Edmonton (Alta.) - 2008 - South and Northeast LRT extensions_report 2008TD2597 and attachments

South and Northeast LRT Extensions Recommendation: That Transportation and Public Works Committee recommend to City Council: 1. That the LRT Extension Concept Planning Study, as outlined in Attachments 1 and 2 of the June 2, 2008, Transportation Department report 2008TD2597, be approved.

2. That the preliminary engineering for the South and Northeast LRT extensions for $8 million be funded through the existing capital profile 0566-1665 Transit Priority Corridors.

3. That a report on potential alternate project delivery methods and funding mechanisms for LRT extensions return to City Council following completion of the preliminary engineering.

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Report Summary This report details the concept planning work completed for both the South and Northeast LRT extensions.

Previous Council/Committee Action •

At the January 30, 2008, City Council meeting, the following motion was passed: 1. That the routes for both the South and Northeast LRT extensions as shown in Attachment 1 and 2 of the December 17, 2007, Transportation Department report 2008TD2948 be approved, and that all development and land use planning be based on these routes.

2. That right-of-way acquisition commence.

3. That all concept plans and necessary Transportation System Bylaw amendments be brought forward in spring 2008 for final approval.

4. That the existing consultant assignment agreement with Delcan be extended by up to $1,250,000 to undertake the planning of Northeast LRT beyond Transportation and Utilities Corridor into Northeast Edmonton and for the potential South LRT beyond Heritage Valley to the Edmonton International Airport.

At the June 12, 2007, Transportation and Public Works Committee meeting, the following motion was passed: That a contract to retain external professional services to carry out a Planning Study for the Northeast and South LRT Extensions be approved, and that the contract be in content and form acceptable to the City Manager.

Report •

In January 2008, several options were evaluated and a recommended route was approved by City Council for both the South Extension and the Northeast Extension. The technical planning work has been completed as shown in Attachments 1 and 2.

South Extension Alignment Key features of the south extension include: • An underpass through the intersection of 23 Avenue and 111 Street.

• Operating on the west side of 111 Street from south of 23 Avenue

ROUTING – Transportation and Public Works Committee, City Council | DELEGATION – R. Boutilier WRITTEN BY – C. Kua/B. Latte | June 2, 2008 – Transportation Department 2008TD2597 Page 1 of 3

South and Northeast LRT Extensions

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to the Transportation and Utility Corridor (TUC) with surface crossings at Saddleback Road, (19 Avenue), 12 Avenue and 9 Avenue.

A separate LRT Bridge over Blackmud Creek.

Noise attenuation along 111 Street adjacent to the Skyrattler and Twin Brooks Communities.

An overpass of Anthony Henday Drive, then operating on south side of the TUC to 127 Street.

Operating west of the current 127 Street from the TUC to the proposed 25 Avenue SW. Proposed Park and Ride location and bus terminal on the northwest corner of Ellerslie Road and 127 Street.

Stations north of Ellerslie Road and north of 25 Avenue SW, both located on existing provincial lands.

Integration with the Heritage Valley Town Centre, including a station.

Allowance for future extension to the International Airport.

Northeast Extension Alignment Key features of the northeast extension include: • Operating an existing CN right of way from Clareview Station to 153 Avenue.

• The LRT alignment moves east into the centre of the East Gorman development, including a station.

• Future extension through the TUC into northeast Edmonton.

Land Use Integration • •

Operating parallel to the proposed Victoria Trail from the Gorman Station to the TUC crossing.

The Concept Planning for both extensions has included land use

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recommendations in support of the planning work that is underway for both Heritage Valley and Gorman areas. The south extension will support transit oriented development including two stations on provincial land in support of educational and institutional land uses currently under review by the Province and the Heritage Valley Town Centre, which will provide a concentration of mixed land uses, including high density residential development.

Work completed as part of these Concept Plans include traffic analysis, noise modelling, an environmental screening report for Blackmud Creek, and a geotechnical summary.

Planning Level Cost Estimates Based on 2008 unit costs: • The south extension is estimated at $600 million.

• The northeast extension is estimated at $180 million.

• The cost for preliminary engineering for the south and northeast extension is $6 million and $2 million respectively.

Public Consultation •

Public Open Houses were held on March 26, 2008, and March 27, 2008, for both extensions. A Town Hall meeting was also held for the Twin Brooks Community on March 25, 2008, which included a presentation by Administration, as well as a question and answer period. Meetings have also continued with key stakeholders, including Alberta Infrastructure, CN Rail, land developers and Leduc County. The Concept Plans have been posted on the City’s website since June 19, 2008.

South and Northeast LRT Extensions Budget Financial Implications The $8 million required for preliminary engineering will be funded through project 05-66-1665 Transit Priority Corridors which was previously identified for land purchases. The land purchases that were identified are for the North LRT line. Land purchases in 2008 will continue to be financed through capital profile 06-66-1665, to the extent funding is available with any 2008 unfunded opportunity land purchases being bridge financed through the land enterprise fund and repaid to the fund in 2009 from the North LRT project.

Justification of Recommendation 1. The Concept Plans represent the most cost effective and beneficial alignments for the LRT extensions.

These plans are consistent with the Transportation Master Plan and all relevant planning strategies and policies, including Smart Choices, Transit Oriented Development, and previous LRT Planning work.

2. Preliminary engineering should be initiated as soon as possible to ensure that the City is in a position to respond to grant programs from other orders of government.

3. An analysis of alternate project delivery methods and funding mechanisms should be completed following preliminary engineering once more specific information is available on costs and construction risks.

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Attachments 1. Executive Summary – Integrated South LRT Corridor Development Conceptual Planning Study 2. Executive Summary – Integrated Northeast LRT Corridor Development Conceptual Planning Study Background Information Available on Request 1. Integrated South LRT Corridor Development Conceptual Planning Study, June 2008 2. Integrated Northeast LRT Corridor Development Conceptual Planning Study, June 2008 3. Interim Report – Functional Alignment, March 2008.

4. Preliminary Concept Plan Report, December 2007 Others Approving this Report • G. Klassen, General Manager, Planning and Development Department • C. Warnock, Chief Financial Officer, Finance and Treasury Department • W. D. Burn, General Manager, Asset Management and Public Works Department

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

EXECUTIVE SUMMARY I.

INTRODUCTION

The City is currently completing a review to the Municipal Development Plan (MDP) and the Transportation Master Plan (TMP), which are two major overall planning documents that provide guidance to and policies for all future plans for the City. The South LRT Extension Study was initiated in order to establish the alignment, rights-of-way, station locations and land uses along a south LRT corridor from the Century Park Station to the South City limits.

The initial report in this study reviewed a number of potential routes for the south corridor and recommended one, which was then endorsed by City Council in December 2007. The second report in this study documented the planning and technical considerations, optional alignments, constraints, and opportunities along the corridor extensions, and the public consultation process undertaken thus far in the study. The Final report contained herein accumulates all of the background data for this corridor from the previous reports and adds additional detail to document options for staging of construction and other constructability issues, as well as the anticipated costs for construction.

II.

BACKGROUND INFORMATION

When investigating Light Rail Transit (LRT) route extensions and possible station locations, an approach integrating both land use and transit planning objectives is essential in order to achieve an optimum transportation solution. South Edmonton is experiencing rapid growth and increased development pressure as compared to the northern locations. Land that runs along the various proposed southern LRT alignments has already been built out or is in the process of being built out. Communities have already been designed and approved by council, providing a strong framework to guide this study.

Along the western edge of MacEwan, Rutherford, and Heritage Valley is the University of Alberta’s Experimental Farm. The experimental farm’s lease ends in 2011, at which time it is expected that the provincial land will be available for other developmental uses.

Because the focus of Plan Edmonton and the Smart Choices program have centered on infilling areas surrounding existing infrastructure and promoting increased sustainable development numbers, the focal point of this study was to determine specific catchment numbers for each station that was approved.

Catchment numbers were gathered from an 800 metre radius around each station. The 800 metre radius was based on of the City of Edmonton’s Transit Oriented Development study.

This is the industry standard and provided the basis for this study. Transit Oriented Development is a development strategy employed near major transit facilities that encourages the use of the transit facility and increases the ridership. The premise is the creation of a high quality public realm enhanced with mixed-use, high-density developments around the transit stations encouraging new compatible uses into the public realm and creating a greater transit ridership.

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INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

An essential component in successfully managing and planning new LRT extensions and infrastructure is assembling a general inventory of the existing infrastructure in place and defining future improvements or additions, to be added, to the overall transportation system. An important consideration is that because Alberta’s economic growth is at an all time high, the City of Edmonton is experiencing low unemployment rates, steady population growth, and increased development of lands within the City limits. However, these increases can quickly lead to steady degradation of city-maintained infrastructure. In order to combat the many tangible and non-tangible pressures on the public transportation system and help serve both the existing transit markets and the future needs of the various markets, the City should maintain its infrastructure to keep up with the area development.

Contour data and other intersection details, provided by the City Mapping Department were used for preliminary plans and detailed alignment determination. Included in this data collection are the roadway and LRT plans for the south LRT in and around Century Park.

This information helped to guide the design of the future LRT connection southward at the 23rd Avenue and 111th Street intersection. The land southwest of 127th Street and Anthony Henday Drive (AHD) is also provincially owned, encompassing several complete quarter sections which may be developed with more intense uses.

Topographical data and details of the surrounding land uses were obtained to facilitate consideration of a multi-use integrated transit and land use concept through these parcels.

This allows for the possibilities for diversification of land uses and promoting the future design for Transit Oriented Developments.

A review of the constraints that the environment may have on the proposed routing of the south LRT extension was completed and the possible issues identified for a number of key environmental components, as described below.

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In areas where the proposed routes cross undeveloped agricultural lands or natural areas there is the potential for increased soil compaction and erosion.

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Soil impacts along Blackmud Creek could vary depending on crossing location. Use of existing crossings will minimize the impacts while new crossing locations will have greater impacts.

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One Environmentally Sensitive Area (ESA SW6001) may be potentially impacted resulting in the permanent loss of native vegetation (Spencer 2006). This natural area has already shrunk as a result of previous development activities in the area.

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Should instream habitat be modified or removed, Provincial and Federal policies of “no net loss” of productive fish habitat will need to be addressed.

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The proposed south corridor routes pass through sections of land that contain no previously recorded significant historical resources. Again impacts will vary depending on the final route chosen.

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The proposed route passes within close proximity to Whitemud Creek and crosses Blackmud Creek, and will therefore have an increased potential for containing significant Historical Resources and may require a field level assessment to verify the locations of known sites and investigate areas with heightened potential for containing unrecorded historical resources.

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INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

III.

ROUTE ALTERNATIVES CONSIDERED

The terms of reference, for the study, required consideration of all reasonable routes for a LRT extension of the South Line from the proposed Century Park Station at 23rd Avenue to the City limit at 41st Avenue SW. In addition, the opportunity for further southward extension toward Edmonton’s International Airport was to be protected.

This first stage of the project entailed the identification of basic route alternatives, as shown in Exhibit ES-1, with potential to attract ridership and respond to future growth and land use plans in this sector. All route descriptions begin at the Century Park station and end in the Heritage Valley Town Centre. Route options identified were: 1. South from Century Park, west along 23rd Avenue to 119th Street SW and then south on 119th Street across Blackmud Creek to Anthony Henday Drive, south on 127th Street to Heritage Valley Town Centre, and south to the City limit.

2. South on 111th Street across Blackmud Creek and Anthony Henday Drive to Ellerslie Road, diagonally on James Mowat Drive to 127th Street and the Heritage Valley Town Centre, then south on 127th Street to the south City limit. A sub-set of this route provides an option from Ellerslie Road southward. The route, Route 2A, turns west along Ellerslie Road to 127th Street SW then south along 127th Street SW to the Heritage Valley Town Centre, and then to the South City limit.

3. South on 111th Street SW across Blackmud Creek and Anthony Henday Drive before turning west along the south side of Anthony Henday Drive to the 127th Street SW, south along 127th Street SW to Heritage Valley Town Centre, and onto the south City limit. A sub-set also was investigated for the section immediately south of AHD. Route 3A follows the diagonal utility right-of-way through the MacEwan neighbourhood between the 111th Street SW interchange and the Ellerslie Road/127th Street SW intersection where it reconnects with Route 3.

4. South on 111th Street SW, across Blackmud Creek and Anthony Henday Drive, west along the south side of Anthony Henday Drive across 127th Street SW entering provincial lands and turning south approximately 300 m west of 127th Street, south and then southeast to Heritage Valley Town Centre, and south along 127th Street to the south City limit.

Through consultation with City staff, several evaluation criteria were developed and their importance in the decision making process ranked. Key criteria in order of importance are shown in Table ES-1. The team believed that the two priorities; “Sustainable Land Development Philosophy” and “Movement of People and Goods” were equally important and both have been ranked number 1. The other priorities listed were less important. Using this evaluation framework, all route alternatives were evaluated and the response of each route to the objectives assessed either in quantitative or qualitative terms as applicable.

These assessments are documented in the completed evaluation matrices presented in the two-part table in APPENDIX A.

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Integrated South LRT Corridor Development Conceptual Planning Study City of Edmonton

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South Corridor Route Alternatives EXHIBIT

ES-1

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Table ES-1

Order of Importance

Route Evaluation Criteria Order of Importance Plan EDMONTON : PRIORITIES

Details Considered

for Sustainable Growth

1

Sustainable Land Development Philosophy

TOD/Urban Design Opportunity, Suburban Growth Mgmt., Economic Activity, and Government/Inst. partnership support

1

Movement of People and Goods

Transit Effectiveness: Effect on Roads, Traffic, and Adjacent Communities

3

Approach to Infrastructure

Life-cycle cost-effectiveness: Capital, Land, Operating, and Maintenance Costs

4

Protection of the Natural Environment

Effect on Terrestrial Features, Aquatic Habitat, Open Spaces

5

Utilization of Existing Infrastructure

Sustainable Intensification around Transportation Corridor

The evaluation findings are summarized in Table ES-2. Route 4 is considered most responsive because: •

Opportunities for transit-oriented development (TOD) and support of planned higher, sustainable uses of Provincial Lands and the designated Heritage Valley Town Centre are maximized;

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Conflicts with natural features are minimized and the effects of the LRT crossing required at Blackmud Creek can be mitigated;

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Initial and on-going operating costs are comparable with other alternatives with a lower cost increase risk due to the extent of segregation from existing built infrastructure and the opportunity to optimize operating characteristics; and

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Initial and future ridership potential is good and adverse community effects can be avoided by mitigation or new right-of-way design attributes.

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INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Order of Importance

Table ES-2

South Corridor Route Evaluation Summary

Plan EDMONTON : PRIORITIES for Sustainable Growth

ROUTE 1

ROUTE 4

ROUTE 2A

ROUTE 3

ROUTE 3A

(111/TU C/ 127 St.)

(111/Util ./ 127 St.)

(111/TU C/ Prov.

Lands/ Town Centre)

ROUTE 2

(119/127 St.)

(111 St.)

(111/ Ellers/ 127 St.)

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Sustainable Land Development Philosophy 1

(TOD/Urban Design Opportunity, Suburban Growth Mgmt., Economic Activity, and Government/Inst. partnership support)

Movement of People and Goods 1

(Transit Effectiveness: Effect on Roads, traffic, and adjacent communities)

Approach to Infrastructure 3

4

5

(Life-cycle costeffectiveness: Capital, Land, Operating, & maintenance Costs)

Protection of the Natural Environment (Effect on Terrestrial Features, Aquatic Habitat, Open Spaces)

Utilization of Existing Infrastructure (Sustainable Intensification around Transportation Corridor)

*

MOST RESPONSIVE ROUTE No Adverse Effect

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Minimal Adverse Effect

Moderate Adverse Effect

Significant Adverse Effect

Severe Adverse Effect

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

The initial route analysis and the evaluation phase of the study identified the preferred general routing for the extension from Century Park Station southward to the Heritage Valley Town Centre. This route, as shown in Exhibit ES-2, is approximately 6.5km in length.

The route has three potential station sites, all south of AHD. The primary objective in selecting the preferred route can be summarized as: •

Making higher-order transit service (LRT) available to both the Heritage Valley neighbourhoods and the planned redevelopment of the Provincial lands west of 127th Street;

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Maximizing the use of available public right-of-way for the LRT infrastructure and stations;

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Avoidance of adverse effects on natural and social environmental features, and permitting mitigation where necessary;

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Locating stations that promote opportunities for well-planned Transit-oriented Development; and

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Protecting the opportunity for further extension of the LRT network southward into Leduc and to the International Airport.

IV.

LRT ALIGNMENT INVESTIGATION

Development of the recommended alignment for the LRT extension entailed two phases of technical and environmental analysis of the implementation of LRT along the preferred route. The first phase, outlined below, comprised identification and evaluation of the relative merits of alternative LRT right-of-way alignments and station locations.

The road network in the northern section of the south corridor has existed for many years.

The Century Park LRT station is under-construction and is located just north of 23rd Avenue N on 111th Street. Both of these roadways are very busy major arterial routes in this part of Edmonton and both streets are 4 to 6 lanes wide. South of 23rd Avenue and 111th Street intersects several collector roads at signalized intersections, and it crosses Blackmud Creek and AHD. The middle section of the south corridor runs parallel to AHD. The section of AHD between 111th Street and 127th Street to the west accommodates two existing high voltage power lines on the north side of the freeway. On the south side of the freeway, space has been set aside for a number of pipelines, but none currently exist parallel to the freeway. The southern section of the south corridor runs parallel to and west of 127th Street through lands currently owned by the Provincial government. The Provincial government may put different uses on the land, including health care or post-secondary education.

Some of the key considerations when defining the LRT route options and in refining the alignment includes the following: •

Station Location;

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Facilities;

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Land Use;

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Quality of Space; and

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Safety and security.

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Recommended South Corridor Route

Recommended Route

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EXHIBIT

ES-2

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

A review of the constraints that the environment may have on the proposed routing of the south LRT extension was completed and the possible issues identified for a number of key environmental components, as described below.

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There is still potential for increased soil erosion as a result of equipment activity at the Blackmud Creek crossing. There may also be potential issues with slope stability and subsequent soil erosion, as the ravine banks are very steep in some areas and are typically comprised of finer textured materials.

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The new crossing should have minimal impacts on the riparian vegetation surrounding Blackmud Creek. With the increased disturbance and potential removal of native vegetation there is also the potential for increasing the cover of non-native and invasive weed species.

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Although this is an existing crossing of the creek, there is still potential for increased sedimentation from bank erosion due to construction activities.

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The primary impacts, of any project, to wildlife are habitat loss or disturbance as a result of the direct removal of native vegetation or other activities.

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Should instream habitat be modified or removed, Provincial and Federal policies of “no net loss” of productive fish habitat will need to be addressed.

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The proposed route passes within close proximity to Whitemud Creek and crosses Blackmud Creek, and will therefore have an increased potential for containing significant Historical Resources. This may require a field level assessment to verify the locations of known sites and investigate areas with heightened potential for containing unrecorded historical resources.

The development of the south LRT corridor has some conflicts with existing utility and storm water infrastructure. The possible conflicts or issues have been identified for further consideration. Stormwater facilities and drainage patterns were reviewed in order to address the impact of the proposed LRT corridor on these components. Factors such as pipe sizes, location of the catch basins, and runoff conveyance systems’ capacity analysis will be addressed in the detailed design stage of the study.

The large transmission lines running in the Transportation and Utility Corridor (TUC) parallel to the Anthony Henday Drive between 111th Street and 127th Street are owned by Alta-Link Management Ltd. Unfortunately, they have not yet provided a list of concerns to the project team. Not all of the utility companies have responded to requests for information along the proposed route. The preliminary feedback is that there will be points of crossing but that they are all possible.

V.

RECOMMENDED LRT INFRASTRUCTURE

Once the information presented in Chapter 4 was available and investigated for the recommended route, that new found knowledge could be applied to the creation of alignment alternatives within the route corridor. This further level of detail iteratively refined the alignment detail to arrive at the recommended alignment. This second phase consisted of conceptual designs of the infrastructure required for the recommended alignment, which were prepared and are shown in the APPENDIX B.

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Integrated South LRT Corridor Development Conceptual Planning Study City of Edmonton

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23 AVENUE BELOW GRADE LRT TRACKWAY SAD DL E B

ACK ROA D

12 AVENUE

FUTURE 127 ST. INTERCHANGE LOCATION (BY OTHERS)

POSSIBLE SUBSTATION LOCATION

9 AVENUE

E ANT HONY HENDAY DRIV

POSSIBLE PARK-N-RIDE LOCATION

ELLERSLIE ROAD

PROPOSED LRT STATION

PROPOSED LRT STATION

111 STREET

ELLERSLIE STATION

127 STREET

SUBSTATION, FILL MATERIAL, EQUIPMENT & INFRASTRUCTURE

Overall South Corridor Development

ABOVE GRADE LRT TRACKWAY

EXHIBIT

ES-3

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

As shown in Exhibit ES-3, the LRT alignment continues from the Century Park station in the median of 111th Street southward and transitioning to the west side across 23rd Avenue and continuing to 19th, 12th, and 9th Avenues N and the Blackmud Creek before entering the TUC right-of-way. The effects of implementation of these four alternatives were assessed in terms of LRT and road transportation criteria, environmental mitigation costs, and infrastructure costs for major components. The recommended alternative includes: •

an underpass of 23rd Avenue and transitioning from the median to the west side of the road;

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minimizes the cost of crossing Blackmud Creek by avoiding costly modification of the existing road bridge;

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minimizes the number of traffic movements affected by LRT operations;

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permits effective noise attenuation measures at reasonable cost;

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minimizes potential for utility conflicts;

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longer than typical bridge spans across the ramp terminals and through lanes of AHD;

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three stations south of AHD, each with Transit Oriented Development (TOD) opportunities in Heritage Valley and an alignment 300 metres west of 127th Street; and

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some limitations of the design of the future interchange at AHD and 127th Street.

There are several components of the track design that were reviewed in more detail because they impact the efficiency of the LRT system. These include: •

power sub-stations located approximately every 1.5km along the corridor to provide supplemental power for the Light Rail Vehicles (LRVs);

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track cross-overs to allow trains to switch from on track to the other to allow for maintenance of segments of track or to allow the system to operate in case of a disabled vehicle; and

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temporary storage facilities of LRVs because of storage capacity issues in existing facilities and to shorten beginning of service and end of service runs.

The LRT alignment will be crossing several roadways at-grade on the west side of 111th Street. A typical crossing control includes crossing arms and gates, flashing lights, and bells to warn pedestrians.

There are several key areas where the underground and above ground utilities will be impacted by the recommended alignment. All crossings will need further investigation to determine the extent of mitigation required in the form of utility bridging or other mitigative measures. In addition, it has proven difficult to obtain information on the Alta-Link power transmission corridor located on the north side of AHD. As shown in the roadway drawings in APPENDIX B, the wires in this corridor are approximately 17 metres above the existing ground. This was quantified through field surveys.

VI.

KEY MITIGATION CONSIDERATIONS

Prior to commencement of the Project, the mitigation measures discussed below should be communicated to construction personnel and implemented to prevent or minimize potential ES Page 11

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

negative effects on the environment and should address requirements under federal and provincial environmental regulations.

Environmental •

Minimize wet soil conditions when working in and around sensitive areas;

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Implement erosion control measures (i.e., silt fencing) during construction and revegetate as soon as practical;

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Avoid removal or alterations to large, permanent wetland features; and

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Minimize disturbance of any creek beds, banks and/or riparian zones of Blackmud Creek.

Drainage This report investigates the constraints and opportunities along the corridor extensions of the proposed LRT route. As the change to the percentage of impervious land due to the proposed LRT line is minimal, the additional runoff caused by the development of the LRT would not have a significant impact on the size of the stormwater management facilities.

The limiting factor in this case would be the conveyance systems’ capacity and pipe sizes.

The proposed LRT route runs through three major areas as listed below. The documentation available indicates that the LRT route through these areas was considered and hence has been included in facility sizing. However, further investigation and sizing clarification will need to be done during the next phase of planning for this project.

•

Kaskitayo;

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Twin Brooks; and

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Heritage Valley.

Noise and Vibration The alignment of the LRT lies approximately 15 meters from the property lines in the Skyrattler and Twin Brooks communities, and approximately 40 to 45 meter from the property lines in the development on the east side of 111th Street. The line passes 85 meters or more from the property lines of the houses in MacEwan.

In the Skyrattler community, there should be no impact of airborne noise, but there will need to be consideration of the vibration from the underground structures.

In the Twin Brooks community, the noise and vibration from the LRT will have to be addressed and attenuation measures will need to be incorporated into the plans. A noise wall on the west side of the corridor located 4.8m from the track-way centerline and approximately 1.2m in height is recommended.

The nearest houses east of 111th Street are at the limit of consideration for noise and vibration. Any vibration controls instituted to control levels in Twin Brooks will also reduce the levels in this area.

For the purpose of comparing current and future noise levels, the noise levels from the traffic on 111th Street and AHD were calculated. The addition of the LRT to 111th Street will ES Page 12

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

add about 3dBA on the west side, and about 1 to 1.5dBA on the east side. Both of these predictions are without considering noise attenuation. For AHD, the noise from the LRT will be completely insignificant in this environment except where it passes close to the houses.

Traffic In addition to alterations to accommodate the LRT through at-grade crossings to ensure safety at the intersections, additional improvements are required to accommodate the projected traffic volumes along this corridor.

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Three through lanes in each direction on 111th Street and 23rd Avenue N are required, along with dual left-turn lanes on all four approaches;

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Three lanes on 111th Street through the Saddleback Road intersection; and

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Minor lane configuration changes on 12th Avenue and 9th Avenue.

VII.

CONSTRUCTABILITY AND STAGING CONSIDERATIONS

Conceptual planning of the alignment for the South Extension indicates that the proposed LRT right-of-way can be developed entirely on land in public ownership, very close to the Heritage Valley Town Centre (HVTC). South of the HVTC to 41st Avenue S, some additional land will be required for both the construction of James Mowat Drive and for the LRT. It has been estimated that 7 hectares of land will be required for the construction of the roadway, plus approximately 2 hectares for LRT purposes. It is anticipated, that as development occurs south of the HVTC, that the City will acquire the necessary lands. Consequently, implementation of most of the extension can be commenced without a lengthy land acquisition phase preceding construction.

There are a number of utilities that the LRT alignment crosses along 111th Street, but most of the crossings will not be difficult or unusual to complete. The construction of the LRT underpass of the 23rd Avenue/111th Street intersection will impact several utilities and the staging plans developed for this underpass will need to address the utility impacts.

Within the TUC, the alignment avoids major utilities such as the overhead Alta-Link transmission lines north of Anthony Henday Drive, as well as the petroleum pipelines traversing the corridor diagonally at the foot of 111th Street.

Measures to accommodate traffic during implementation will take two forms. Firstly, traffic will have to be diverted during construction of the realigned portion of 111th Street to allow the LRT trackway to be accommodated within the road right-of-way. A second type of traffic accommodation will comprise temporary diversions and/or lane closures to permit construction of major LRT structures such as the 23rd Avenue underpass and Anthony Henday Drive overpass as well as the at-grade track crossings at 19th, 12th, and 9th Avenues.

A comprehensive geotechnical investigation must precede the design of the new structure required for LRT to cross Blackmud Creek on the west side of the existing road bridge. The design and contract specifications will have to identify environmental conditions to be met and an acceptable location for a contractor’s worksite and access arrangements.

The desire to maximize the LRT speed through the TUC crossing and constraints on the alignment geometry imposed by the 111th Street interchange configuration, existing transmission lines, and the oil and gas line easement dictates the AHD bridge crossing ES Page 13

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location and resulting span length. Consequently, a long-span structural design solution will be required, potentially a cable-stayed, through arch or launched girder design.

A structure is required to separate the LRT from the future 127th Street. It will need to be designed in advance of the interchange construction, so that an opening is available in the event that the LRT extension is constructed after the interchange is in operation.

A precursor to trackway construction on any section of the extension will be completion of all necessary relocation of both major and minor utilities in conflict with the trackway works.

Most of this work will take place on 111th Street between Century Park Station and Anthony Henday Drive. The other works, in advance of trackway construction, will be construction of permanent road realignment and any intersection modifications as well as temporary traffic diversion works.

It is anticipated that work on 111th Street will be done in three stages with subsequent stages for the trackway along the TUC and southward across the provincial lands. Staging of trackway works through the Heritage Valley Town Centre and the extension to 41st Avenue will need to be planned to accommodate the level of development and road network in place at the time LRT is extended to this area.

At this time, all stations planned on the extension are located at undeveloped sites, with potential for future development in an integrated transit-oriented manner. The timing and nature of the future surrounding development will be an essential component of the planning and design of these station sites. Identifying the functional requirements, that needs to be met by each station layout, will be important in ensuring that the necessary facilities can be accommodated efficiently within the immediate station precinct.

Traction power sub-station locations have been identified at approximately 1.5km intervals.

Potential sites are at the southern end of the Blackmud Creek bridge near 12th Avenue, in the TUC north and south of the highway, and generally at each passenger station for the portion of the line south of Ellerslie Station.

As noted during the above discussion of systems requirements, it is recommended that the functional design will protect either second or third stage implementation strategy between Century Park Station and the station at the City boundary. These would comprise a first stage, extending service to Ellerslie Station followed by a second stage reaching the Heritage Valley Town Centre Station and potentially a third stage extension to 41st Avenue.

Staging of implementation will also depend on the timing of the need to reach expanded light maintenance facilities elsewhere in the system. It is understood that service to Ellerslie Station could be supported without additional storage and servicing capability in the south.

The staging of the construction of the 23rd Avenue underpass has been reviewed in more detail. Both 111th Street and 23rd Avenue are high volume corridors throughout the day and the night. It is important that these corridors and the intersection remain operational with similar capacity to what exists today.

VIII.

COST ESTIMATES

Construction cost estimates were developed for the LRT and road network changes associated with the recommended alignment. They are in 2008 dollars. In addition, land acquisition costs have been excluded because most of the right of way is already within ES Page 14

INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

public ownership. Required land from the Province may be negotiated or dedicated by the province to this project. Lands through the Heritage Valley Town Centre and southward to the City limit are in private ownership, and these lands may be dedicated or purchase subject to the direction of City Council. The future O&M costs have been excluded from the construction cost estimates developed because the construction of the facility does not occur in this segment.

The cost to construct this south alignment has been determined for two stages. Stage 1, which run from Century Park to Ellerslie Road is anticipated to cost approximately $340 million, including engineering and contingency. The incremental cost to construct Stage 2, which runs from Ellerslie Road to the south City Limit, is approximately $260 million including engineering and contingency.

In total this extension is anticipated to cost approximately $600 million. A detailed summary of the costs follow on the next pages.

IX.

PUBLIC CONSULTATION

Three rounds of individual stakeholder consultation and two public open houses were undertaken during the project.

In mid to late October 2007, a series of meetings were held with key stakeholders. The purpose of these meetings was to inform key stakeholders of the study, and to discuss possible options for routes for the extension of the LRT. A second round of meetings was completed in mid-December. The purpose of these meetings was:

•

to inform key stakeholders of the recommended routes;

•

to inform key stakeholders of the reasons why these recommended routes were the most responsive to the evaluative criteria; and

•

to seek initial comment and questions from the stakeholders on the recommended routes.

A presentation package including an introduction, a map of the recommended route, a map of the optional routes considered, and a summary of the results, of the route evaluation, was used during these meetings and left with the stakeholder.

A briefing session with the Ward, 5 councillors, and senior Transportation Planning staff was attended by a member of the project team to inform them of the recommended routes. The main issue discussed were the plans for the Town Center area and the land use planning process to date. Councillors recommended that Route #2 / 2A also be developed as a transit priority corridor.

Immediately following these meetings with the key stakeholders, a website for this specific project was launched under www.edmonton.ca/LRTprojects and includes all information presented to the key stakeholders in this second round of consultation.

Ongoing stakeholder consultation was undertaken during this phase of the project, building upon the efforts undertaken in the initial phase of the project.

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INTEGRATED SOUTH LRT CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Three approaches were undertaken for initial broad stakeholder and public engagement: 1. Ongoing availability of project information and contact information for project management personnel is available on the City of Edmonton website (www.edmonton.ca/LRTprojects); 2. A series of meetings with key stakeholder groups and institutions; and 3. Two open house events held on March 26th and March 27th, 2008.

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

1.

I.

EXECUTIVE SUMMARY INTRODUCTION

The City is currently completing a review to the Municipal Development Plan (MDP) and the Transportation Master Plan (TMP), which are two major overall planning documents that provide guidance to and policies for all future plans for the City. The South LRT Extension Study was initiated in order to establish the alignment, rights-of-way, station locations, and land uses along a south LRT corridor from the Century Park station to the South City limits.

The initial report in this study reviewed a number of potential routes for the south corridor and recommended one, which was then endorsed by City Council in December 2007. The second report, in this study, documented the considerations, optional alignments, constraints, and opportunities along the corridor extensions, and the public consultation process undertaken thus far in the study. The Final report contained herein accumulates all of the background data for this corridor from the previous reports and adds additional detail to document the staging of construction and other constructability issues, as well as documenting the anticipated costs for construction. The Final report is accompanied by a set of conceptual planning drawings that show the recommended LRT alignment, road network changes, and utility changes.

II.

BACKGROUND INFORMATION

When investigating Light Rail Transit (LRT) route extensions and possible station locations, an approach integrating both land use and transit planning objectives is essential to achieve an optimum transportation solution. In Northeast Edmonton, planning policy and directions for certain lands inside the proposed Anthony Henday Drive (AHD) transportation utility corridor (TUC) have not yet been established.

In the northeast, the route of an LRT extension is to continue on from the existing Clareview station to an undetermined location. Most of the lands have some form of planning policy, but they are largely undeveloped. There are no current land use plans for the areas further north of these communities, namely the large undeveloped Northeast Industrial Area lands within the City of Edmonton. This area is currently being evaluated under the current MDP review process.

Because the focus of Plan Edmonton and the Smart Choices program have centered on infilling areas surrounding existing infrastructure and promoting increased sustainable development numbers, the focal point of this study was to determine specific catchment numbers for each station that was approved.

Catchment numbers were gathered from an 800 metre ring around each station. The 800 metre radius was based on the City of Edmonton’s Transit Oriented Development study.

This is the industry standard and provides the basis for this study. Transit Oriented Development is a land use development strategy employed near major transit facilities that encourages the use of the transit facility thereby increasing the ridership. The premise is the creation of a high quality public realm enhanced with mixed-use, high-density developments around the transit stations encouraging new compatible uses into the public realm and creating a greater transit ridership.

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

An essential component in successfully managing and planning new LRT extensions and infrastructure, is the assembling of a general inventory of the existing infrastructure in place and defining future improvements or additions to be added to the overall transportation system. An important consideration is that because Alberta’s economic growth is at an all time high, the City of Edmonton is experiencing low unemployment rates, steady population growth, and increased development of lands within the City limits. However, these increases can quickly lead to steady degradation of city-maintained infrastructure. In order to combat the many tangible and non-tangible pressures on the public transportation system and help serve both the existing transit markets and the future needs of the various markets, the City must maintain its infrastructure to keep up with the area development.

The large underdeveloped Northeast Industrial Area is projected to become fully developed for potential city expansion in the near future. This growth is partially fuelled by the rapid development of Alberta’s Industrial Heartland, which lies northeast of Edmonton and will contain several heavy oil upgraders. The need for a LRT extension in this area is fast approaching and large amounts of growth in population and infrastructure additions in the Alberta Heartland will result. No doubt a key to this development boom will be the future construction of Anthony Henday Drive (AHD), which will encourage urban sprawl providing key connections to the existing infrastructure already in place in the region.

The existing infrastructure is currently unsuitable for any type of increased development in the area and proposed improvements are underway. Contour data and other intersection details, provided by the City Mapping Department were used for preliminary plans and detailed alignment determination and how the region’s surrounding infrastructure is improved. Topographical data and details of the surrounding land uses were obtained to facilitate consideration of a multi-use integrated transit and land use concept through these parcels. This allows for the possibilities for diversification of land uses and promoting the future design for Transit Oriented Developments.

There are a number of design challenges that will make construction in this area difficult.

However, the principal design related obstacle in the north is the CN rail line known as the Vegreville Subdivision, and how the future expansion of the LRT matches with the increased development of the CN Vegreville Subdivision. The existing northeast LRT line runs parallel with the CN rail and occupies part of their right of way.

A review of the constraints that the environment may have on the proposed routing of the northeast LRT extension has been completed and the possible issues identified for a number of key environmental components, as described below.

•

In areas where the proposed routes cross undeveloped agricultural lands or natural areas there is the potential for increased soil compaction and erosion. Additionally, on some of the routes there is the potential to encounter Solonetzic soils, which will require specialized handling and storage procedures.

•

Two natural areas designated as environmental sensitive areas or significant natural areas by the City of Edmonton (NE 8098, NE 219) may be affected by the extension routes (Spencer 2006).

•

The northeast routes will eventually cross Horsehills Creek, or its tributaries, north of the AHD corridor. This unmapped watercourse is assigned a habitat class rating according to their parent stream, which in this case is the North Saskatchewan River.

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

•

III.

No previously recorded significant historical resources were identified through a review of the Listing of Significant Historical Sites and Areas (ATPRC September 2007) for sections of land impacted by the LRT study.

ROUTE ALTERNATIVES CONSIDERED

The terms of reference for the study required consideration of all reasonable routes for an LRT extension from the existing Clareview Station at 137th Avenue to the northeast area around 153rd Avenue. In addition, options available for further extension across the planned AHD in the TUC corridor were to be investigated.

This first stage of the project entailed the identification of basic route alternatives, as shown in Exhibit ES-1, with potential to attract ridership and respond to future growth and land use plans in this sector. All of the route descriptions below begin at the Clareview Station and move northward to the AHD corridor. Routes assessed were: 1. Northeast along the east side of the CN Rail Vegreville Subdivision to 153rd Avenue and beyond to AHD. An option (1A) to this route would see the line turning east to follow the proposed Victoria Trail Extension right-of-way northward to AHD. Another option (1B) would see the line turning north near the Coronado Subdivision to follow the Coronado Sub to AHD. 2. Northeast along the east side of the CN Rail Vegreville Subdivision to 144th Avenue, east along 144th Avenue to Victoria Trail, north along Victoria Trail to 153rd Avenue, and then parallels the Victoria Trail alignment to AHD. 3. Northeast along the east side of the CN Rail Vegreville Subdivision to 144th Avenue, west and then northward parallel to Manning Drive to AHD. 4. West across the CN Rail and Manning Drive to 50th Street, north on 50th Street to 167th Avenue, then generally north to AHD. Through consultation with City staff, several evaluation criteria were developed and their importance in the decision making process ranked. Key criteria in order of importance are shown in Table ES-1. Using this evaluation framework, all route alternatives were evaluated and the response of each route to the objectives assessed either in quantitative or qualitative terms as applicable. These assessments are documented in the completed evaluation matrices presented in the two-part table in APPENDIX A.

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Integrated Northeast LRT Corridor Development Conceptual Planning Study City of Edmonton

north

nts

Northeast Corridor Route Alternatives EXHIBIT

ES-1

INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Table ES-1

Route Evaluation Criteria Order of Importance

Order of Importance

Plan EDMONTON : PRIORITIES for Sustainable Growth

Details Considered

1

Sustainable Land Development Philosophy

TOD/Urban Design Opportunity, Suburban Growth Mgmt., Economic Activity and Government/Inst. partnership support

Movement of People and Goods

Transit Effectiveness: Effect on Roads, traffic and adjacent communities

3

Approach to Infrastructure

Life-cycle cost-effectiveness: Capital, Land, Operating & maintenance Costs

4

Protection of the Natural Environment

Effect on Terrestrial Features, Aquatic Habitat, Open Spaces

5

Utilization of Existing Infrastructure

Sustainable Intensification around Transportation Corridor

1

The evaluation findings are summarized in tabular form in Table ES-2. Route 1A is considered most responsive because: •

Opportunities for transit-oriented development (TOD) south of AHD are better and the route has the potential to become a central spine influencing the NE Annexation Area urban form and supporting an existing transportation right-of-way;

•

Near term and future ridership potential is good and adverse community effects can be avoided by new right-of-way design attributes and local mitigation at 153rd Avenue;

•

Initial and on-going operating costs are comparable with or lower than other alternatives with a low cost increase risk due to the extent of segregation from existing built infrastructure and the opportunity to optimize operating characteristics; and

•

Conflicts with natural features are minimized.

The initial route analysis and evaluation phase of the study identified the preferred general routing for the extension from the Clareview Station northward to the planned Transportation Utility Corridor (TUC), as shown in Exhibit ES-2. This route is approximately 3.5km in length and has a proposed station in the Gorman area north of 153rd Avenue.

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Order of Importance

Table ES-2

1

Northeast Corridor Route Evaluation Summary ROUTE 1

Plan EDMONTON : PRIORITIES for Sustainable Growth

Sustainable Land Development Philosophy

(CN Row)

ROUTE 1A and 1B (CN Row/ Vic. Tr. Ext.) CN/ Coronado

ROUTE 2

ROUTE 3

(144Av./ Vic. Trail)

(Manning Dr.)

(50 Str.)

ROUTE 4

◔

◕

●

◑

◔

◑

●

◑

◔

○

●

◕

◑

◔

○

◕

◕

◕

○

◕

◔

◔

◑

◑

◔

(TOD/Urban Design Opportunity, Suburban Growth Mgmt., Economic Activity and Government/Inst. partnership support)

1

Movement of People and Goods (Transit Effectiveness: Effect on Roads, traffic and adjacent communities)

3

Approach to Infrastructure (Life-cycle costeffectiveness: Capital, Land, Operating & maintenance Costs)

4

Protection of the Natural Environment (Effect on Terrestrial Features, Aquatic Habitat, Open Spaces)

5

Utilization of Existing Infrastructure (Sustainable Intensification around Transportation Corridor) MOST RESPONSIVE ROUTE No Adverse Effect

ES Page 6

Minimal Adverse Effect

* Moderate Adverse Effect

Significant Adverse Effect

Severe Adverse Effect

INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

The primary objectives in selecting the preferred route can be summarized as: •

Making higher-order transit service (LRT) available to both the Gorman neighbourhoods and the planned development of the Northeast Industrial Area lands;

•

Maximizing the use of available public right-of-way for the LRT infrastructure and stations;

•

Avoidance of adverse effects on natural and social environmental features and permitting mitigation where necessary;

•

Locating stations that promote opportunities for well-planned Transit-oriented Development; and

•

Protecting the opportunity for further extension of the LRT network northward into the Industrial Area and any future mixed-use development south and east of Manning Drive.

IV.

LRT ALIGNMENT INVESTIGATION

Development of the recommended alignment for the LRT extension entailed two phases of technical and environmental analysis of the implementation of LRT along the preferred route. The first phase, outlined below, comprised identification and evaluation of the relative merits of alternative LRT right-of-way alignments and station locations.

The road network for the NE Corridor extension is not well developed because the LRT follows the CN Rail line for much of the area. Manning Drive is a major arterial approximately 150m west of the CN line and it currently has intersections at 144th Avenue and at 153rd Avenue, both north of Clareview Station. Fort Road also meanders through this area and is a two lane rural road that generally parallels the CN railway.

Future roadway plans in this area will see 153rd Avenue realigned and connected across the CN line between Manning Drive and Victoria Trail. Victoria Trail is also planned to extend north of 153rd Avenue in the future to connect to the north side of Anthony Henday Drive.

The lands north of 153rd Avenue are currently being planned as part of the Gorman Area Structure Plan and a defined road network pattern will occur with the fixed connection points to 153rd Avenue and Victoria Trail.

The Gorman area is generally undeveloped. A review of the appropriateness of the existing land use designation is being completed and may result in a recommendation to amend the Area Structure Plan (ASP) to incorporate a land use concept that is more supportive of the future LRT station in east Gorman. The City is also reviewing the need for, and location of, a district park in the Gorman area.

Some of the key considerations when defining and refining the LRT alignment include the following: •

Station Location optimization;

•

Accommodation of Support Facilities;

•

Land Use compatibility;

•

Operational efficiency;

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

•

Quality of Space around Stations; and

•

Safety and security considerations.

The development of the northeast corridor for LRT use will have some conflicts with existing utility and storm water infrastructure. The possible conflicts or issues have been identified for further consideration in future stages of work on this corridor. Stormwater facilities and drainage patterns were reviewed in order to address the impact of the proposed LRT corridor on these components. Factors such as pipe sizes, location of the catch basins, and runoff conveyance systems’ capacity analysis will be addressed in the detailed design stage of the study.

As the change to the percentage of impervious land due to the proposed LRT line is minimal, the additional runoff caused by the development of the LRT would not have a significant impact on the size of the stormwater management facilities. However, it should be addressed if general measurements for conveying and storing major runoff have been considered in the areas that the proposed LRT line is located in.

V.

RECOMMENDED LRT INFRASTRUCTURE

Once the information presented in Chapter 4 was available and investigated for the recommended route, that new found knowledge could be applied to the creation of alignment alternatives within the route corridor. This further level of detail iteratively refined the alignment detail to arrive at the recommended alignment. This second phase consisted of conceptual designs of the infrastructure, required for the recommended alignment which were prepared and are shown in APPENDIX B. As shown in Exhibit ES-3, the northeast extension comprises two distinct segments between the Clareview Station and the TUC through Gorman. The southern segment extending from the existing terminus northward to 153rd Avenue consists of a continuation of the LRT alignment within portion of the CN Rail right-of-way alongside CN’s Vegreville subdivision.

There will be at-grade crossings at 144th Avenue and at 153rd Avenue. A typical crossing control includes crossing arms and gates, flashing lights, and bells to warn pedestrians.

North and east of the 153rd Avenue crossing, the northern segment comprises the LRT alignment which leaves the CN right-of-way by diverging to the east to permit a station to be located centrally in the Gorman “neighbourhood” south of the TUC and west of 18th Street.

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Integrated Northeast LRT Corridor Development Conceptual Planning Study City of Edmonton

nts

Recommended Northeast Corridor Route

Recommended Route

north

EXHIBIT

ES-2

INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

The recommended alignment was selected as it incorporates the following attributes: •

Track geometry which allows a station in the optimum location within the proposed Gorman TOD zone;

•

The opportunity to consolidate both the LRT corridor and Victoria Trail east of the station to achieve a single combined grade separation of AHD;

•

A track profile which allows LRT to pass over the AHD and then over the CN Rail further north with acceptable grades and clearances;

•

The opportunity to cross AHD and the CN mainline at a location away from the existing St Paul’s Junction with CN Rail’s Coronado Sub where multiple tracks would have to be crossed; and

•

A zone of suitable size within a 600 meter radius of the station to accommodate support facilities such as a bus transit interface, passenger pick-up/drop-off and some park-and-ride capacity.

The alignment proposed includes a portion of tangent track immediately west of the proposed Gorman station to accommodate crossovers if a first phase of the Northeast Extension terminates at Gorman.

There are several components of the track design that were reviewed in more detail because they impact the efficiency of the LRT system. These include: •

traction power sub-stations located approximately every 1.5km along the corridor to provide supplemental power for the Light Rail Vehicles (LRVs)

•

track cross-overs to allow trains to switch from one track to the other to allow for maintenance of segments of track or to allow the system to operate in case of a disabled vehicle or other emergency incident.

There are several key areas where the underground and above ground utilities will be impacted by the recommended alignment. All crossings will need further investigation to determine the extent of mitigation required in the form of utility bridging or other mitigative measures.

VI.

KEY MITIGATION CONSIDERATIONS

Prior to commencement of the Project, the mitigation discussed below should be communicated to design and construction personnel and implemented to prevent or minimize potential negative effects on the environment and address requirements under federal and provincial environmental regulations.

Environmental •

Minimize wet soil conditions when working in and around sensitive areas;

•

Implement erosion control measures (i.e., silt fencing) during construction and revegetate as soon as practical; and

•

Avoid removal or alterations to large, permanent wetland features.

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

Drainage This report investigates the constraints and opportunities along the corridor extensions of the proposed LRT route. As the change to the percentage of impervious land, due to the proposed LRT line is minimal, the additional runoff caused by the development of the LRT would not have a significant impact on the size of the stormwater management facilities.

The limiting factor in this case would be the conveyance systems’ capacity and pipe sizes.

Since the proposed LRT route runs mostly parallel to CN rail right-of-way in Clareview and Pilot Sound areas, the change in the percentage of the impervious land, due to the development of the proposed LRT line, is not significant. More detailed study, with regards to the capacity of the major and minor systems, is required to determine the exact methods of conveying and storing runoff. The new park-and-ride lots will increase the runoff and the volume and control measures will be determined at the detailed design stage.

Noise and Vibration The only residential area of current concern is the community of Kirkness, see sketch, Section 2.1. The nearest houses lie approximately 30 meters from the LRT alignment. This section of the LRT system passing Kirkness will be within the criterion distances for maximum passby levels and also for vibration. Some noise attenuation should be considered, and further vibration analysis will need to be conducted.

Traffic No specific changes are required to accommodate future traffic volumes. It is anticipated that as the area develops the roads will be constructed to meet the traffic needs.

VII.

CONSTRUCTABILITY CONSIDERATIONS

Conceptual planning of the alignment for the Northeast Extension indicates that the proposed LRT right-of-way will be developed on a combination of land in CN Rail and private ownership. Although a repeat of the existing easement contract arrangements, with CN Rail, can likely be completed expeditiously, timing of implementation of the extension will need to take account of approval of the Gorman ASP and a subsequent private land acquisition phase preceding construction.

Near the corner of 33rd Street and 151st Avenue the LRT will cross an existing 1350mm diameter storm main and a 900mm diameter sanitary main. Because of the size of these services, care and attention should be exercised during all future phases of planning, design, and construction. No other significant major utilities exist.

Traffic will have to be diverted during construction of the level crossings at 144th and 153rd Avenues, to allow the LRT trackway and crossings to be developed within the road right-ofway. Since it is anticipated that the Gorman Area road network construction will precede LRT construction, it would be desirable to pre-build certain components of any level crossings needed to minimize closures or diversions of roads under traffic when the LRT extension is implemented.

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Integrated Northeast LRT Corridor Development Conceptual Planning Study City of Edmonton

AN

TH O N

TY

HE N

DA Y

DR IV E

VICTORIA TRAIL EXTENSION GORMAN STATION

15

V 3A

ENU

E

SUBSTATION, FILL MATERIAL EQUIPMENT & INFRASTRUCTURE

ABOVE GRADE LRT TRACKWAY

CLAIREVIEW STATION

VIC

UE VEN A 144

TO R IA T RAIL

EXISTING CN ROW

nts

Overall Northeast Corridor Development

M ANN ING DR IVE

FU TU RE

north

EXHIBIT

ES-3

INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

The initial extension to a Gorman Station does not require any major structures. A subsequent further extension to and across the TUC will require an overpass of the future Anthony Henday Drive planned to pass north of Gorman in an east-west direction.

Construction of this overpass will require AT approval of the design solution, the proposed construction method and the location of and access to, the contractor’s worksite within the TUC right-of-way. Provision for widening of the highway will also contribute to the length of spans required to achieve acceptable pier locations.

A precursor to trackway construction, on any section of the extension, will be completion of all necessary relocation of both major and minor utilities in conflict with the trackway works.

Most of this work will take place at the level crossings of the two east-west arterials.

At this time, the only station planned on the extension, the Gorman Station is located at an undeveloped site with potential for future development in an integrated transit-oriented manner. The timing and nature of the future surrounding development will be an essential component of the planning and design of this station site. Identifying the functional requirements to be met by each station layout will be important in ensuring that the necessary facilities can be accommodated efficiently within the immediate station precinct.

Traction power sub-station locations have been identified at approximately 1.5km intervals.

It is recommended that the functional design protect for a single stage implementation strategy between Clareview Station and the future Gorman Station.

VIII.

COST ESTIMATES

Construction cost estimates were developed for the LRT and road network changes associated with the recommended alignment. They are also in 2008 dollars. In addition, land acquisition costs have been excluded, because the lands within the CN right-of-way are either to a lease agreement or an outright purchase that will need to be negotiated. The right-of-way required through private land ownership in Gorman may be subject to dedication or negotiation depending on the direction of City Council.

The cost to construct this northeast line extension to the proposed Gorman station is estimate at $180 million, including engineering and contingency.

IX.

PUBLIC CONSULTATION

Three rounds of individual stakeholder consultation and two public open houses were undertaken during this project.

In mid to late October 2007, a series of meetings were held with key stakeholders. The purpose of these meetings was to inform key stakeholders of the study, and to discuss possible options for routes for the extension of the LRT. A second round of meetings was completed in mid-December. The purpose of these meetings was: •

to inform key stakeholders of the recommended routes;

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INTEGRATED LRT NORTHEAST CORRIDOR DEVELOPMENT CONCEPTUAL PLANNING STUDY – DRAFT FINAL REPORT

•

to inform key stakeholders of the reasons why these recommended routes were the most responsive to the evaluative criteria; and

•

to seek initial comment and questions from the stakeholders on the recommended routes.

A presentation package including an introduction, a map of the recommended route, a map of the optional routes that were considered, and a summary of the results of the route evaluation was used during these meetings and left with the stakeholder.

A briefing session with the Ward 3 councillors and senior Transportation Planning staff was attended by a member of the Project team to inform them of the recommended routes. The main issue discussed was the continued operation of the Coronado sub in the future and the idea that it could be abandoned at some point in the future. This notion was dispelled by CN Rail at a subsequent meeting.

Immediately following these meetings with the key stakeholders, a website for this specific project was launched under www.edmonton.ca/LRTprojects and includes all of the information presented to the key stakeholders in this second round of consultation.

Ongoing stakeholder consultation was undertaken during this phase of the project, building upon the efforts undertaken in the initial phase of the project.

Three approaches were undertaken for stakeholder engagement: 1. Ongoing availability of project information and contact information for project management personnel was available on the City of Edmonton website (www.edmonton.ca/LRTprojects); 2. A series of meetings with key stakeholder groups and institutions; and 3. Two open house events held on March 26th and March 27th, 2008.

ES Page 14