city and suburban areas or areas of high transit accessibility.
POLICY 8.A.4 The City will develop and implement programs of roadway and public transit modifications, improvements and extensions as set out in the Transplan which will facilitate achievement of the growth strategy.
9 POLICY 8.A.5 The City will maintain a long range transportation plan consistent with the growth strategy, taking into account the economic, fiscal, level of service, social and environmental aspects of alternative transportation strategies.
OBJECTIVE 8.B TO PROVIDE ROADWAY AND PUBLIC TRANSIT FACILITIES AND SERVICES WHICH ACHIEVE AN ACCEPTABLE LEVEL OF ACCESSIBILITY AND MOBILITY, CONSISTENT WITH THE OVERALL OBJECTIVES OF THE GENERAL MUNICIPAL PLAN.
POLICY 8.B.1 The City will maintain a basic level of public transit service throughout the city to ensure adequate transportation for those persons desiring to use alternate modes of travel.
POLICY 8.B.2 The City will provide a high level of public transit service to major activity centres within the city, where this service will benefit the overall transportation system.
POLICY 8.B.3 The City will develop and maintain paratransit systems, where appropriate, to serve the transportation needs of special user groups.
POLICY 8.B.4 The City will provide a basic level of roadway access to approved land use developments within the city.
POLICY 8.B.5 The City will provide an arterial roadway network which has, as a primary function, the mobility of public and private vehicles within the city.
10
OBJECTIVE 1
TO DEVELOP AND MAINTAIN PUBLIC TRANSIT AS THE DOMINANT MODE OF TRANSPORTATION FROM ALL PARTS OF THE CITY INTO THE CBD* AND OTHER MAJOR TRANSIT TRIP GENERATORS IN THE CITY IN SUPPORT OF THE GENERAL MUNICIPAL PLAN.
POLICY 1.1
The City will develop and maintain a system of public transit within and radiating from the CBD, including LRT, express bus service on exclusive rights-of-way where warranted and bus priority measures.
POLICY 1.2
The City will implement transit priority measures where appropriate on the roadway system to reduce delays to transit vehicles.
POLICY 1.3
The City will develop and maintain a system of transit centres at major activity centres and other appropriate locations through the city, and utilize the timed transfer concept to minimize transfer times.
POLICY 1.4
The City will control the availability of long-term employee parking in the CBD and fringe areas through supply, pricing or other appropriate mechanisms to encourage the use of public transportation for work trips to these areas.
POLICY 1.5
The City will provide commuter park-and-ride and dropoff facilities at stations on the LRT system and at transit nodes on downtown oriented radial arterial routes in the suburbs and, where feasible, at inner city stations and major activity centres.
POLICY 1.6
The City will maintain an on-going transit marketing program.
*CBD is the Central Business District. It generally, at present, includes the area bounded by 92 Street, the CN Corridor, the CP Corridor and the North Saskatchewan River, excluding the community of Riverdale.
11 OBJECTIVE 2
TO REDISTRIBUTE THE DEMANDS FOR TRAVEL ON THE ROADWAY SYSTEM IN AN AROUND THE CBD.
POLICY 2.1
The City will designate an arterial inner distribution system with and/or adjacent to the CBD giving full consideration to minimizing adverse neighbourhood impacts, which will encourage:
- those vehicles desiring to go across the CBD to bypass the internal CBD street system.
- those vehicles requiring to enter the CBD street system to distribute around the periphery of the CBD and enter at the most appropriate location.
POLICY 2.2
The City will provide transit vehicles with priority over other vehicular traffic in and around the CBD as appropriate.
POLICY 2.3
The City will implement traffic management and control measures on the street system and in around the CBD to emphasize the local access, service and transit routing functions of the downtown street system, giving full consideration to the efficient utilization of existing arterial roadways within the CBD.
POLICY 2.4
The City will develop and maintain an on-going promotional campaign for variable work hours in the CBD and other major activity centres.
POLICY 2.5
The City will encourage the availability of short term parking in the CBD and major commercial strips for approved business, commercial, retail, cultural and recreational developments.
12
OBJECTIVE 3
TO ACCOMMODATE CROSS TOWN VEHICULAR TRAVEL DEMANDS ON ARTERIAL ROUTES WHICH DO NOT PENETRATE THE CBD.
POLICY 3.1
The City will designate an integrated system of arterial ring routes, giving full consideration to mitigating community impacts.
POLICY 3.2
The City will provide clearly defined connections between the Provincial Highway system and the arterial ring routes.
POLICY 3.3
The City will encourage the use of the arterial ring routes by cross town vehicular traffic through traffic management techniques and upgrading of the arterial ring routes as appropriate.
OBJECTIVE 4
TO PROVIDE TRANSPORTATION FACILITIES AND SERVICES TO AND WITHIN NEW SUBURBAN DEVELOPMENT, IN SUPPORT OF THE APPROVED LEVEL OF DEVELOPMENT.
POLICY 4.1
The City will develop and maintain plans for internal arterial and collector roadways and public transit, as an integral activity in the preparation of an Area Structure Plan, through extensions of the existing arterial roadways and public transportation systems.
POLICY 4.2
The City will assess the transportation implications of alternative land use options on the city-wide transportation network as set out in Transplan before approval is given for an Area Structure Plan, giving full consideration to mitigating impacts on existing communities.
13 POLICY 4.3
The City will develop and maintain compatible staging programs to provide transportation facilities and services in concert with land use development in new suburban areas to ensure efficient and orderly development consistent with the Transportation System.
POLICY 4.4
The City will encourage the staged development of the proposed Parkway Ring Road to improve the urban and regional accessibility of developing areas and of existing communities.
OBJECTIVE 5
TO ACCOMMODATE RADIAL VEHICULAR TRAVEL DEMANDS TO THE CBD, GIVING FULL CONSIDERATION TO ALTERNATIVE AND COMPLEMENTARY TRANSIT FACILITIES AND TO MITIGATING THE IMPACTS ON THE INNER CITY COMMUNITIES.
POLICY 5.1
The City will strive to restrict, wherever possible, the development of new or upgraded arterial roadways to the periphery of existing communities and to existing transportation corridors, so as to minimize the disruption of existing communities.
POLICY 5.2
The City will implement, where feasible, measures to discourage through commuter traffic on non-arterial roadways.
POLICY 5.3
The City will strive to develop integrated land use and transportation plans for existing neighbourhoods which minimize conflicts between neighbourhood activities and transportation facilities.
14
The above objectives and policies form the basis for the Recommended Strategy and the proposed long range roadway and transit networks. Recognition of the diverse roles expected of the City's transportation system is embodied therein. In order to facilitate decision making on the more detailed level of planning for transportation improvements in the context of overall urban growth, mechanisms are required to determine the relative importance to be attached to each of the objectives in the case of each specific project.
The transportation planning and implementation process in Edmonton has evolved to include in the functional planning process, all such mechanisms. The process dictates that all transportation projects involving major construction (ie. excluding traffic management or roadway reconstruction projects) will be the subject of a functional planning study, including appropriate public participation. This process is fully described in report TSR/07/81, "The Transportation Planning and Implementation Process in Edmonton".
3.2 DEVELOPMENT OF THE POLICY PRIORIZATION FOR THE RECOMMENDED LONG RANGE ROADWAY AND TRANSIT NETWORKS
3.2.1 The Priorization Process
The purpose of this section is to assess the strategic priority that should be afforded to each of the logical groups of major projects identified in the Transportation System Plan as a component of the City's transportation system. This priorization process will subsequently be used with fuither detailed planning and analysis as the basis for the preparation of the Ten Year Plan and Programs, the Local Policy Plan and other documents and reports.
15 3.2.2 The Principles and Assumptions of the Priorization Process
a). The Principles
The principles on which the priorization process was based were founded on the revised goals and objectives of the Recommended Strategy presented earlier in this document.
As an example, these goals and objectives stated that the provisions of good transit (having regard to the demand, the cost of providing service and other relevant parameters) would precede the improvement of radial roadway capacity to any area of the city.
It should be clearly understood that this does not mean that the City's investment strategy would focus on all the major transit projects first and all radial routes last. It should be noted that improvements to transit are radial and are intended to substitute for radial roadway improvements. An example of a radial transit improvement is the 97 Street upgrading which appears to be a radial roadway improvement as a third lane was added for a bus lane. In the plan period the implementation of facilities would consist of a balanced mix of roadway and transit projects every year, otherwise an unbalanced transportation system would result, with potentially disastrous implications for the urban growth strategy of the city.
The aim was to plan the development of a fully integrated system of roads and transit facilities, augmented by a series of supporting measures, which would offer the citizens of Edmonton good accessibility, with each mode meeting demands and supplying the services for which it was deemed to be best suited. This meant an orderly series of transportation improvements in each area of the city, giving preference to transit improvements over roadway improvements where appropriate and reducing the scale of roadway improvements as a result of this policy.
It was also determined that the relative magnitudes of the demand for transportation services and the existing and committed capacity for various types of trips within the city should play a critical role in the
16
priorization. The 'existing and committed network is defined as the network of roads and transit facilities existing in 1979 plus improvements committed for construction to the year 1981.
b). The Assumptions
The Transportation System Plan technical study was based on the availability of funds in 1979 dollars of $1.4 billion. It was assumed that this funding would be made available (with allowances for cost escalation at appropriate rates) from General Municipal Revenues and from the Provincial Grants System.
For physical, financial and manpower reasons, it was assumed that the key components of only one light rail transit (LRT) line would be under construction at any time (eg: tunnelling).
Apart from the limitation above, there was no ground for constraining the number of projects that could be commenced immediately or carried out simultaneously.
The projects considered for Implementation were initially regarded as "logical groups". For example, the inner distribution system or the truck route loop.
Many of the projects considered in this process and detailed in previous reports were regarded as somewhat conceptual in nature, requiring further study through the functional planning and detailed design processes.
3.2.3 Policy Priorization and Logical Groups of Projects
The development of the policy priorization consisted of the following basic steps in relation to the logical groups of transportation improvement projects identified here and discussed in terms of demand and capacity in TSR/03/81, "Assessment of Future Demand".
17 - zonal priorization for transit, ring and radial roadway improvements - zonal priorization of transit improvements - zonal priorization of roadway and ring movements - zonal priorization of radial roadway improvements - revised zonal priorization for transit - the implementation strategy.
The implementation strategy and policy priorization was developed from consideration of these issues which are discussed below in some detail.
3.2.3.1 Zonal Priorization for Transit, Ring and Radial Roadway Improvements
Determinants of relative priorities for the improvements to transit service and for ring and radial traffic movements for pre-established zones of the city were provided by assessments of the available capacity compared with demand for these services*.
The zone system was defined in the Transportation System Plan study by a series of eight screenlines and four cordons. Similarly the five land use scenarios** prepared for the Transportation System Plan study were used in this analysis to ensure that the recommended network and its strategic implementation program (generated from this priorization process) will be potentially responsive to and will be able to accommodate the city's future growth pattern.
The priorization problem was subdivided into four broad stages each dealing with a specific trip type and mode. These are considered below.
3.2.3.2 Zonal Priorization of Transit Improvements
The indicator of the need for significant transit supply was defined as a demand level of 3,000 persons per hour in the peak direction (inbound to Edmonton and towards the University in the A.M. peak hour). These demands were generally radial in nature, focusing on the Central Business District.
*
* *
Report TSR/03/81 "Assessment of Future Demand" and TSR/04/81 "Assessment of Alternatives" describes this process and its results in detail. The five scenarios are labelled A, D, E, F & I. They are described fully in the above report.
18
The capacity of a transit system is flexible in that vehicle headways can be readily adjusted to accommodate significant variations in demand. For this reason, the capacity or the volume/capacity ratio normally used as a criterion for roadway improvements was not included in this process.
Figure 3.1 shows the zones used in this analysis and also the year and scenario for which transit demands were forecast to exceed this threshold level.
Figure 3.2 identifies the relative priorities by zone for transit improvement in rank order.
The interaction between roads and transit in meeting travel demand has been discussed earlier. For this reason, the priorities identified in Figure 3.2 were modified to allow for the proposed roadway improvement program particularly with respect to roadway ring improvements. This issue will be dealt with below.
3.2.3.3. Zonal Priorization of Roadway Ring Improvements
Ring movements (ie. trips from one side of the city to another passing through, or close to, the Central Business District) were identified as being amenable to diversion to a system of ring facilities to be developed from the existing grid system of the City's roadways. These trips were primarily auto-based.
Figure 3.3 shows the year and land use scenario for which the roadway capacity by zone was forecast to become inadequate by direction of travel.
Figure 3.4 identifies the relative priorities for ring roadway improvements.
3.2.3.4. Zonal Priorization of Radial Roadway Improvements
Roadway travel demands on the existing and committed network were compared with the available capacity.
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INBOUND CAPACITY FIRST BECOMES DEFICIENT
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26
Figure 3.5 shows the year in which the available capacity was expected to become deficient within each zone, and for each alternative land use scenario.
Figure 3.6 shows the relative priorities for the improvement of these facilities.
The priority ranking identified at this stage was then used to modify the previously established ranking of transit improvements as follows.
3.2.3.5. Revised Zonal Priorization for Transit
The transit priority shown on Figure 3.6 was revised in light of the combined priorities for roadway and transit improvements so as to reflect the integrated and mutually supporting roles envisaged for the two modes of transport.
The results of this are shown in Figure 3.7.
Careful comparison of the initial priorities by area for major transit improvements (Figure 3.2) and the revised priorities (Figure 3.7) reveals that recognition of the roadway improvements embodied in the Recommended Strategy does not significantly amend the transit construction priorities. This is to be expected bearing in mind that the Recommended Strategy was developed from the preferred strategy - the balanced strategy established in TSR/05/81, "Assessment of Alternative Strategies".
3.2.3.6. The Implementation Strategy
The above analyses of zonal priorities were simplified by the consideration of demands and capacities only within specific zones as defined by the cordons and screenlines selected for analytical purposes.
In developing both a balanced transportation system and an appropriate implementation strategy, due regard must be paid to the limitation of this process and to the mechanisms that are used in the transportation planning and implementation process to overcome them.
POLICY PRIORIZATION
Provide Good Transit
GOV'T CENTRE
SOUTH-CENTRAL MILL WOODS AND UNIVERSITY
0
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The downtown distribution system must be developed before the West busway or LRT is implemented to make operations efficient and to facilitate downtown traffic and environmental improvements. Transit must be provided to an area before radials are upgraded. New ring links should be constructed first before other ring or radial facilities are upgraded. The key components (eg. tunnel construction) of only one LRT line are to be under construction at any given time. D represents the provision of park and ride complementing major transit facilities and also long term parking control mechanisms to encourage the use of transit.
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28
Of particular importance in this regard is the fact that major transit projects are generally radial in nature, serving several zones in each sector and frequently serving two sectors of the city. Similarly travel demands are fairly flexible so that a forecast capacity deficiency in one sector may be relieved in practice by "spare capacity" in an adjacent sector.
The implementation strategy presented below recognizes these factors and identifies graphically the policy priorization in terms of logical groups of transportation improvements in Exhibit 3.8. It is implicit in this aspect of the study that further detailed planning for transportation improvements will be undertaken as set out in TSR/07/81, "The Transportation Planning and Implementation Process in Edmonton". At the functional planning stage all major projects will be thoroughly re-evaluated from the broadest possible perspective including the technical considerations identified in the above report.
Figure 3.8 also addresses other policy matters pertaining to the reinforcement of transit usage (for example by "soft" measures such as long term downtown parking control and marketing techniques) and the extension of the arterial roadway system into newly developed areas in addition to the policy issues considered in depth above.
In general terms the strategy was amplified by the following commentary:
- transit improvements incorporating LRT construction were assumed to continue throughout the planning period in the following order of priority:
a)
South of the Central Business District to Government Centre initially and then to Millwoods, Kaskitayo and the University
b)
West (initially as a busway)
c)
Northwest
d)
Southwest extensions of LRT from Kaskitayo westwards and from the University to the south end of the University Farm.
29 - the southeast busway was identified as a project which could be initiated immediately. However, the west busway required the completion of the downtown distribution system before its implementation could be undertaken. - the so-called "soft" measures to enhance the ridership, and hence the viability, of transit should be commenced immediately and continued throughout the planning period. Typical of such measures were downtown controls applied to the pricing of long-term parking, its spatial distribution and other controls and limitations on access to parking facilities by time of day, on the one hand and the implementation of transit lanes and simple priority measures on the other hand. - the concept of park and ride was envisaged as an integral part of all LRT and busway projects and the construction of appropriate park and ride facilities was to be coincident with that of the transit facility. The use of this "mixed mode" was seen as having a role complementary to, rather than competing with, the transit system. - the completion of the downtown distribution system, which is required, inter alia, to facilitate the growth and environmental improvement of the downtown and to support the west busway was seen as an immediate project. Complementary traffic management measures were assumed to be implemented throughout the planning period to accommodate the continuously changing demand patterns. - several distinct stages in the construction of the secondary ring routes were defined. In the first of these the committed schemes were assumed to be completed. Overlapping and continuing from this stage, the construction of missing links of the system was foreseen. Then followed the upgrading of substandard components of the system and finally the upgrading of the entire ring facility to its horizon year design standard. - the extension of arterial roads into newly developed areas was expected to continue throughout the planning period, responding to the magnitude and spatial distribution of new development projects. - the upgrading of radial roadways was regarded as the lowest priority. Such projects were to be contemplated only after transit improvements had been made in the same sector and the scale of roadway improvements would fully reflect the capacity afforded by the transit system.
30
The constraining effect of the initial assumption that the key components of only one LRT line could be under construction at any time in the context of the broad goal of transit priority for the long term transportation plan, was assumed to be overcome by the proposed implemention of busways to develop the market for the future LRT system and, subject to financial and other constraints, by a staged program of LRT construction.
It was concluded that the revised goals and objectives of the Recommended Strategy would be satisfied if the above priorities were used as the basis for further detailed work on priorization and programing which would be accomplished in the Ten Year Plan and Program.
3.3 THE RECOMMENDED STRATEGY: LONG RANGE ROADWAY AND TRANSIT NETWORKS
The long range roadway and transit networks of the Recommended Strategy, are shown on two Exhibits 3.9 and 3.10. Exhibit 3.9 presents the Recommended Strategy: Transit Network and Exhibit 3.10 presents the Recommended Strategy: Roadway Network.
The Recommended Strategy: Long Range Roadway and Transit networks form the basis for the Transportation System Bylaw.
Exhibit 3.9 indicates the LRT facilities proposed. Bus routes, busways and transit centres, which in general are not highly capital intensive, are not shown for the sake of clarity. Details of all these services and facilities will be formulated from the existing infrastructure and will be documented in further detailed transportation planning and implementation reports.
31
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LEGEND City Boundary prior to 1982 01 01 •••-- City Boundary 1982 01 01
NOTE:
Those LRT facilities existing and under construction Those LRT facilities proposed, where location is to be determined.
Prior to City Council approval of an improvement shown in either category, a detailed functional planning study will be completed.
RECOMMENDED STRATEGY TRANSIT NETWORK
EXHIBIT 3.9
32
FACILITY CATEGORIES: A.
Those transportation facilities existing and proposed as to the location and designation shown. Arterial Expressway or Freeway
Those transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined. ----- Arterial Expressway or Freeway .4410mm Proposed Transportation Improvements
4440mmamm...
LEGEND City Boundary prior to 1982 01 01 .--- City Boundary 1982 01 01
B.
NOTE:
Prior to City Council approval of an improvement shown in either of the categories, a detailed functional planning study will be completed.
RECOMMENDED STRATEGY ROADWAY NETWORK
EXHIBIT 3.10
33 Exhibit 3.10 shows the roadway categories proposed for the city - eg. arterial roads - without distinction between existing facilities, existing facilities proposed for upgrading and proposed new facilities. This step was necessary for the sake of clarity. The inclusion of a link on this exhibit is intended to show the broad location of the facility rather than a specific proposal for alignment which will be defined following relevant functional planning studies.
For both transit and roadway proposals, reference should be made to reports TSR/04/81, "Development of Alternative Strategies" and TSR/05/81, "Assessment of Alternative Strategies" for a full description of the facilities envisaged for these two modes of transport. It is clear that, with respect to the roadway network, the existing infrastructure forms a very significant component of the required long-term network, whereas for transit major new facilities are proposed to serve several sectors of the city.
In recent years several transportation proposals have been the subject of continued, wide-spread and strong debate within the City of Edmonton.
A thorough review of these major issues was undertaken within the civic administration. Due regard was paid in this review to all relevant submission to City Council and other opinions that have been made public via the media and otherwise.
From this process, it was clear that firm decisions on certain transportation proposals could not be made on a rational basis until much more detailed information becomes available. The sort of information required is that which results from the functional planning process, rather than the more conceptual data available from the Transplan process.
For this reason the transportation proposals contained in the recommended long range networks were classified to distinguish between those projects where the designation and/or the location of the facility indicated on the long range networks remains to be determined from detailed studies and those where the characteristics are relatively clear and widely accepted.
34
With respect to this classification system it should be clearly understood that each major transportation proposal will be the subject of a detailed functional planning study prior to its inclusion in a firm construction program. The functional planning process documented in TSR/07/81, "The Transportation Planning and Implementation Process in Edmonton" dictates that the following major topics be addressed for each project:
- establishment of the need, location, and designation for the facility and/or improvement. - a detailed examination of acceptable alternatives to determine the most appropriate scale, location, and designation for the facility and/or improvement giving full consideration particularly to complementary modes of transportation and existing and proposed facilities and/or improvements in the vicinity. - impacts on land use and redevelopment trends. - social impacts. - environmental impacts. - community impacts. - impacts on vehicular and pedestrian circulation. - impacts on community facilities and prime residential amenities. - costs and benefits of the proposed facility and/or improvement. - the functional planning study will include full evaluation and documentation of all acceptable alternative facilities and/or improvements including the "do-nothing" and down grading" alternatives where appropriate.
The Ten Year Plan and Program and the Local Policy Plan (a five year program) are such that detailed evaluations of this sort are inappropriate. Projects priorized and programmed in these documents are largely conceptual or at best incompletely specified especially with regard to their impacts and also the effects of not completing each particular project. These programs should therefore be regarded as flexible so as to allow for changing demands, changing conditions and changing social values as time passes.
35
The process engendered in Report TSR/07/81 proposes that the City develop and adopt the broad principles and policies relevant to transportation together with the long range recommended networks in Bylaw form. Further detailed decisions on specific links of the networks are deferred until they are required to facilitate implementation. In this way the City does not limit its options for future development and maintains not only complete flexibility, but also complete control over the improvement of its transportation system to meet the demands imposed by the urban growth strategy.
The inclusion of a "contentious" facility in the recommended networks and the bylaw does not dictate or even suggest that it will be built. It is simply that the technical studies of Transplan have identified the need for a facility of the designation noted and in the approximate location shown. The functional planning process will, at the appropriate time, allow for a full consideration of the facility proposed in Transplan and a wide range of alternatives as indicated earlier so that appropriate decisions may be taken in the light of comprehensive, factual information on all possibilities.
In reality, it must be recognized that no major transportation facility, either transit or roadway, will be "non-contentious". The facilities specifically indicated or "caveated" on the bylaw in this regard are simply those where concerns are widely held on the designation and/or the location proposed rather than those where the concerns can be expected to be more locally held.
Appendix A contains a detailed discussion of the variance of the long range roadway and transit network with the existing Transportation System Bylaw 4368 in terms of additions, deletions and classification changes.
It also provides a breakdown of the roadway network under the classification mentioned above.
36
In summary of this Appendix, detailed comparison of the existing City Transportation System Bylaw and the proposed Bylaw resulting from Transplan demonstrates that there is a substantial degree of agreement between the two. This is regarded as a logical outcome bearing in mind that the transportation planning and implementation process is a relatively slow and evolutionary process and that the proposed objectives and policies of Transplan and its recommended networks have been in place (at least in preliminary form) for several years.
3.4 TRANSPLAN AND THE URBAN GROWTH STRATEGY STUDY
The Urban Growth Strategy Study is presently in its second phase and will eventually result in bylaws which will amend both the General Municipal Plan and Transplan, in addition to several other supporting, more detailed bylaws (eg. Area Structure Plans). This study suggests that both the population and the employment forecasts used as a basis for Transplan will be substantially exceeded in the foreseeable future.
One of the key components of the Urbran Growth Strategy Study is to develop a phased program of roadway and transit network upgrading so that future travel demands and travel habits are responsive to the ability of the networks to accommodate them, having regard to the land use patterns proposed. To attempt to change these long established, but slowly changing, travel habits too drastically and/or too quickly by the adoption of excessively auto-oriented or transit-oriented strategies will in all probability undermine the desired land use patterns and may well seriously suppress the growth potential of the city.
The Recommended Strategy of Transplan - based on a balanced transportation strategy - and its recommended long range roadway and transit networks represents a logical staging between the auto-oriented transportation system of Edmonton of the past and the probable transit orientation of Edmonton of the future.
37
4.0 CONCLUDING STATEMENTS OF THE TRANSPORTATION SYSTEM PLAN
The Transportation System Plan documentation led to a Recownended Strategy which includes appropriate goals, objectives and policies for development of the transportation system and the long range roadway and transit Networks, and the draft Transportation System Bylaw.
The City Transportation Act, being Chapter 47 of the Revised Statutes of Alberta, 1970 with amendments up to and including November 3, 1978, states, inter alia, that: “3. Each City is responsible for the costs of establishing and maintaining all transportation facilities subject to its direction, control and management but may qualify for financial assistance from the Province by complying with the terms of this Act.
4. The City shall prepare a comprehensive transportation study report for the development of an integrated transportation system designed to service the needs of the entire City."
This requirement has been fulfilled by the preparation of the Transportation System Plan, reports TSR/02/81 to TSR/07/81 inclusive.
The City Transportation Act continues:
"5. (1) The City Council shall by bylaw establish a transportation system in accordance with the transportation study report and the bylaw shall designate the transportation system.
(2) The bylaw shall include a map showing the approximate location of the transportation facilities and such other items as may be required by the regulation."
38
To comply with this Act, the Municipal Council of the City of Edmonton has established the following bylaws:
The City of Edmonton Transportation System Bylaws:
- Bylaw #3655, 1971 12 23
- Bylaw #3853, 1972 03 23
- Bylaw #4368, 1974 10 09
It is intended that the Recommended Strategy, developed by the Transportation System Plan, its goals, objectives and policies and the long range and transit networks, will form the basis for a new Transportation System Bylaw, which will supersede Bylaw #4368. In addition, the General Municipal Plan will be updated based on the objectives and policies of Transplan and its Recommended Strategy.
The City of Edmonton will then be in full and up-to-date compliance with Section 5 of the City Transportation Act.
APPENDIX A RECOMMENDED STRATEGY: LONG RANGE ROADWAY AND TRANSIT NETWORKS
TABLE OF CONTENTS
1.0 INTRODUCTION
1.1 VARIANCE WITH BYLAW 4368
1.1.1 Additions 1.1.2 Deletions 1.1.3 Classification Changes
2.0 RECOMMENDED STRATEGY: ROADWAY NETWORK
2.1 CLASSIFICATION OF FACILITIES
ENCLOSURE
I
Listing of the Long Range Transportation Roadway and Transit Networks
A.1 1.0 INTRODUCTION
As a result of analysis conducted over the past several years, a long range transportation network has been identified. This network is being put forward for discussion at this time. Subsequent to consideration of this network and the technical reports which document its development, the long range network will be used to formulate a revised Transportation System Bylaw.
The purpose of a Transportation System Bylaw is to designate arterial roadways, expressways and LRT lines. The exact alignment of any particular facility is reviewed and defined through functional planning studies conducted by Transportation Systems Design.
Expressways are defined as "a divided major arterial roadway for through traffic with full or partial control of access and generally with interchanges at major crossroads (intersections)".
Arterial roadways are defined as "that part of the roadway system which serves as the principle network for through traffic flow". It is anticipated that grade separated interchanges and full control of access will be required at key locations on the arterial roadway network. These locations will be defined through various transportation and functional planning studies.
LRT is a rail-oriented mode of transportation, complemented by a bus service, that covers a range of services and operations from street cars to rapid transit. An LRT system can use rights-of-way ranging from sharing with automobiles, through separate (eg. roadway medians), to exclusive (eg. subways). LRT lines shown on the long range network or bylaw maps indicate the proposed provision of the facility rather than the level of service or standard of provision.
1.1 Variance with Bylaw 4368
The long range transportation network does differ from the existing Transportation System Bylaw 4368. These variances can be broken into
A. 2
three subsets; additions, deletions, and classification changes. In this report "city limit" refers to city boundaries prior to 1982 01 01. Facilities in the areas to be annexed are not therefore included, although some preliminary transportation planning work has been done at a conceptual level in the area to be annexed.
1.1.1 Additions
The following facilities which are not in Bylaw 4368 are included in the long range transportation network.
a)
Proposed Transportation Improvements
Jasper Freeway - Groat Road west to 184 Street
b)
Expressways or Freeways
Parkway Ring Road - Highway 16 East, counterclockwise to Highway 14 Terwillegar Freeway - Whitemud Freeway south to City Limit Yellowhead Trail - 170 Street west to City Limit
c)
Arterial Roadways
Avenues
62 Avenue
103 Street west to 104 Street
69 Avenue
178 Street west to City Limit
87 Avenue
178 Street west to City Limit
95 Avenue
170 Street west to City Limit
99 Avenue
117 Street east to 114 Street
106 A Avenue - 95 Street east to Stadium Road 108 Avenue
117 Street east to 116 Street
118 Avenue
184 Street east to 170 Street
153 Avenue
50 Street east to City Limit
167 Avenue
112 Street west to City Limit
167 Avenue
66 Street east to 50 Street
A.3
Streets
50 Street - 153 Avenue north to City Limit 50 Street - 112 Avenue south to 106 Avenue 95 Street - 101 Avenue south to 98 Avenue 96 Street - 107 Avenue south to 100 Avenue 98 Street - 105 Avenue north to 111 Avenue 101 Street - 118 Avenue south to 111 Avenue 104 Street - Saskatchewan Drive south to 82 Avenue 106 Street - 103 Avenue south to 97 Avenue 116 Street - 108 Avenue south to 107 Avenue 117 Street - 106 Avenue south to 99 Avenue 121 Street - Yellowhead Trail south to Kingsway 178 Street - 118 Avenue south to 114 Avenue 184 Street - Highway 16 West north to City Limit
Named Roads
Calgary Trail South - 51 Avenue south to Whitemud Freeway Groat Road - University Avenue south to 122 Street Lessard Road - 62 Avenue southwest to City Limit Parsons Road - 34 Avenue south to 23 Avenue
c)
LRT Facilities (See physical description in Enclosure I to this report)
Northwest Route - 118 Avenue north to 153 Avenue West Route - 121 Street west to 156 Street University Route - Belgravia Road south to 51 Avenue South Route - Saskatchewan Drive south to Millwoods
1.1.2 Deletions
The following facilities included in Bylaw 4368 have been deleted from the long range transportation network.
a)
Freeways or Expressways
Manning Freeway - 137 Avenue south to Yellowhead Trail
A.4
b) Arterial Roadways
Avenues
38 Avenue - Millwoods Road east to 66 Street 39 Avenue - 99 Street east to 91 Street 40 Avenue - 119 Street east to 106 Street 62 Avenue - 170 Street east to 159 Street 86 Avenue - 109 Street west to 112 Street 95 Avenue - Connors Road east to 84 Street 107 Avenue - 184 Street west to City Limit 129 Avenue - Fort Road east to 50 Street 132 Avenue - 127 Street east to Victoria Trail
Streets
86 Street - Argyll Road south to 38 Avenue 104 Street - 104 Avenue south to 99 Avenue 105 Street - 82 Avenue south to University Avenue 106 Street - 82 Avenue south to 34 Avenue 113 A Street - 127 Avenue south to Yellowhead Trail
Named Roads
Fort Road - 115 Avenue northeast to 82 Street Millwoods Road - 91 Street southeast to 34 Avenue University Avenue - 76 Avenue east to 103 Street
1.1.3 Classification Changes
The following roadways have been changed in classification to more appropriately express the character of the facility.
a)
Freeway or Freeway Staging (4368) to Arterial
97 Avenue 105 Street east to 96 A Street 101 Avenue 50 Street east to 34 Street 118 Avenue - 34 Street east to Yellowhead Trail
A. 5 b)
From Arterial in Bylaw 4368 to Freeway or Expressway
91 Street - Whitemud Freeway south to City Limit Calgary Trail - Whitemud Freeway south to City Limit Capilano Freeway - Yellowhead Trail south to 118 Avenue Jasper Freeway - 178 Street west to City Limit Yellowhead Trail - 170 Street east to 50 Street
2.0 RECOMMENDED STRATEGY: ROADWAY NETWORK
2.1 Classification of Facilities
As mentioned in Section 4.0 of this report, the Recommended Strategy: Roadway Network is presented in the following fashion:
a)
Those transportation facilities existing and proposed as to the location and designation shown.
b)
Those transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined. These facilities are noted with an arterisk (*) in Enclosure I "Listing of the Long Range Transportation Roadway and Transit Networks".
It is the practice of the City of Edmonton to conduct and seek approval of functional plans for all major improvements to the existing transportation network. The Functional Planning Process is defined in "TSR/07/81, Transportation System Plan: The Transportation Planning and Implementation Process in Edmonton", and deals comprehensively with the following:
- establishment of need, location, and designation for the facility and/or improvement. - a detailed examination of acceptable alternatives to determine the most appropriate scale, location, and designation for the facility and/or improvement giving full consideration particularly to comple-
A.6
mentary modes of transportation and existing and proposed facilities and/or improvements in the vicinity. - impact on land use and redevelopment trends. - social impacts. - environmental impacts. - community impacts. - impacts on vehicular and pedestrian circulation. - impacts on community facilities and prime residential amenities. - costs and benefits of the proposed facility and/or improvement. - the functional planning study will include full evaluation and documentation of all acceptable alternative facilities and/or improvements including the "do-nothing" and "down grading" alternatives where appropriate.
The issues should be addressed not only for and in the immediate vicinity of the study area, but generally, on any area which may be directly impacted by the proposals.
A. 7
ENCLOSURE I LISTING OF THE LONG RANGE TRANSPORTATION ROADWAY AND TRANSIT NETWORKS
A.8 PHYSICAL DESCRIPTION OF ROADWAYS (I) PROPOSED TRANSPORTATION IMPROVEMENTS ON ROADWAYS
* Jasper Freeway
LIMITS
Groat Road West to 184 Street
(II) EXPRESSWAYS OR FREEWAYS ON ROADWAYS Calgary Trail * Calgary Trail
LIMITS
City Limit North to 34 Avenue 34 Avenue North to Whitemud Freeway
Capilano Freeway
98 Avenue North to Yellowhead Trail
Jasper Freeway
184 Street .West to City Limit
Manning Freeway
137 Avenue North to City Limit
Parkway Ring Road
Manning Freeway West to St. Albert Trail
Parkway Ring Road
St. Albert Trail South to Terwillegar Freeway
Parkway Ring Road
Terwillegar Freeway East to Highway 14
Parkway Ring Road
Highway 14 North to Manning Freeway
Sherwood Park Freeway
Parkway Ring Road West to 71 Street
Terwillegar Freeway
Whitemud Freeway South to 29 Avenue
* Terwillegar Freeway
29 Avenue South to Parkway Ring Road
* Whitemud Freeway
Parkway Ring Road West to 34 Street
Whitemud Freeway * Whitemud Freeway
34 Street West to 191 Street 191 Street West to Parkway Ring Road
Yellowhead Trail
East City Limit West to West City Limit
91 Street
Whitemud Freeway South to 01 Avenue
NOTE:
- City Limit as used in this listing refers to the boundary as of 1982 01 01 (after annexation). - (*) indicates transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined.
A. 9 (III) ARTERIAL ROADWAYS A - AVENUES ON AVENUES
LIMITS
167 Avenue
50 Street West to 97 Street
167 Avenue
112 Street West to 127 Street
* 167 Avenue
127 Street West to Parkway Ring Road
* 153 Avenue
Parkway Ring Road West to Victoria Trail
153 Avenue * 153 Avenue 137 Avenue * 137 Avenue 127 Avenue
Victoria Trail West to 127 Street 127 Street West to 156 Street Victoria Trail West to 170 Street 170 Street West to Parkway Ring Road 66 Street West to 127 Street
* 120 Avenue
66 Street West to 82 Street
* 119 Avenue
Fort Road West to 82 Street
118 Avenue
Yellowhead Trail West to 106 Street
118 Avenue
121 Street West to 184 Street
115 Avenue
80 Street West to 82 Street
* 115 Avenue
82 Street West to 86 Street
112 Avenue
50 Street West to 90 Street
111 Avenue
90 Street West to 184 Street
* 111 Avenue
184 Street West to Parkway Ring Road
* 108 Avenue
116 Street West to 117 Street
107A Avenue
92 Street West to 101 Street
107 Avenue
101 Street West to 184 Street
* 106A Avenue
Stadium Road West to 96 Street
* 106 Avenue
96 Street West to 117 Street
106 Avenue
50 Street West to 84 Street
A.10
A - AVENUES (cont'd) ON AVENUES
LIMITS
104 Avenue
101 Street West to 121 Street
1034 Avenue
Jasper Avenue West to 101 Street
103 Avenue
101 Street West to 109 Street
1024 Avenue
Jasper Avenue West to 101 Street
102 Avenue
95 Street West to 109 Street
102 Avenue
124 Street West to Stony Plain Road
* 101 Avenue
Parkway Ring Road West to 34 Street
101 Avenue
34 Street West to 84 Street
101 Avenue
95 Street West to Grierson Hill
100 Avenue
102 Street West to 117 Street
* 99 Avenue
105 Street West to 117 Street
98 Avenue
50 Street West to James MacDonald Bridge
97 Avenue
James MacDonald Bridge West to 109 Street
95 Avenue
170 Street West to 191 Street
* 95 Avenue
191 Street West to Parkway Ring Road
90 Avenue
50 Street West to 85 Street
87 Avenue
109 Street West to Groat Road
87 Avenue
142 Street West to 191 Street
* 87 Avenue
191 Street West to Parkway Ring Road
82 Avenue
71 Street West to 114 Street
76 Avenue
Argyll Road West to 99 Street
76 Avenue
103 Street West to 114 Street
71 Avenue
113 Street West to Belgravia Road
69 Avenue
170 Street West to 191 Street
A. 11
A - AVENUES (cont'd) ON AVENUES * 69 Avenue
LIMITS 191 Street West to Parkway Ring Road
63 Avenue
86 Street West to 104 Street
62 Avenue
103 Street West to Allendale Road
62 Avenue
170 Street West to 191 Street
* 62 Avenue
191 Street West to Parkway Ring Road
61 Avenue
Allendale Road West to 113 Street
60 Avenue
113 Street West to 122 Street
51 Avenue
86 Street West to 122 Street
* 34 Avenue 34 Avenue * 23 Avenue 23 Avenue
Parkway Ring Road West to 17 Street 34 Street West to 119 Street 17 Street West to 34 Street 34 Street West to 130 Street
* 23 Avenue
130 Street West to Terwillegar Freeway
* 09 Avenue
142 Street West to Terwillegar Freeway
A.12 (III) ARTERIAL ROADWAYS - STREETS ON STREETS * 17 Street 34 Street
LIMITS Parkway Ring Road North to Yellowhead Trail 01 Avenue North to 92 Avenue
* 34 Street
92 Avenue North to 101 Avenue
50 Street
01 Avenue North to 106 Avenue
* 50 Street
106 Avenue North to 112 Avenue
50 Street
112 Avenue North to 174 Avenue
* 50 Street
174 Avenue North to Parkway Ring Road
66 Street
01 Avenue North to 41 Avenue
66 Street
118 Avenue North to 178 Street
* 66 Street
178 Street North to Parkway Ring Road
75 Street
41 Avenue North to 98 Avenue
79 Street
98 Avenue North to 106 Avenue
80 Street
115 Avenue North to 118 Avenue
82 Street
Jasper Avenue North to City Limit
83 Street
Argyll Road North to 90 Avenue
84 Street
98 Avenue North to 106 Avenue
85 Street
90 Avenue North to 98 Avenue
* 86 Street 91 Street
112 Avenue North to 115 Avenue Whitemud Freeway North to 63 Avenue
* 95 Street
98 Avenue North to 118 Avenue
* 96 Street
Jasper Avenue North to 107A Avenue
97 Street * 98 Street 99 Street
Jasper Avenue North to City Limit 105 Avenue North to 111 Avenue 34 Avenue North to Saskatchewan Drive
A.13
B - STREETS (cont'd) ON STREETS
LIMITS
100 Street
MacDonald Drive North to 103A Avenue
101 Street
MacDonald Drive North to 118 Avenue
102 Street
100 Avenue North to Jasper Avenue
103 Street
Whitemud Freeway North to 82 Avenue
* 103 Street
82 Avenue North to Saskatchewan Drive
103 Street
River Valley Road North to 97 Avenue
104 Street
Whitemud Freeway North to 82 Avenue
* 104 Street
82 Avenue North to Saskatchewan Drive
104 Street
River Valley Road North to 97 Avenue
105 Street
River Valley Road North to Kingsway
106 Street
97 Avenue North to 102A Avenue
106 Street
Kingsway North to 119 Avenue
107 Street
119 Avenue North to Yellowhead Trail
109 Street
61 Avenue North to Princess Elizabeth Avenue
* 111 Street
Parkway Ring Road North to 09 Avenue
111 Street
09 Avenue North to 61 Avenue
112 Street
82 Avenue North to 87 Avenue
112 Street
Castle Downs Road North to 174 Avenue
* 112 Street
174 Avenue North to Parkway Ring Road
113 Street
61 Avenue North to 72 Avenue
113A Street
127 Avenue North to 153 Avenue
114 Street
72 Avenue North to University Avenue
116 Street
100 Avenue North to 108 Avenue
* 117 Street
99 Avenue North to 108 Avenue
A.14
B - STREETS (cont'd) ON STREETS 119 Street * 119 Street
LIMITS 108 Avenue North to Kingsway Parkway Ring Road North to 09 Avenue
119 Street
09 Avenue North to Whitemud Freeway
121 Street
Kingsway North to Yellowhead Trail
122 Street
Whitemud Freeway North to Fox Drive
124 Street
Jasper Avenue North to 118 Avenue
127 Street
118 Avenue North to 167 Avenue
* 127 Street
167 Avenue North to Parkway Ring Road
* 142 Street
Parkway Ring Road North to Terwillegar Freeway
142 Street * 142 Street 149 Street * 149 Street
87 Avenue North to Yellowhead Trail 153 Avenue North to Parkway Ring Road Whitemud Freeway North to 131 Avenue 131 Avenue North to 137 Avenue
156 Street
87 Avenue North to Parkway Ring Road
159 Street
Whitemud Freeway North to 87 Avenue
163 Street
87 Avenue North to 107 Avenue
170 Street
62 Avenue North to City Limit
178 Street
62 Avenue North to 118 Avenue
184 Street
Jasper Freeway North to 118 Avenue
* 184 Street
118 Avenue North to Parkway Ring Road
A.15 (III) ARTERIAL ROADWAYS C - NAMED ROADS ON ROADWAYS
LIMITS
Alex Taylor Road
Rowland Road North to Jasper Avenue
Allendale Road
104 Street Southwest to 61 Avenue
Argyll Road
Sherwood Park Freeway West to 86 Street
Belgravia Road
71 Avenue West to Fox Drive
Bellamy Hill
97 Avenue North to MacDonald Drive
Castle Downs Road
153 Avenue North to 97 Street
Connors Road
90 Avenue Northwest to Low Level Bridge
Fort Road
Yellowhead Trail Northeast to 137 Avenue
* Fort Road
118 Avenue North to Yellowhead Trail
Fox Drive
Belgravia Road West to Whitemud Freeway
Grierson Hill
96 Street Southwest to Low Level Bridge
Groat Road
87 Avenue North to 118 Avenue
* Groat Road
122 Street North to University Avenue
Jasper Avenue
82 Street West to 124 Street
Kingsway
101 Street Northwest to 121 Street
Lessard Road
62 Avenue Southwest to 191 Street
* Lessard Road
191 Street West to Parkway Ring Road
Mayfield Road
Stony Plain Road Northeast to 111 Avenue
McDougall Hill
Low Level Bridge North to MacDonald Drive
Meadowlark Road
87 Avenue North to 156 Street
Parson Road
23 Avenue North to 34 Avenue
Princess Elizabeth Avenue
Kingsway Northeast to 101 Street
Queen Elizabeth Park Road
Saskatchewan Drive West to Walterdale Hill Road
A.16
C - NAMED ROADS (cont'd) ON ROADWAYS
River Valley Road * Roper Road
LIMITS
105 Street West to Groat Road Parkway Ring Road West to 34 Street
Roper Road
34 Street West to 86 Street
Rossdale Road
Low Level Bridge Southwest to 97 Avenue
Rowland Road
84 Street West to Jasper Avenue
St. Albert Trail
118 Avenue North to City Limit
Saskatchewan Drive
99 Street West to 109 Street
Saskatchewan Drive
University Avenue North to 87 Avenue
Scona Road
Saskatchewan Drive North to Connors Road
Stadium Road
112 Avenue Southwest to 92 Street
Stony Plain Road
121 Street West to 191 Street
* Stony Plain Road
191 Street West to Parkway Ring Road
Terrace Road
101 Avenue Southwest to 98 Avenue
University Avenue
114 Street West to Saskatchewan Drive
Victoria Park Road
117 Street West to Groat Road
Victoria Trail
118 Avenue North to 153 Avenue
Walterdale Hill Road
109 Street Northeast to River Valley Road
A.17 Physical Description of Light Rail Transit 1.
Northeast Route Surface line within CNR right-of-way, northeasterly from 96 Street at 105 Avenue to approximately 50 Street north of 137 Avenue. Underground line from 96 Street at 105 Avenue, southwest to Jasper Avenue, west to 109 Street, and south to 98 Avenue. Possible surface line extensions from Clareview Station, northeast to Pilot Sound and points beyond City Limits.
2.
*Northwest Route Surface line from 96 Street at 105 Avenue, west to 121 Street, north to 127 Avenue, west to 127 Street, north to 153 Avenue and east to 113 A Street. Alternate alignment to the portion north of 127 Avenue is east to 113 A Street, north to 153 Avenue.
3.
*West Route Surface line from 121 Street at 107 Avenue, east to 156 Street, and south to Stony Plain Road, with possible extensions to the south and west.
4
*University Route Surface line from 98 Avenue at 109 Street, south across High Level Bridge to 89 Avenue, west to 114 Street, south to 61 Avenue, west to 115 Street, south to 51 Avenue, and west to 122 Street.
5.
*Southeast Route Surface line from 98 Avenue at 109 Street south within CPR rightof-way to 28 Avenue, east adjacent to 128 Avenue to Millwoods Road East, with possible extensions west to Meadows Area.
6.
*Southwest Route Surface line from CNR right-of-way at 28 Avenue, south to 23 Avenue, west to 109 Street, with possible extension east along 23 Avenue.
*Those transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined.
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