Edmonton (Alta.) - 1982 - Transportation systems plan_development of alternative strategies

SD LIBRARY

5239

NT ATIVE STRATEGIES

TSR-04-81

1020/2988/1982

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TRANSPORTATION SYSTEM PLAN

DEVELOPMENT OF ALTERNATIVE 'STRATEGIES SEPTEMBER,1981 REVISED MARCH 31, 1982

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TRANSPORTATION SYSTEMS DESIGN

TSR/04/81: TRANSPORTATION SYSTEM PLAN DEVELOPMENT OF ALTERNATIVE STRATEGIES

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.

This series of reports was received as information by City Council as the "comprehensive transportation study report(s)" required by the City Transportation Act, 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

TABLE OF CONTENTS

PAGE

1.0

SUMMARY

2.0

INTRODUCTION

10

2.1

PURPOSE OF REPORT

10

2.2

APPROACH

10

2.3

SCOPE AND LIMITATIONS

10

2.4

REPORT ORGANIZATION

11

3.0

4.0

TRANSPORTATION MEASURES

12

3.1

AVAILABLE MEASURES

12

3.2

DEFINITION OF DISTINCT STRATEGIES

14

IDENTIFICATION OF ALTERNATIVE STRATEGIES

17

4.1

ALTERNATIVE STRATEGIES SELECTED

17

4.2

FINANCIAL CONSTRAINTS

22

4.3 PHYSICAL CONSTRAINTS 4.4

5.0

1

PHYSICAL DESCRIPTORS OF ALTERNATIVE STRATEGTFS

DEVELOPMENT OF ALTERNATIVE STRATEGIES

28 28

35

5.1

THE DEFAULT STRATEGY

35

5.2

THE AUTO-ORIENTED STRATEGY

39

5.3

THE TRANSIT-ORIENTED STRATEGY

43

5.4

THE BALANCED STRATEGY

48

5.5

ACTUAL CAPITAL INVESTMENT BY STRATEGY

59

PAGE 6.0 PRELIMINARY TESTING OF ALTERNATIVE NETWORKS

61

6.1 METHODOLOGY

61

6.2 BALANCED STRATEGY, ROADWAY NETWORK ALTERNATIVES

61

6.3 TRANSIT-ORIENTED STRATEGY, TRANSIT NETWORK ALTERNATIVES 65

LIST OF EXHIBITS PAGE 1.1 Default Strategy - Roadway Network

2

1.2 Default Strategy - Transit Network

3

1.3 Auto-Oriented Strategy - Roadway Network

4

1.4 Auto-Oriented Strategy - Transit Network

5

1.5 Transit-Oriented Strategy - Roadway Network

6

1.6 Transit-Oriented Strategy - Transit Network

7

1.7 Balanced Strategy - Roadway Network

8

1.8 Balanced Strategy - Transit Network

9-

3.1 Definition of Strategies by Measures

15

4.1 Capital Expenditures per Capita, 1967 to 1982 (1977 Dollars) 24 5.1 Default Strategy - Roadway Network

32 37

5.2 Default Strategy - Transit Network

38

5.3 Auto-Oriented Strategy - Roadway Network

40

5.4 Auto-Oriented Strategy - Transit Network

42

5.5 Transit-Oriented Strategy - Roadway Network

44

5.6 Transit-Oriented Strategy - Transit Network Alternative I

46

5.7 Transit-Oriented Strategy - Transit Network Alternative II

47

4.2 Jurisdictions

5.8 Transit-Oriented Strategy - Transit Network Alternative III 49 5.9 Balanced Strategy - Roadway Network Alternative I

51

5.10 Balanced Strategy - Downtown Network Alternative I

52

5.11 Balanced Strategy - Downtown Network Alternative II 5.12 Balanced Strategy - Downtown Network Alternative III

55 56

5.13 Balanced Strategy - Transit Network

58

6.1 Balanced Strategy - Roadway Network Alternatives -

62

Preliminary Testing 6.2 Transit-Oriented Strategy - Transit Network Alternatives Preliminary Testing

66

LIST OF TABLES

PAGE

4.1

Projected Annual Transportation Capital Expenditures

25

(1977 Dollars) Per Capita, 1983 - 2001 4.2 Investment Split by Strategy and by Network 4.3

Total Capital Expenditure by Strategy and by Network

26 27

(1979 Dollars) 1981 - 2001 4.4

Networks Built by Strategy and by Type

29

5.1

Estimated Capital Costs by Strategy and Network Type

59

(Billions of 1979 Dollars)

LIST OF APPENDICES

A

Default Strategy - Network Listings Auto-Oriented Strategy - Network Listings Transit-Oriented Strategy - Network Listings Balanced Strategy - Network Listings Basic Roadway Network Listing

NOTES:

1.

The roadway network component of each strategy consists of the Basic Roadway Network (Appendix E) which is common to all strategies, plus those facilities specifically listed under each strategy.

2.

These appendices are merely summaries of the full, detailed listings of the various networks. The physical bulk of the detailed listings precludes their transmission. They are however available for examination upon request, by contacting Transportation Systems Design Department.

1

1.0 SUMMARY

Four alternative long-range transportation improvement strategies have been identified for comparative assessment. These strategies are:

- Default Strategy - Auto-Oriented Strategy - Transit-Oriented Strategy - Balanced Strategy

Transportation Plan Part 3, Volume 1, received as infoLmation by City Council on 1977 09 08, described the basic philosophy behind each strategy.

Each alternative strategy has been described by a complementary pair of networks - a roadway network and a transit network. Each network pair is technically and financially feasible within defined constraints. In the case of the Transit-Oriented Strategy transit network and the Balanced Strategy roadway network, alternative networks were developed.

Some preliminary testing of these alternatives was carried out to define the preferred network in each case.

The four strategies, as described by roadway and transit networks, are shown on Exhibits 1.1 to 1.8 inclusive. A detailed listing of each network is contained in Appendices A to D.

These networks were later used in the comparative assessment of alternative strategies. Strategy-specific demand forecasts for the auto mode and the transit mode were generated by each pair of networks. A range of system wide parameters, resulting from the assignment of these forecasts to the alternative strategies, formed the basis of the comparative assessment. This work is documented in a subsequent report.

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2.0 INTRODUCTION

2.1 PURPOSE OF REPORT

This report is the third in a series of reports produced by the Transportation Systems Design Department relating to the City of Edmonton's Transportation System Plan. The first report, entitled "Transportation System Plan Summary", highlighted all the findings and recommendations that evolved from the Transportation System Plan project. The second report, "Assessment of Future Demand", dealt with the estimation of future transportation demand in a preliminary manner, suitable for the development of alternative strategies. The purpose of this report is to document the work carried out in developing alternative strategies for dealing with the City of Edmonton's transportation problems over a 20 year planning horizon.

2.2 APPROACH

Following the methodology described in Transportation Plan Part 3, Volume I (received as information by City Council on 1977 09 08), four alternative strategies were developed for managing the city's future transportation requirements. These alternative strategies reflected different methods of dealing with future travel demand, and in addition to being as distinct as possible, were developed within a framework of technical and financial feasibility.

2.3 SCOPE AND LIMITATIONS

In developing alternative strategies, City of Edmonton boundaries as of 1979 01 01, were used as the basic study area. However, in order to account for trip interchanges outside of and across this boundary it was necessary to take into consideration some transportation facilities outside the city, even though the City would have no control over the actual implementation of any such facilities.

11

No consideration was given to development of strategies for any land use scenario which departed from the range of scenarios described in the previous report, "Assessment of Future Demand".

No consideration was given to time frames beyond 2001.

The alternative strategies were developed within a fixed financial framework which resulted from the extrapolation of past transportation capital spending trends. Operating cost was not used as a constraint on strategy development. It was however used, along with capital cost, in the evaluation process.

2.4 REPORT ORGANIZATION

This section deals with the purpose, the approach, and the scope and limitations of the report.

The first section is a summary of the development of alternative strategies.

Section 3 is a brief discussion of the full range of transportation measures that form the basis for the strategy alternatives.

The four alternative strategies, the financial framework for strategy development, and the physical descriptors of these strategies are discussed in Section 4.

Section 5 provides descriptions of all roadway and transit networks generated for each strategy. Also included in this section are the financial limitations and Investment priorities for each strategy.

The preliminary testing of alternative networks is presented in Section 6.

The appendices to this report list the components of the roadway and transit networks defining each strategy.

12

3.0 TRANSPORTATION MEASURES

The four alternative strategies to be considered were described in Transportation Plan Part 3, Volume 1, in terms of the broad philosophy within each strategy. Each strategy can be defined by a set of transportation measures which reflect the direction of the philosophy. The following section describes the full range of transportation measures which could be used to effect any given philosophy.

3.1 AVAILABLE MEASURES

3.1.1 Traffic Engineering

A wide range of construction techniques used to improve roadway and intersection capacity fall under this heading. Amongst the more common methods are: construction of grade separations where warranted; restriction of access to major arterial routes; channelization and provision of turn bays at intersections.

3.1.2 Transit Improvements

The full range of improvements to transit operating efficiency, for example:

bus priority systems (exclusive bus lanes, busways, signal

pre-emption); light rail transit; higher frequency of service; larger buses.

3.1.3 Transit Incentives

Transit incentives are measures designed to make transit more attractive.

The most common types of transit incentives include: a high level of service in terms of frequency and coverage; a timed transfer system to facilitate longer journeys; the provision of park and ride facilities in conjunction with light rail transit and busways, where appropriate.

13

3.1.4 Major New Roads

The construction of major new roadway facilities to accommodate projected future traffic volumes could also include the major upgrading of an existing facility. Minor widenings or realignments to allow for the implementation of lane controls (see 3.1.5 below) are excluded.

3.1.5 Lane Control

This technique refers to utilization of spare capacity in the off-peak direction on a roadway facility. This is performed by the reversal of off-peak direction lanes in peak hours.

3.1.6 Roadway Pricing

Roadway pricing is the application of a tariff or toll charge on use of designated roadway facilities or on circulation within a particular area, to limit the use of those roadway facilities.

3.1.7 Parking Controls

Parking controls are normally set for purposes of modifying automobile use or circulation. Typically, these controls include: restrictions on the locations of parking lots or parkades; restrictions on the capacity of parking facilities; control of on-street parking through metering or restrictions; increased parking costs for "all day" parking.

3.1.8 Traffic Management

A number of more refined traffic engineering techniques fall under the heading of traffic management. These techniques may include: one way couplet systems; restricted access areas; bus only areas; provision of pedestrian malls; optimization and coordination of traffic signal settings.

14

3.1.9 Staggered Work Hours

This broad heading includes a number of methods used to reduce peak hour transportation demand by spreading work start and finish times over longer time periods. Such methods require considerable cooperation between employers and are easier to implement where there are only a few large employers.

3.1.10 Decentralization

The concept of decentralization is aimed at redistributing demand on the transportation network as a means of alleviating pressure on high-demand facilities. Decentralization is commonly implemented through the use of zoning controls to influence redevelopment, and development of subcentres.

3.1.11 Car Pooling

This measure attempts to maximize the use of existing roadway facilities by increasing the car occupancy. rate. Common means of initiating car pooling schemes include advertising and computer matching programs.

Further encouragements, such as the sharing of bus-only facilities, priority in road pricing schemes, and parking pricing schemes are also used.

3.2 DEFINITION OF DISTINCT STRATEGIES

The first step in the process of defining the four distinct transportation strategies, was the correlation of the broad measures described above with the four strategies. Exhibit 3.1 shows this correlation. No correlation between measure and strategy is shown when the implementation of that particular measure would not be supportive of the strategy.

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As a further refinement to the correlation, the support of the measures for each of the four strategies has been identified as being either primary (P), or secondary (s) in Exhibit 3.1.

While the full range of available measures were considered to be of primary importance in the Default Strategy (which has no particular strategic direction or philosophy), the other three alternative strategies were defined by a small group of primary measures, with some secondary supportive measures.

Thus, the Transit-Oriented Strategy was primarily concerned with providing improved transit service and incentives; the Auto-Oriented Strategy was primarily concerned with providing more roadway capacity by building facilities; the Balanced Strategy was primarily concerned with providing improved transit facilities whilst also restraining the demand for major roadway facilities in conjunction with a series of "soft" measures aimed at reducing the demand for major roadway facilities.

17

4.0 IDENTIFICATION OF ALTERNATIVE STRATEGIES

This section describes the more detailed definition of the alternative strategies, in terms of priorized investment priorities. These investment priorities largely follow the policies and concepts laid down in Transportation Plan Part 1, approved by City Council on 1974 07 15.

Priorities were changed, and some rather extreme interpretations were necessary, in order to develop four distinct alternative strategies.

The financial and physical constraints within which each strategy was developed are also described. Again, the requirement for future transportation plans to be both financially and physically feasible is clearly specified in Transportation Plan Part 1.

4.1 ALTERNATIVE STRATEGIES SELECTED

4.1.1 Default Strategy

The Default Strategy was described by a series of investment policies that were a continuation of past and current policies, lacking any clearly defined long-term strategic goals. These policies were not implemented as part of an overall transportation plan in co-ordinated steps.

The advantages of this strategy were:

1.

Maximization of resources allocated to the solution of short-term transportation problems.

2.

Minimization of resources spent on planning and protection of options for future transportation facilities.

The fundamental disadvantage of this strategy was that it provided no framework for dealing with long-term problems on a city-wide basis.

18

The Default Strategy assigned the highest investment priority to the extension of the arterial roadway system into newly developing residential and industrial area. The second priority was the completion of the truck route loop. Third was the extension of the LRT system south to Millwoods. Fourth in importance was the upgrading of radial routes such as Calgary Trail and 97 Street. Fifth was the implementation of a major north-south roadway corridor connecting Calgary Trail to Castledowns via Downtown. The last investment priority was to allocate the remaining funds to roadway improvements in other areas of capacity deficiency.

4.1.2 Auto-Oriented Strategy

The Auto-Oriented Strategy allocated the majority of transportation investments to the provision of the highest possible level of service for the private automobile, whilst maintaining the minimum reasonable level of investment in transit facilities and service.

The advantages of the Auto-Oriented Strategy were as follows:

1.

The continued investment in major roadway facilities would maximize past investments in roadway construction, and continued usage thereof.

2.

Whereas accidents are caused in part by congestion and sub-standard road design, improvements in road design and capacity would diminish the incidence of accidents caused by these conditions.

3.

Increased roadway capacity could be shared by transit vehicles as well.

The disadvantages of this strategy were:

1.

The initial stages of the roadway construction would inevitably require property acquisitions, with obvious social and economic impacts.

2.

Construction of new roadways would reinforce the use of the private automobile, encouraging non-essential trips and attracting choice trip makers to the automobile mode.

19

3.

The road construction program would likely initiate a costly series of secondary expenditures, such as parking facilities and environmental protection measures.

The highest priority in the development of the Auto-Oriented Strategy was the provision of a free flow, limited access Inner Ring Road around the central business district. Second in priority was the upgrading of radial roadways connecting this Inner Ring Road to suburban areas.

Third was the completion of the truck route loop. Fourth in importance was the extension of the arterial network into newly developing areas.

Finally, the remaining funds were invested in an LRT extension to the University of Alberta, being the second most important trip generator in the City.

4.1.3 Transit-Oriented Strategy

The Transit-Oriented Strategy attempted to accommodate future demand by providing a high level of public transit service, while deliberately ignoring the demand for roadways in the inner city, i.e., inside the truck route loop (170 Street - Yellowhead Trail - Highway 16A/14 Whitemud Freeway). A high proportion of transportation expenditures were therefore allocated to high capacity transit facilities and high operating standards, eg. frequency of service, route coverage, off-peak services etc.

The advantages of this strategy were:

1.

Provision of an extensive integrated LRT and bus network would allow for deep penetration of bus routes into residential and commercial areas, and also allow for transfers from bus lines to higher capacity LRT lines.

2.

The use of buses in conjunction with LRT would ensure future route flexibility.

3.

Transit systems cause a minimum of environmental and social intrusion, especially where facilities are located in existing rights-of-way.

20

The disadvantages of the Transit-Oriented Strategy were:

1.

Bus systems are labour intensive and therefore have high operating costs.

7.

In the inner city (as defined above), buses would have to compete for scarce roadway capacity with private vehicles, to the detriment of the operation of both.

3.

LRT systems are inflexible in that once corridors and stations are built, it becomes difficult to move them. During periods of low demand, these systems become cost-inefficient.

The first priority of the Transit-Oriented Strategy was to develop a full LRT system as recommended in the 1977 Rapid Transit Extension Study. The second priority was to extend the arterial roadway system into newly developing areas. Third in importance was the completion of the truck route loop. Fourth was the upgrading of radial roadways such as 97 Street and Fort Road. Finally, remaining funds were allocated to roadway improvements in areas of capacity deficiency.

4.1.4 Balanced Strategy

The Balanced Strategy attempted to accommodate the future travel demand by making coordinated investments in transportation facilities.

The intent of this strategy was to encourage people destined to the central area to use public transit, and to discourage trips through the CBD for non-CBD destinations, while maintaining proper levels of accessibility for industrial areas.

The advantages of the Balanced Strategy were:

1.

The extensive transit network would provide good access into the central business district.

2.

The imposition of long-term employee parking restrictions in the downtown area along with the good transit service would discourage auto usage in the central area.

21

3.

The provision of a hierarchy of ring roads would serve to segregate cross town trips from radial CBD-bound trips and divert them to the ring routes, thereby alleviating congestion problems on radial facilities.

4.

The Balanced Strategy forms a logical "stepping stone" from the autooriented philosophy of the past to the inevitable transit-orientation of the future as Edmonton grows beyond the foreseeable population levels. It affords the opportunity for travel habits and behaviour to be modified in an orderly manner over time. It avoids the social strains and likely adverse impacts on the growth strategy of the G.M.P. that would otherwise be experienced.

The disadvantages of the Balanced Strategy were:

1.

Bus systems are labour intensive and therefore have high operating costs.

2.

LRT systems are inflexible in that once corridors and stations are built, it becomes difficult to move them. During periods of low demand, these systems become cost-inefficient.

3.

In practice it may be difficult to apply effective long-term employee parking restrictions in the downtown.

The first investment priority of the Blanaced Strategy was to develop a high capacity LRT and busway system focused on the downtown.

The second priority was to implement traffic management measures in the downtown area, including an inner distribution facility for bypassing and accessing the downtown. Third in importance was the upgrading of radial roadways, making extensive use of lane controls. The completion of the truck route loop and upgrading of other secondary ring routes was the fourth priority. Fifth was the extension of the arterial roadway network into developing areas, and finally long-term employee parking restrictions were imposed on the downtown area.

22

4.2 FINANCIAL CONSTRAINTS

4.2.1 Financial Resources for Transportation Facilities

An upper limit to the total capital expenditure on transportation facilities in Edmonton to the year 2001 was estimated, and used as an upper limit to the capital that could be used by any one of the four strategies.

The annual maintenance and operating cost of the alternative strategies, as defined by the specific networks, was calculated and used as part of the comparative analysis documented in the subsequent report "Assessment of Alternative Strategies", in addition to the comparative capital cost of the alternatives.

In order to evaluate and compare the various strategic alternatives, it was necessary to formulate a specific set of transportation network improvements for each strategy. Without the financial framework for implementation of these improvements, i.e., capital expenditure on construction, it would have been extremely difficult to select and justify specific facilities.

4.2.2 Estimation of Future Capital Expenditures

The estimates of capital expenditures on transportation projects in Edmonton up to the year 2001 were prepared in 1977. The initial step was to formulate projections of total municipal capital expenditures.

By examining cost trends, three levels of total municipal capital expenditure were identified. These three levels represented low, medium and high capital expenditure rates that were observed in the years 1967 to 1977. Therefore, for each level of total municipal capital expenditure a corresponding transportation capital expenditure was determined.

However, since transportation services might assume various degrees of priority in the total municipal budget, three levels of transportation capital expenditure were identified for each level of total municipal capital expenditure.

23

The specific levels of municipal capital expenditure and transportation capital expenditure that were identified are discussed in the following sections.

4.2.3 Total Municipal Capital Expenditure

As shown in Exhibit 4.1 capital expenditure on all municipal services excluding utilities was relatively modest in the period prior to 1974.

From 1974 to 1977, capital expenditure rose sharply to a high of $412.00 per capita as expressed in 1977 dollars. Estimates of municipal capital expenditure for the period 1978 - 1982 were prepared by Corporate Policy Planning Office in 1977. These estimates anticipated a decrease in the per capita capital expenditure on municipal services from a high of 8412.00 in 1977 to just under $200.00 per capita in 1982.

Three levels of total capital municipal expenditure were anticipated for the period 1983 to 2001. The high level of capital expenditure experienced in the mid 70's could prevail and would amount to a per capita expenditure of $250.00 in constant 1977 dollars. On the other hand, capital expenditure could assume very modest levels, as was experienced prior to 1974. The corresponding per capita figure would be $150.00. These two figures represented the extreme ends of the spending spectrum. A more likely level of expenditure would be $200.00 per capita for the period 1983 to 2001, in constant 1977 dollars.

4.2.4 Total Transportation Capital Expenditure

The priority assigned to Transportation Services in municipal budgets has varied considerably since 1967. In the late 60's, transportation expenditure had a high priority and accounted for 60% of the total municipal budget. During the mid 70's, transportation related expenditures decreased sharply in importance and accounted for only 30% of municipal capital budget. The same wide range in the priority assigned to transportation services can be expected to occur in future years, with an average medium priority of 45% of the municipal budget.

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25

As was mentioned earlier, three levels of municipal capital spending were identified. For each level of municipal expenditure, three levels of transportation capital expenditure were identified to reflect the different priorities that transportation services might assume. This is illustrated in Table 4.1.

Table 4.1

PROJECTED ANNUAL TRANSPORTATION CAPITAL EXPENDITURE (1977 DOLLARS) PER CAPITA, 1983 - 2001 Transportation Priority

Total Municipal Spending High

Medium

Low

112.50

75

High

250

150

Medium

200

120

Low

150

90

90

60

67.50

45

In light of past expenditure trends, it was anticipated that transportation capital expenditures for the years 1983 to 2001 would be a function of a medium level of municipal capital spending, and be based on a mediuth level of priority for transportation services.

The estimates of municipal capital expenditure provided by the Corporate Policy Planning Office were based on 1977 dollars. The costing of alternative transportation networks was conducted in 1979 and hence in 1979 dollars. Therefore, the projections of transportation capital expenditure were normalized to 1979 base dollars, assuming 8% per annum cost inflation between 1977 and 1979, as per CPPO guidelines in 1977.

Total transportation capital expenditure for the period 1981 - 2001 was then estimated at $1.4 billion in 1979 dollars, based upon a 2001 city population of 666,000 as projected in 1977.

26

4.2.5 Investment Splits by Strategy and by Network

The Default Strategy used an average apportioning of funds as experienced in recent years between roadway and transit facilities. The year 1974 was an example for such an average expenditure. In an average year such as this, 40% of the annual capital transportation expenditure was on transit related items while the remaining 60% was spent on roadway facilities.

In the Auto-Oriented Strategy, expenditure allocated to roadway facilities was determined by the average level of expenditure on roadways prior to the implementation of the Northeast LRT line in 1974. The roadway system capital allocation therefore amounted to 85% of total transportation capital expenditure; the transit system was allocated 15%.

In the Transit-Oriented Strategy, 65% of total transportation capital expenditure was allocated to transit while 35% was allocated to roadway construction. This allocation of funds between transit and roadways was determined by examining relative levels of investment during construction of the Northeast LRT in the mid 1970's.

The financial allocations of the Balanced Strategy were not specified at this stage, as there was no historical data upon which to base such an estimate. Table 4.2 illustrates the investment splits for the alternative strategies by type of network.

Table 4.2

INVESTMENT SPLIT BY STRATEGY AND BY NETWORK

TRANSIT

ROADWAY

Default

40

60

Auto-Oriented

15

85

Transit-Oriented

65

35

Balanced

Not specified

27

4.2.6 Projections of Likely Transportation Capital Expenditure

The projections of likely transportation capital expenditures between 1981 and 2001 in 1979 dollars, broken down by type of network, are shown for each alternative strategy in Table 4.3.

Table 4.3

TOTAL CAPITAL EXPENDITURE BY STRATEGY AND BY NETWORK .(l979 DOLLARS, BILLIONS) 1981 - 2001

Expenditure ($ Billion) Strategy

Transit

Default

0.56

0.84

1.4

Auto-Oriented

0.21

1.19

1.4

Transit-Oriented

0.91

0.49

1.4

Balanced

Not specified

Roadway

Total

1.4

The average annual capital cost of $70 million (1979 dollars) is considered reasonable as a commitment to the upgrading of the roadway and transit networks though further capital investments will be devoted to major maintenance items.

It is assumed that changes in funding levels (from taxes and grants) will keep pace with the cost escalation of land acquisition, construction and operation of roadway and transit projects.

Some allowance is built in to accommodate financing of projects during construction, prior to opening to traffic or revenue service. Care must be taken to avoid comparing "future" dollars on a project by project basis with these forecasts of capital needs using constant 1979 dollars.

28

4.3 PHYSICAL CONSTRAINTS

4.3.1 Requirement for Physical Feasibility

The development and evaluation of alternative strategies required accurate simulation of the physical components and configurations of the networks that were proposed. In order to arrive at any meaningful conclusions about network performance it was necessary to ensure that all the facilities included in the various strategies were in fact technically and physically feasible. The feasibility of the various network components was determined through various preliminary functional planning studies carried out at 1:5000 scale. These initial studies also provided rough capital cost estimates and land acquisition cost estimates for the various facilities.

4.3.2 Preliminary Testing of Alternatives

When cost estimates and physical and technical feasibility were finalized, various roadway and transit networks were built for each of the four strategies. Where alternative networks within a strategy were developed, preliminary testing of these alternatives was carried out, to identify the preferred alternative.

The procedure for testing the alternative networks involved the loading of a trip table on to the networks and the review of system-wide performance parameters. The performance parameters used to evaluate the various networks included items such as the number of vehicle miles, the number of vehicle hours, and average vehicle speed.

4.4 PHYSICAL DESCRIPTORS OF ALTERNATIVE STRATEGIES

In order to simulate any existing or proposed roadway or transit network, it was necessary to develop models to represent the various transportation strategies. The most common types of models used to describe transportation networks are both graphical and mathematical in form. The graphic component of the model consists simply of a schematic

29

representation of all the components of the transportation network, i.e., location, configuration and distribution of land use concentrations, roadways and transit routes. On the other hand, the mathematical component of a transportation model describes in more rigorous algebraic terms the various interrelationships between the above network components.

The following sections describe the input parameters required for the graphical and mathematical representations of the various networks that were built.

4.4.1 Networks

At least one roadway network and one transit network were built for each of the four alternative transportation strategies. Table 4.4 indicates the number of network alternatives that were generated by strategy and by type of network.

Table 4.4

NETWORKS BUILT BY STRATEGY AND BY TYPE

Network

Transit

Roadway

Default

1

1

Auto-Oriented

1

1

Transit-Oriented

3

I

Balanced

1

3

Strategy

4.4.2 Roadway Network Components

The fundamental components of any roadway network are:

a)

traffic zones

b)

zone centroids

c)

nodes

d)

connector links

e)

arterial links

30

The initial step in the definition of roadway and transit networks was to assign a zone centroid to each one of the traffic zones used to define the land use scenario (see "Assessment of Future Demand", Section 2.0).

The zone centroid acted as a point source for all land use activity occuring in any given zone. Each arterial intersection in the roadway network was represented by a node. The zone centroids were connected to the roadway network nodes by line segments known as a connector links.

A connector link is simply a linear representation of the local and collector system that ties into the arterial system. In order to ensure that each zone was tied into the roadway network, at least one connector link was provided from each zone. This standard, if adhered to strictly, would simulate only one access orientation for a zone. It was therefore better wherever possible, to provide more than one connector link to represent the multitude of access orientations which actually exist in a roadway network. Lastly, the nodes were then joined by line segments known as arterial links, representing segments of the actual arterial roadway network. The above described elements provide a full graphic representation of a roadway network.

The mathematical formulation of a roadway network requires that each element of the network be assigned a unique code to identify it.

Consequently, each zone centroid and each node in the system were assigned a unique number. Thus a one-to-one correspondence was established between each zone number and a location and specific land use configuration. Similarly, each node number was synonymous with a specific network location.

The above named variables only describe the locational characteristics of a roadway network. In order to describe the operational characteristics of a network it was necessary to assign level of service variables to each link in the network. Thus, the roadway network was described by a complete link description for every link in the network. A complete link file would contain the following information:

31

- Link location given by:

- street name - named of cross streets fotming link end points - nodes forming link end points

- Link characteristics given by:

- link length in miles - link speed in miles per hour - level of Service "E" capacity in vehicles per hour

- Traffic control information:

- percent right turns, percent left turns, percent through traffic, signal cycle length in seconds

- Geometrics of link at the downstream intersection:

- left turn bay, exclusive left, left turn option, through only, right turn option, exclusive right, right turn bay, right turn cut-off, right/left/through option or left/right option

- Miscellaneous link information:

- link direction - jurisdiction; ie. location by area of City (Exhibit 4.2) - number of bus lanes - parking code: no parking, parking on one side or both - truck route designation; ie. 24 hour truck route, day time truck route or non truck route - year of implementation of link if not already in existence

4.4.3 Transit Network Components As with roadway networks, transit networks consist of traffic zones, zone centroids, connector links, nodes and transit links. The nodes of the transit network do not represent street intersections but rather,

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they indicate transit stops and transit terminals. In contrast to roadway links, transit links define all rights-of-way in which transit vehicles are able to operate. They Include most arterial roadways, collector roads within subdivisions and those rail rights-of-way that are relevant to the operation of light rail transit. The traffic zones and centroid numbering system used in the transit networks were identical to the ones used in the roadway networks. Since transit nodes did not coincide with roadway network nodes, they were assigned a different numbering system.

Another feature of transit networks which was not

common to the roadway networks was the fact that transit vehicles operate on specific routes only. For that reason, the simple link file to describe a transit network was not sufficient. It was necessary to provide route descriptions for each bus line or LRT line that operated in the transit network. Route descriptions were recorded in a line file listing the sequence of transit nodes which occurred on a given transit route.

Together, the link and line files provided a complete mathematical description of a transit network. The line file defined the paths or routes which transit vehicles followed, whereas the link file provided information on the operating characteristics on these routes.

A complete transit link file would contain the following information:

- Link characteristics in both directions for three time periods:

- link length in miles - link speed in miles per hour - link travel time in minutes

- Miscellaneous link information:

- transit mode, bus, 1, 2 or 3 car train - link direction - link identification - node number at both ends of link

34

A complete transit line file would contain the following information:

- Line characteristics:

- vehicle headway in minutes for four time periods - maximum allowable headway in minutes to provide minimum service - line description, based on links, from start node to end node

- Miscellaneous line information:

- transit mode - transit line number - line direction

35

5.0 DEVELOPMENT OF ALTERNATIVE STRATEGIES

This section describes the philosophies, investment priorities and major facilities in each of the transportation strategies that were developed.

It should be stressed that each alternative strategy was conceived and developed as a fully-integrated transportation system, comprized of the two major components - a roadway and a transit network. Networks are not interchangeable between strategies.

5.1 THE DEFAULT STRATEGY

5.1.1 The Default Roadway Network

The Default Strategy was merely a continuation of past and current plans and policies, lacking clearly defined long-term strategic goals.

Therefore it did not provide any strategic constraints on network configuration and performance. As was previously shown, about 840 million dollars (1979 dollars) was available for capital roadway expendi- ture in the Default Strategy.

In the absence of overall strategic guidelines the investment priorities of the Default roadway network were determined by an assessment of current investment priorities and perceived future roadway deficiencies.

The roadway priorities, in descending order of importance were:

1.

Extension of the arterial roadway system into developing areas.

2.

Completion of the truck route loop.

3.

Extension and upgrading of existing radial routes.

4.

Construction of a major continuous north/south corridor.

5.

Local improvements.

36

The above investment priorities led to the development of a roadway network which contained the following major features:

- extension of Capilano Freeway to the Yellowhead Trail - extension of Whitemud Drive to 34th Street - completion of Yellowhead Trail from 178 Street to Beverly Bridge - extension of Manning Freeway to Yellowhead Trail - a six lane MacKinnon Ravine Roadway - widening of Quesnell Bridge - downtown couplet system on existing streets - upgraded 97th Street radial route - a major north/south crosstown route, Calgary Trail to Castle Downs - 112 Avenue widening from 101 Street to Capilano Freeway

A complete list of all the Default roadway network components along with corresponding capital costs is given in Appendix A. Exhibit 5.1 shows the network configuration. The total cost of the built Default roadway network was estimated at $803 million.

5.1.2 The Default Transit Network

The ceiling on Default capital transit expenditure was set at 560 million dollars (1979 dollars). The Default transit network was a passive option in which improvements were only developed to overcome identified local deficiencies. In terms of overall priority within the Default Strategy, the transit network was only third in importance.

The transit network included the northeast LRT line extended to Clareview, and supported by a network of bus routes and transit centres. South of the River, an LRT line to Millwoods via the CPR right-of-way was included.

Again the supporting bus network was a function of LRT alignment.

This transit network had a vehicle fleet of 750 surface buses and 70 LRT vehicles, along with 17 major and minor transit centres. A detailed list of specific bus and LRT routings is provided in Appendix A. Exhibit 5.2 illustrates the network features. The total capital cost of this network including vehicles, was estimated at $403 million.

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5.2 THE AUTO-ORIENTED STRATEGY

5.2.1 The Auto-Oriented Roadway Network

The limit of capital expenditure on the roadway component of the AutoOriented Strategy was estimated at 1.19 billion dollars. This represented 85% of the total transportation capital budget. The philosophy of the Auto-Oriented Strategy dictated the design of a roadway network which encouraged the use the private automobile, providing the highest possible level of service on the arterial roadway network, particularly for access to the downtown area.

Therefore, the roadway investment priorities were:

1.

Construction of a free-flow grade-separated Inner Ring Road in the downtown area

2.

Upgrading radial routes

3.

Completion of ring routes

4.

Extension of the arterial roadway system into developing areas

The Auto-Oriented roadway network evolved as a direct product of the above-noted strategic goals and investment priorities. The total cost of the network was estimated at $1.17 billion. A complete list of all network elements is given in Appendix B, while Exhibit 5.3 shows the network configuration. Following is a list of the most important features of the Auto-Oriented roadway network:

- a 4 lane Inner Ring Road - complete Parkway Ring Road - Fort Road Radial upgraded

40

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- 98 Avenue Radial upgraded - 107/106/105 Street Radial - Calgary Trail Radial - a six lane MacKinnon Ravine Roadway - extension of 122 Street from Fox Drive to University Avenue - 119 Street Radial - upgrading the truck route loop - extension of arterial roadways into developing area - Capilano extension to Yellowhead Trail - 112 Avenue widening from 101 Street to Capilano

5.2.2 The Auto-Oriented Transit Network

It was estimated that approximately 210 million dollars would be allocated to transit capital in the Auto-Oriented Strategy. This represented about 15% of the total transportation capital budget.

The transit network consisted•of a northeast LRT line to Clareview with a southerly extension to the University of Alberta. In the northeast corridor, the surface bus routes would be complementary to the LRT line.

In non-LRT corridors, extensive express bus service would be provided to the CBD, making use of the expanded roadway capacity that would be available. In off-peak hours, only the minimum level of service would be provided in all areas of the City. The fleet requirements for this transit system were 833 surface buses and 36 LRT vehicles, with 12 transit centres being required. A complete description of all network components and route descriptions is given in Apppendix B. Exhibit 5.4 illustrates the major routes.

The cost of the above-described network was estimated at $282 million.

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5.3 THE TRANSIT-ORIENTED STRATEGY

5.3.1 The Transit-Oriented Roadway Network

The Transit-Oriented roadway network was merely a down-graded Default roadway network. Only the most basic roadway requirements were provided under the Transit-Oriented Strategy. The $490 million capital expenditure allocation was a minimum amount which set an upper limit on transit capital expenditures.

The major features of the Transit-Oriented roadway network were:

- a completed truck route loop - upgrading of 97th Street Corridor - construction of 107/106/105 Street Radial from Yellowhead Trail - extension of arterials into developing areas - project UNI - upgrading of Fort Rpad from Yellowhead Trail - 153 Avenue - extension of Capilano Freeway from 118 Avenue to Yellowhead Trail - 112 Avenue widening from 101 Street to Capilano

A complete listing of roadway network components in the Transit-Oriented Strategy is given in Appendix C, while Exhibit 5.5 shows network configuration. The total cost of the Transit-Oriented roadway network was estimated at $515 million.

5.3.2 The Transit-Oriented Transit Networks

In this strategy the emphasis was placed on the transit system, with major expansion of LRT and bus facilities. Three possible networks were developed, with different LRT/busway alignments for the western half of the City.

44

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45

5.3.2.1 Alternative I: Full LRT

The first transit network alternative was characterized by a City-wide LRT system consisting of the northeast line to Clareview, a northwest line into Castle Downs teLminating at 153 Avenue and 113A Street, a west LRT line along 107 Avenue to Jasper Place, and south lines to Millwoods, University Farm, and the Kaskitayo Town Centre. The bus system was expanded and re-oriented to serve newly developed areas as well as to complement the LRT network. This alternative required ten transit centres and a fleet of 562 surface buses and 114 LRT vehicles. Exhibit 5.6 shows the major elements of this transit network alternative while Appendix C provides full network description. The total cost of this network was estimated at $596 million.

5.3.2.2. Alternative II: Minimum LRT

The second network alternative consisted of an LRT system which was a scaled-down version of the one described in Alternative I. The northeast line to Clareview, the south line to Millwoods and the south LRT line to the University Farm remained unchanged in this alternative. However, the south LRT extension to the Kaskitayo Town Centre was omitted, while the northwest line to Castle Downs was shortened, as it was terminated at 153 Avenue and 127 Street.

As an alternative to an LRT line to the west end, this alternative provided for a busway to be built in the MacKinnon Ravine Corridor. To the south, the Kaskitayo Town Centre would be serviced by surface buses operating in conjunction with the south LRT line to Millwoods. Exhibit 5.7 illustrates this network alternative and Appendix C provides a complete list of all routes.

The fleet requirements for this alternative were 629 surface buses and 90 LRT vehicles with a requirement for 7 transit centres. The total cost of this network was estimated at $536 million.

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Plan

TRANSIT-ORIENTATED STRATEGY TRANSIT NETWORK - ALT. I (FULL LRT) transportation system plan

transportation system plan

EXHIBIT 5.6

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47

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monton

Ed

s • ortation system plan

TRANSIT-ORIENTATED STRATEGY TRANSIT NETWORK - ALT. II (NINSIUM LRT) trans • ortation system plan

trans ortation system p an

t s

EXHIBIT 5.7

yiel d tuai sifs uon es io• sue.t

BUS ROUTING

48

5.3.2.3 Alternative III

The third transit network built was very similar to the second alternative. It included the northeast LRT line to Clareview, the south LRT line to Millwoods, and the northwest LRT line to Castle Downs terminating at 153 Avenue and 127 Street. Service to the west end differed in this alternative from all the previous ones. The University LRT line of Alternative II was truncated at 87 Avenue and extended westward along 87 Avenue, across the River and terminated at the West Edmonton Mall. The MacKinnon Corridor busway was eliminated from this alternative, as it would be in competition with the west end LRT line. The surface bus system in this network was very similar to all others, but differed in west end route configurations due to the presence of the LRT line.

The fleet requirements for this network were 569 surface buses and 102 LRT vehicles. The number of transit centres required for this alternative was estimated to be nine. Exhibit 5.8 illustrates the major components of this alternative while Appendix C provides a complete description of all bus and LRT routes. The total capital cost of this network was estimated at $560 million.

5.4 THE BALANCED STRATEGY

5.4.1 The Balanced Roadway Networks The primary aim of the Balanced roadway network was to provide appropriate roadway facilities to manage future travel demand on the arterial roadway system, whilst encouraging the effectiveness of transit as a preferred mode for CBD - oriented trips. Three roadway network alternatives were generated, incorporating a number of mechanisms for reducing vehicular movements into the downtown area, to complement the encouragement of transit usage into the central area.

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trans ortation system plan

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EXHIBIT 5.8 trans ortation s stem plan

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BUS ROUTING

50

A capital expenditure ceiling for the Balanced roadway network was not identified. However, the financial limitations on both transit and roadway capital expenditure were set at a maximum of $1.4 billion from 1981 to 2001.

5.4.1.1 Alternative I - Passive Management of Auto Demands

The first version of the Balanced roadway network included few features directly managing auto demand, and relied more heavily on transit incentives built into the transit network.

The major features of this alternative were:

- a six lane tidal flow (4 + 2) MacKinnon Ravine Roadway and Busway - a downtown distribution system consisting of one way couplets on existing streets and a new river crossing at 95 Street - completion of the truck route loop - construction of radial routes such as 119 Street and 107/106/105 Street - Project UNI Stage II - upgrading of Fort Road from the Yellowhead Trail to 153 Avenue - extension of Capilano Freeway from 118 Avenue to Yellowhead Trail - extension of the arterial network into newly developed areas

The city-wide network is illustrated in Exhibit 5.9, and listed in Appendix D. The complete network was estimated to cost $762 millions of 1979 dollars. The details of the downtown network are shown on Exhibit 5.10.

There are strong similarities between this network and the Transit-Oriented Roadway network. The major differences between these two alternatives lie in the designation of the Downtown distribution system and in the upgrading of roads feeding this facility.

51 trans ortation s stem plan

trans ortation s stem plan

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NEW CONSTRUCTION, UPGRADING , AND TRAFFIC MANAGEMENT FACILITIES AS EXISTING

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ori 1:

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BALANCED STRATEGY ROADWAY NETWORK - ALT. I

EXHIBIT 5.S

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53

5.4.1.2 Alternative II - Management of Auto Demands By Traffic Management

This alternative was identical to the first in all areas except the downtown, where stronger mechanisms were introduced. Whereas the first alternative relied on a downtown distribution system to divert through trips, this second alternative made extensive use of lane management techniques to achieve modifications to the choice of route patterns accessing and crossing the downtown area. The following features were used:

1.

Stony Plain Road/104 Avenue Lane Management:

From 142 Street to 122 Street, 3 + 1 tidal flow.

From 122 Street to 109 Street, widening to five lanes to allow for 3 + 2 tidal flow with dual right turns on to 109 Street southbound.

2.

101 Street Lane Management:

From 118 Avenue to 104 Avenue, widening to five lanes to allow for 3 + 2 tidal flow.

3.

Connors Road Traffic Management:

From 85 Street to 95 Street: peak direction bus lane plus a 2 + 1 tidal operation; intersection modifications at 90 Avenue and Connors Road.

4.

105 Street/River Road Grade Separation; no turning movements allowed.

5

Rossdale Road/97 Avenue Grade Separation; no turning movements allowed.

6.

109 Street at the CN tracks: complete reversible tidal operation.

7.

Dawson Bridge: complete reversible tidal operation.

54

8.

South Approach Ramps at Capilano Freeway and 106 Avenue.

9.

114 Street/University Avenue diamond interchange.

10. 111 Avenue/Groat Road diamond interchange.

11. Bellamy Hill Lane Management: 3 + 1 tidal operation.

12. Project UNI.

The details of the downtown network are shown in Exhibit 5.11. In all other areas, the network was identical to Alternative I. A detailed listing was therefore not prepared. It was estimated that the capital cost of this alternative would not be significantly different from the cost of Alternative I - $762 millions of 1979 dollars.

5.4.1.3 Alternative III - Auto Demand Management by Physical Road Closure

The third alternative incorporated a number of specific roadway link deletions as a means of managing vehicular traffic through and within the downtown. The following roadway links were removed from the network:

1.

All north-south roadways east of 109 Street and west of McDougall Hill, between Jasper and 100 Avenues. (It was assumed that 105 Street south would have access to parking for downtown zones immediately north of this division).

2.

All east-west arterials south of the CNR tracks and north of the top-of-bank, between 101 Street and 100 Street.

These roadway deletions created three distinct downtown cells which only had a limited number of access points as shown in Exhibit 5.12. Note that this network alternative was identical to the two previous ones in all the areas outside the downtown, and therefore a detailed listing

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was not prepared. It was estimated that the capital cost of this alternative would not be significantly different from the cost of Alternative I - $762 millions of 1979 dollars.

5.4.2 Other Auto Demand Management Measures

The above three roadway network alternatives relied on network modifications as a means of managing central area traffic. This is the most direct method of altering the operational characteristics of a roadway network.

Other management measures include roadway pricing, by means of toll charges or supplementary licenses for the use of specific facilities or entry into a restricted area, and increased parking prices. Both these techniques are intended to discourage the use of automobiles to access the restricted area. Roadway pricing is considered to be impractical in Edmonton in the short or mid-term. However, increased parking prices in the downtown area were built into the Balanced Strategy, in addition to the physical network design, in an effort to reduce the demand for longterm employee parking and hence the demand for auto access into the downtown. This was effected by increasing the parking cost component of the modal split calculations for the downtown zones by about 50%.

5.4.3 The Balanced Transit Network

The Balanced transit network reflected the strategic goals of providing a high level of transit service to all areas of the City, with a particular emphasis on downtown-oriented routes.

The transit network was centered around an extensive LRT system serving the northeast, the north and northwest as well as the south. Specifically, the LRT lines extended to Clareview in the northeast, to Castle Downs in the north, as well as to Millwoods and to Malmo in the south. In conjunction with this LRT system, a MacKinnon Ravine busway was provided to serve the west end. The remaining surface bus routes provided feeder service from outlying areas to LRT terminals or transit centres. Ten transit centres were required. The major features of the Balanced transit network are illustrated in Exhibit 5.13 while a detailed listing of network components is given in Appendix D.

58

trans ortation s stem plan

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EXHIBIT 5.13 trans • ortation s stem plan

e d tual s s u onej.w.sue.'

BUS ROUTING

59

The transit networks of the transit-oriented (Alternative I) and the balanced strategies are very similar. The major difference lies in the treatment of the West End Corridor. In the former network an LRT line is assumed where in the latter a busway is provided.

The fleet requirements of this transit network were 588 surface buses and 90 LRT vehicles. The total cost of this network was estimated at $533 million.

5.5 ACTUAL CAPITAL INVESTMENT BY STRATEGY

The financial resources likely to be available for capital investment in transportation facilities between 1981 and 2001 are shown in Table 4.3 broken down by alternative strategy and by type of network. The total amount of $1.40 billions of 1979 dollars was obtained from an average projection of total municipal capital expenditures, and an average level of investment in transportation capital.

The estimated capital costs of the networks developed to represent the alternative strategies are shown in Table 5.1 along with the split of costs between roadway and transit networks.

TABLE 5.1 ESTIMATED CAPITAL COSTS BY STRATEGY AND NETWORK TYPE (BILLIONS OF 1979 DOLLARS)

NETWORK TYPE

TOTAL

STRAlEGY

ROADWAY

Default

0.803

66.6

0.403

33.4

1.206

Auto-Oriented

1.170

80.6

0.282

19.4

1.452

Alternative I

0.515

46.4

0.595

53.6

1.111

Alternative II

0.515

49.0

0.536

51.0

1.051

Alternative III

0.515

47.9

0.560

52.1

1.075

0.762

58.8

0.533

41.2

1.295

TRANSIT

ESTIMATE

Transit-Oriented

Balanced

60

The total estimated cost of the Default Strategy was some 14% below the upset constraint of $1.4 billion. This represents, an annual investment per capita of approximately $78 millions in 1977 dollars, which would place the Default Strategy in the low to medium priority range for transportation investments, as shown in Table 4.1. This was interpreted as being consistent with the general default philosophy.

The Auto-Oriented Strategy was estimated to cost approximately 4% more than the upset constraint. This was considered to be well within the noLmal limits of estimating error, and was therefore considered to be acceptable.

The estimated capital costs of the three transit network alternatives in the Transit-Oriented Strategy were consistently well within the upset constraint. The range of values of the annual investment per capita for this strategy was $68 to $71 in 1977 dollars. This would place the strategy in the low to medium priority range shown on Table 4.1, but still- well within the total possible range of capital investmentConsideration was given to adding further facilities to the transit networks, so as to raise the level of capital investment to the upset limit. However, the networks were considered to represent a reasonable level of physical development for the planning horizon. Furthermore, the provision of extra transit facilities merely to expend "available" funds was considered to be in conflict with the strategic philosophy: in the early 1970's one of the arguments presented in favour of the initial Northeast LRT line was that it was considerably less expensive to construct than roadway alternatives.

The Balanced Strategy was estimated to cost 7% less than the upset constraint. This was considered to be within the normal limits of estimating error and was therefore considered to be acceptable.

61

6.0 PRELIMINARY TESTING OF ALTERNATIVE NETWORKS

Only one roadway and one transit network were developed for the Default and the Auto-Oriented Strategies. However, three alternative transit networks had been developed for the Transit-Oriented Strategy, and three alternative roadway networks had been developed for the Balanced Strategy. In order to identify the most appropriate network to use in each case, preliminary testing of these alternative networks was carried out.

6.1 METHODOLOGY

The preliminary testing was carried out on a system-wide basis, rather than a local basis. Auto and transit trip tables derived from the application of land use Scenario A for 2001 to the 1981 existing and committed networks (see "Assessment of Future Demand") were assigned to the alternative networks, and system-wide parameters obtained. Thus this testing did not reflect the variations in modal split that would be generated in the full testing of alternative strategies. This was a perfectly valid procedure, as only alternative networks within strategies were being compared. The full assessment of alternative strategies was carried out later, using individually generated trip tables which were therefore fully reflective of the likely modal split generated by each alternative strategy.

6.2 BALANCED STRATEGY, ROADWAY NETWORK ALTERNATIVES

System-wide parameters for the perfolmance of the three alternative roadway networks developed for the Balanced Strategy are shown on Exhibit 6.1. As the only differences between the three alternatives were in the downtown area, more detailed parameters for jurisdiction 1 (the downtown, see Exhibit 4.2) are also shown.

62 trans • ortation s stem plan transportation system plan

trans ortation s stem pia"

trans ortation s stem plan

ROUNDED AVERAGE TRAVEL SPEEDS BY JURISDICTION* SPEED mph.

12 17

11

6 7

21 23 19 19

8

28

9 10 11 12 13

24 21

20

22 22 43

28 23 22 44

23 19 20 28 22 22 43

18 41

18 41

19 42

22

22

22

21

21

21

5.84

5.86

30,220

30,301

JURISDICTION 1 PARAMETERS VEHICLE MILES 19,910 20,490 VEHICLE HOURS 1,790 1,690 AVERAGE SPEED 11.45 11.78

18,870 1,710 11.04

SYSTEM AVERAGE INTERNAL AVERAGE

23 19 20

OTHER SYSTEM PARAMETERS MEAN TRIP 5.83 LENGTH (MILES) TOTAL VEHICLE HOURS

30,454

*SEE EXHIBIT 4.2

** JURISDICTIONS

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3 4 5

16 27

1 to 10 ONLY

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eirnonton trans • ortation system plan

BALANCED STRATEGY ROADWAY NETWORK - ALTERNATIVES PRELIMINARY TESTING trans • ortation system plan

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EXHIBIT 6.1

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2

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PHYSICAL CLOSURE

11 17 24

1

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TRAFFIC MANAGEMENT

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PASSIVE RESTRAINT

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63

6.2.1 System Performance

The system-wide parameters showed virtually no discernible difference between the three alternative networks. A very slight tendency to increased trip length, as the method of implementing restraint became more severe, was detected. This would be a reflection of vehicles being forced to make more circuitous trips so as to overcome the restraint mechanism.

6.2.2 Downtown Performance

The performance parameters for jurisdiction 1 (the downtown) did show some differentiation between the three networks. The vehicle miles travelled within the downtown decreased as the restraint mechanism became more severe while the system-wide mean trip length increased.

This indicated clearly that the restraint mechanisms were affecting trip patterns outside the downtown area, in proportion to their severity.

The traffic management alternative, which used extensive tidal flow measures to provide increased capacity in the peak direction at the expense of capacity in the off-peak direction (see Exhibit 5.11) resulted in the best level of service in the downtown, having the highest average speed and the lowest number of vehicle hours. The most extreme network which utilized physical roadway closures to create three limited access cells in the downtown (see Exhibit 5.12), achieved the lowest number of vehicle miles at the expense of level of service, having the lowest average speed of the three networks.

6.2.3 Other Considerations

The system-wide performance differences between the three networks were insignificant; the differences in the downtown area were not entirely conclusive. Practical considerations relating to the achievability and

64

implications of the alternatives were therefore introduced. The most extreme alternative was restraint by physical closure of roadways. To be effective this network would require adequate parking facilities in each cell to meet future demand; this may be difficult or undesirable to achieve in practice. Difficulties would also be experienced in enforcing restricted access across the cell boundaries, as emergency vehicles and buses would require that facility. Local movements, access and deliveries would also become more difficult, lengthy and expensive. Extreme pressure would be placed upon key intersections accessing the cells.

There could also be a requirement for some major changes to access arrangements and circulation in the immediate vicinity of the cell boundaries. The physical closures alternative was therefore discarded, as being too extreme, having too many potential implementation problems, and as being perhaps inappropriate for a downtown area as physically large as Edmonton's. The traffic management alternative, which used extensive tidal flow measures, was also discarded. It was considered that the wholesale application of the tidal flow technique on downtown approaches would be impractical, as the downtown area experiences a wide range of diverse trip making patterns throughout the day, and the tithes at which there is a clearly defined peak direction are rather limited.

The operation of such a system would therefore be rather difficult.

Furthermore, changing traffic patterns during the day would likely cause some difficulty in local trips and deliveries within the downtown, and could make the provision of transit priority measures more difficult.

However, it is expected that the tidal flow technique will be applied, in specific and carefully designed locations, as part of the on-going maximization of usage of existing roadways.

6.2.4 The Preferred Balanced Roadway Network

The passive auto demand management alternative (see Exhibit 5.10) was therefore carried forward as being the most appropriate roadway network for the Balanced Strategy. In the downtown area, this alternative relied

65

upon the provision and the attractiveness of a system of preferentially signalled at-grade couplets around the downtown, to provide an effective bypass for non-Central Business District bound trips. This was considered to be acceptable, as the preliminary test results were not significantly different from the more extreme alternatives, and this concept was fully consistent with the policies contained in Transportation Plan Part 1.

6.3 TRANSIT-ORIENTED STRATEGY, TRANSIT NETWORK ALTERNATIVES

System-wide parameters for the performance of the three alternative transit networks developed for the Transit-Oriented Strategy are shown in Exhibit 6.2.

6.3.1 Average Travel Time and Total Person-Hours of Travel

Alternative I (Exhibit 5.6) had the lowest average travel time, followed

by Alternative III (Exhibit 5.7). These two performed better than Alternative II (Exhibit 5.8) because of their extensive LRT systems. Alternative II, with a reduced LRT system, had to rely heavily on the bus system for transit trips originating from the west, which contributed to the higher average travel time.

The total person-hours of travel was a direct reflection of the average travel time under the constant ridership assumptions. Again, both Alternatives I and III exhibited similar total person-hours of travel.

The reliance on the bus system in Alternative II resulted a higher total person-hours of travel due to longer travel time.

6.3.2 Operating Cost Per Ride and Annual Operating Cost

The operating cost per ride and annual operating cost for the three transit alternatives were all within 77 of each other. Alternative II had the highest cost, largely attributed to its greater emphasis on the bus system, which required a larger bus fleet. The operating cost for Alternative III was marginally lower than Alternative I because of the combined west/southwest LRT line.

66

SYSTEM PERFORMANCE PARAMETERS

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trans ortation s stem •lan

trans ortation s stem plan

ALTERNATIVE 1

2

3

Average Travel Time (Mins. Per / Trip)

35.7

36.5

36.0

Total Person-Hours of Travel*

22,500

22,900

22,600

0.76

0.79

0.74

73-8

69.1

Operating Cost / Ride (1979$) Annual Operating Cost (1979 $ x 106 )**

70.6

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trans ortation s stem plan transportation system plan

* Based on 37,692 peak hour transit trips. ( All destinations )

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TRANSIT-ORIENTED STRATEGY TRANSIT NETWORK - ALTERNATIVES PRELIMINARY TESTING trans ortation s stem plan

trans ortation system plan

EXHIBIT 6.2 trans ortation s stem plan

67

6.3.3 The Preferred Transit-Oriented Transit Network

Alternative II, the minimum LRT alternative, was rejected on the basis of network performance. Although Alternative I provided a lower travel time, Alternative III had a lower operating cost. The 87 Avenue LRT corridor in Alternative III would have an undesireable impact on the river valley, as well as on all the stable low-density neighbourhoods along the corridor. Furthermore, the use of the 87 Avenue LRT corridor to extend LRT out to the west end would concentrate all LRT movements from south of the North Saskatchewan River, plus the movements from the west end, on to the High Level Bridge. This would likely create future capacity and operating problems on this extremely critical link. In addition it was considered to be poor strategic planning to predicate the downtown accessibility of a substantial portion of the City population upon one river bridge.

Therefore Alternative I (Exhibit 5.6) was carried forwarded as being the most appropriate transit network for the Transit-Oriented Strategy. It should be noted that this alternative includes the long range LRT network previously approved in principle by City Council in both 1977 and 1980.

APPENDIX A DEFAULT STRATEGY NETWORK LISTINGS

A2

DEFAULT STRATEGY - ROADWAY NETWORK

Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy* D

B

11500

D A

B

80000

DA

B

Implement Tran Manage Plan

1000

86-87 AVE 112 STREET 107 STREET

Construct One Way Couplet

3500

98 AVENUE 96ASTREET 80 STREET

Construct Lanes 3 & 4 / 4 Construct Lanes 5 & 6 / 6

4860

99-100 AVE 117 STREET 109 STREET

Construct One Way Couplet

MACKINNON 191 STREET 105 STREET

Construct 6 Lane Roadway Construct Interchange

106-107 AV 117 STREET 95 STREET

'Construct One Way Couplet

1000

106-107 AV 117 STREET STADIUM RD

Construct One Way Couplet

4305

107 AVENUE 117 STREET STADIUM RD

Construct One Way Couplet

0

132 AVENUE FORT ROAD 50 STREET

Construct 4 Lane Roadway Construct Rlwy Grade Sep.

4000

MANNING FR 66 STREET 153 AVENUE

Construct Rlwy Grade Sep.

5000

82 AVENUE 112 STREET 99 STREET

D

Page-total = 115165 Sub-total = 115165 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

A3

DEFAULT STRATEGY - ROADWAY NETWORK Project Cost Included in (1979$ X103 ) Strategy*

Loc. From To

Construction Activity

MANNING FR 66 STREET 153 AVENUE

Construct 4 Lane Roadway Construct Grade Separation Construct Interchange

30000

D

109 STREET 103 AVENUE 105 AVENUE

Construct Rlwy Grade Sep.

10000

D

105 STREET BRIDGE 63 AVENUE 137 AVENUE

Construct Bridge Construct Brid Approaches Construct Rlwy Grade Sep.

160000

D

116-117 ST 99 AVENUE 108 AVENUE

Construct One Way Couplet Construct Rlwy Grade Sep.

9000

D A

B

119 STREET 108 AVENUE KINGAVENUE

Construct Lanes 3 & 4 / 4

3000

D

B

B

Sub-total for Default Strategy = 327165 TOTAL COST = 327165 + 475710 (BASIC NETWORK COST) = 802875 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

A4

DEFAULT STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

1 BEVERLY - 112 AVE - STADIUM LRT - JASPER AVE - CBD - 102 AVE - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE 2 OLIVER - JASPER AVE - CBD - JASPER AVE - STADIUM LRT 3 DOVERCOURT - 124 ST - 107 AVE - 101 ST - CBD - 97 ST NOR WOOD 4 WESTMOUNT - 124 ST - 107 AVE - 101 ST - CBD 5 WESTMOUNT - 124 ST - JASPER AVE - CBD - 95 ST - COLISEUM LRT 6 DOVERCOURT - 124 ST - JASPER AVE - CBD - 95 ST - COLISEUM LRT 7 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - CBD 8 BONNIE DOON - 82 AVE - SCONA LRT - U OF A 9 SOUTHGATE - 109 ST - CBD - 101 ST - KINGSWAY - NAIT 10 SCONA LRT - U OF A/HOSPITAL LOOP' 11 JASPER PLACE TRANSIT CENTRE - WESTMOUNT - STADIUM LRT COLISEUM LRT - BELEVDERE LRT 12 MEADOWLARK - 87 AVE - 142 ST - STONY PLAIN ROAD - CBD 13 JASPER PLACE - MEADOWLARK - CBD 14 MEADOWLARK - JASPER PLACE - CBD 15 MEADOWLARK - PATRICIA HTS. - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE - CBD 16 RIO TERRACE - MEADOWLARK - JASPER PLACE TRANSIT CENTRE CBD 17 JASPER PLACE TRANSIT CENTRE - WESTMOUNT - 111 AVE - CBD 18 BEVERLY - 118 AVE - COLISEUM LRT - NAIT - KINGSWAY 19 NORTHGATE - 97 ST - KINGSWAY - 116 ST - U OF A - SCONA LRT 20 BEVERLY (NORTH) - 118 AVE - COLISEUM LRT 21 WESTMOUNT - 111 AVE - CBD

A5

DEFAULT STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

22 WESTMOUNT - DOVERCOURT - KINGSWAY - 101 ST - CBD 23 KINGSWAY - NAIT - 122 AVE - COLISEUM LRT - NORTH BEVERLY ABBOTTSFIELD 24 CALDER - 129 AVE - 97 ST - CBD 25 CALDER - 134 AVE - NORTHGATE - 97 ST - CBD 27 CALDER - 127 ST - KINGSWAY - CBD 28 BEVERLY (SOUTH) - 118 AVE - COLISEUM LRT 30 NORTHGATE - 135 AVE - BELVEDERE LRT - 129 AVE - 130 AVE NORTHGATE 32 CLAREVIEW LRT - STEELE HEIGHTS - 144 AVE - 82 ST - COLISEUM LRT 33 CLAREVIEW LRT - STEELE HEIGHTS - 140 AVE - NORTHGATE 34 BELVEDERE LRT - 149 AVE - NORTHGATE 35 CASTLEDOWNS I - NORTHGATE - 97 ST - CBD 36 SOUTHGATE - 40 AVE - 122 ST - U OF A - SCONA LRT 37 CALDER - DOVERCOURT - WESTMOUNT - GROAT RD - U OF A - SCONA LRT 38 JASPER PLACE TRANSIT CENTRE - 156 ST - MEADOWLARK QUESNELL - U OF A - SCONA LRT 39 WEST JASPER PLACE - WESTGATE - 87 AVE - 156 ST - JASPER PLACE TRANSIT CENTRE - CBD 40 51 AVE LRT - SOUTHGATE - LENDRUM - 109 ST - 72 AVE - 114 ST - U OF A - SCONA LRT 41 BELGRAVIA - 76 AVE - 109 ST - CBD - 101 ST - KINGSWAY NAIT 42 PARKALLEN - 109 ST - 76 AVE - SCONA LRT 43 SOUTHGATE - 106 ST - 104 ST - SASKATCHEWAN DR - SCONA LRT U OF A - WINDSOR PARK 44 S. OTTEWELL - 98 AVE - CBD

A6

DEFAULT STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

45 S. OTTEWELL - 82 AVE - 92 ST - CONNORS RD - CBD 46 CBD - 99 ST - 82 AVE - U OF A - SCONA LRT (TWO - WAY) 47 51 AVE LRT - SE INDUSTRIAL - HAZELDEAN - 99 ST - SCONA LRT 48 51 AVE LRT - SE INDUSTRIAL - KING EDWARD - 85 ST - 98 AVE CBD 49 34 AVE LRT - DUGGAN - SOUTHGATE - 51 AVE LRT 50 CAPILANO - GOLD BAR - 106 AVE - RIVERDALE - CBD 51 CAPILANO - HARDISTY - 101 AVE - 98 AVE - CBD 52 PETROLIA - SOUTHGATE - 51 AVE LRT 53 W. MILLWOODS - GRANT McEWAN LRT - 51 AVE LRT 54 RIVERBEND - 23 AVE - 34 AVE LRT 55 CAPILANO - 90 AVE - CONNORS RD - CBD 56 RIVERBEND - WHITEMUD - SOUTHGATE - 51 AVE LRT 57 RIVERBEND - FOX DR - 114 ST - U OF A - SCONA LRT 58 KING EDWARD - AVONMORE - 92 ST - CONNORS RD - CBD 59 CAPILANO - 98 AVE - GOV'T CENTRE 61 KASKITAYO - DUGGAN - SOUTHGATE - 51 AVE LRT 62 WESTBROOK - PETROLIA - SOUTHGATE - 51 AVE LRT 63 CBD - 106 AVE - 79 ST - 82 AVE - U OF A 65 NAIT - KINGSWAY - CALDER 7 132 AVE - NORTHGATE - BELVEDERE LRT - COLISEUM LRT 68 WESTGATE - WEST JASPER PLACE - 100 AVE - JASPER PLACE TRANSIT CENTRE - CBD 69 W. MILLWOODS - GRANT McEWAN LRT - 51 AVE LRT - U OF A 70 HERMITAGE - 132 AVE - BELEVEDERE LRT 71 SOUTHGATE - PETROLIA - 122 ST - U OF A

A7

DEFAULT STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

72 SOUTHGATE - PETROLIA - 122 ST - U OF A 74 CLAREVIEW - CLAREVIEW LRT 75 SOUTHGATE - ARGYLL RD - BONNIE DOON - CAPILANO - COLISEUM LRT 77 CAPILANO - 94 AVE - HOLYROOD - CBD 79 CLAREVIEW - CLAREVIEW LRT 78 WEST JASPER PLACE - WESTGATE - 163 ST - 95 AVE - 156 ST _ JASPER PLACE TRANSIT CENTRE 81 W. MILLWOODS - GRANT McEWAN LRT - 51 AVE LRT 83 SOUTHGATE - 103 ST - SCONA LRT 88 WEST JASPER PLACE - WESTGATE - JASPER PLACE TRANSIT CENTRE - CBD 89 WESTGATE - WEST JASPER PLACE - JASPER PLACE TRANSIT CENTRE - CBD 90 JASPER PLACE TRANSIT CENTRE - 149 ST - BONAVENTURE INDUSTRIAL 91 WESTGATE - WEST JASPER PLACE - 95 AVE - 142 ST - STONY PLAIN ROAD - CBD 92 82 AVE LRT - 99 ST - 51 AVE LRT .- PARSONS INDUSTRIAL LRT MILLWOODS LRT 93 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 170 ST _ MILLWOODS INDUSTRIAL 94 WESTMOUNT TRANSIT CENTRE - 111 AVE - 149 ST - 125 AVE CALDER TRANSIT CENTRE 95 WESTMOUNT TRANSIT CENTRE - 112 AVE - 170 ST - 107 AVE JASPER PLACE TRANSIT CENTRE 96 WESTMOUNT TRANSIT CENTRE - 142 ST - BONAVENTURE INDUSTRIAL 97 WESTMOUNT TRANSIT CENTRE - 118 AVE - 178 ST - JASPER PLACE TRANSIT CENTRE 98 KASKITAYO - SOUTHGATE - 51 AVE LRT

A8

DEFAULT STRATEGY - TRANSIT NETWORK NO CITY BUS ROUTINGS 99 KASKITAYO - KASKITAYO TRANSIT CENTRE - 34 AVE LRT 102 KASKITAYO TRANSIT CENTRE - 34 AVE LRT 103 E. MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 104 E. MILLWOODS - MILLWOODS LRT - GRANT MCEWAN LRT 105 MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 106 MILLWOODS LRT - MILLWOODS - 50 ST - CAPILANO TRANSIT CENTRE 108 CASTLEDOWNS - CALDER - 127 ST - KINGSWAY - CBD 109 CASTLEDOWNS - NORTHGATE - 97 ST - CBD 112 ZOO - 142 ST - STONY PLAIN ROAD - CBD 114 CLAREVIEW - CLAREVIEW LRT 116 LAKE DISTRICT - NORTHGATE - 97 ST

CBD

117 LAKE DISTRICT - 66 ST - BELVEDERE LRT 118 LAKE DISTRICT - 66 ST - CLAREVIEW LRT 120 KASKITAYO - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT - 51 AVE LRT 122 CAPILANO - SE INDUSTRIAL - 51 AVE LRT 123 BONNIE DOON - SE INDUSTRIAL - 51 AVE LRT NO CITY LRT ROUTINGS 10 CLAREVIEW - CBD - GOV'T. CENTRE - CP CORRIDOR - MILLWOODS TRANSIT CENTRE

A9

DEFAULT STRATEGY - TRANSIT NETWORK NO EXTERNAL BUS ROUTINGS 1 ST. ALBERT - ST. ALBERT TRAIL - KINGSWAY - CBD - GOV'T CENTRE 2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE - CBD 43 SHERWOOD PARK - MILLWOODS LRT

Al 0

DEFAULT STRATEGY TRANSIT NETWORK CAPITAL COST SUMMARY

COST COST COMPONENT

(in Millions of 1979 $)

LRT Construction

178.1

Vehicles (LRT & Bus)

148.2

Transit Centres

8.4

Others (Plant Facilities & Miscellaneous)

68.3

TOTAL TRANSIT NETWORK CAPITAL COST

403.0

APPENDIX B AUTO-ORIENTED STRATEGY NETWORK LISTINGS

B9

AUTO-ORIENTED STRATEGY - ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

98 AVENUE 96ASTREET 50 STREET

Construct Lanes 5 & 6 / 6 Construct Interchange

24000

A

99-100 AVE 117 STREET 109 STREET

Construct One Way Couplet

11500

D A

B

MACKINNON 191 STREET 105 STREET

Construct 6 Lane Roadway Construct Interchange

80000

D A

B

104 AVENUE 116 STREET 110 STREET

Construct Lanes 5 & 6 / 6 Construct Interchange

3400

A

129 AVENUE FORT ROAD 50 STREET

Construct 4 Lane Roadway

167 AVENUE 97 STREET 50 STREET

Construct Lanes 3 & 4 / 4

2250

A

50 STREET 153 AVENUE 167 AVENUE

Construct Lanes 3 & 4 / 4

750

A

66 STREET 153 AVENUE 167 AVENUE

Construct Lanes 3 & 4 / 4

750

A

2500

A

37040

A

CAPILANO 106 AVENUE

Construct Interchange

FORT ROAD 107 AVENUE YELLOWHEAD

Construct Lanes 5 & 6 / 6 Construct Interchange

680

A T B

B

Page-total = 162870 Sub-total = 162870 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

B3

AUTO-ORIENTED STRATEGY - ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

FORT ROAD Widen Road to 6 Lane Roadway YELLOWHEAD Construct Interchange 137 AVENUE

14330

ATE

MANNING FR Widen Road to 6 Lane Roadway 137 AVENUE Construct Interchange 153 AVENUE

14330

AT B

82 STREET Widen Road to 5 Lane Roadway 95 STREET Construct Bridge 115 AVENUE Construct Interchange

20000

A

750

A

82 STREET 153 AVENUE 167 AVENUE

Construct Lanes 3 & 4 / 4

106 AVENUE 110 STREET 95 STREET

Construct Downtown Loop Construct Interchange

68750

A

110 STREET 97 AVENUE 106 AVENUE

Construct Downtown Loop Construct Grade Separation Construct Interchange

68750

A

97 AVENUE 110 STREET 95 STREET

Construct Downtown Loop Construct Grade Separation Construct Interchange

68750

A

95 STREET 97 AVENUE 106 AVENUE

Construct Downtown Loop Construct Grade Separation Construct Interchange

68750

A

9000

A

83000

A

CALGARY TR 34 AVENUE

Construct Interchange

105 STREET 63 AVENUE YELLOWHEAD

Construct Bridge Construct Brid Approaches

Page-total = 416410 Sub-total = 579280 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

B4

AUTO-ORIENTED STRATEGY - ROADWAY NETWORK Project Cost Included in (1979$ X103 ) Strategy*

Loc. From To

Construction Activity

109 STR BR 88 AVENUE 97 AVENUE

Construct Bridge Construct Brid Approaches

37305

A

111 STREET BLACKMUD

Construct Bridge Construct Brid Approaches

4964

A

111 STREET 18 AVENUE 23 AVENUE

Construct Lanes 3 & 4 / 4

260

A

111 STREET 61 AVENUE

Construct Interchange

6000

A

113ASTREET 127 AVENUE 132 AVENUE

Construct 4 Lane Roadway

1000

A

114 STREET 72 AVENUE

Construct Interchange

3000

A

114 STREET UNIV AVE

Construct Grade Separation

4500

A

B

116-117 ST 99 AVENUE 108 AVENUE

Construct One Way Couplet Construct Rlwy Grade Sep.

9000

DA

B

119 STREET 108 AVENUE ST. ALBTR

Construct Lanes 3 & 4 / 4 Construct 4 Lane Roadway Construct interchange

31500

A

119 STREET 108 AVENUE ST. ALBTR

Construct Rlwy Grade Sep.

0

A

Page-total =

97529

Sub-total = 676809 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

B5

AUTO-ORIENTED STRATEGY - ROADWAY NETWORK Loc. From To

Construction Activity

122 STREET 63 AVENUE UNIV AVE

Construct 4 Lane Roadway

127 STREET 153 AVENUE 167 AVENUE 127 STREET 153 AVENUE 167 AVENUE

Project Cost Included in (1979$ X103 ) Strategy* 15000

A

Construct Lanes 1 & 2 / 4

1000

A

Construct Lanes 3 & 4 / 4

750

A

Sub-total for Auto-Oriented Strategy = 693559 TOTAL COST = 693559 + 475710 (BASIC NETWORK COST) =1169269 * D=Default 'A=Auto-oriented T=Transit-oriented

B = Balanced

B6

AUTO-ORIENTED STRATEGY - TRANSIT NETWORK

NO

CITY BUS ROUTINGS

1 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 102 AVE JASPER - 112 AVE - 50 ST LOOP 3 118 AVE - 124 ST - 107 AVE - CBD - 97 ST - 95 ST - 115 AVE 5 WESTMOUNT - 124 ST - JASPER - CBD - 95 ST - 118 AVE COLISEUM LRT 7 JASPER PLACE TRANSIT CENTRE - MAYFIELD - 156 ST - 107 AVE 101 ST - CBD 9 SOUTHGATE - 109 ST - CBD - 101 ST - KINGSWAY - NAIT 12 LAURIER HEIGHTS - 142 ST - STONY PLAIN ROAD - CBD 13 WESTGATE - 87 AVE - 149 ST - Mack EXPY - CBD 14 WESTGATE - 87 AVE - 163 ST - JASPER PLACE TRANSIT CENTRE MacK EXPY - CBD 15 MEADOWLARK - 163 ST - JASPER PLACE TRANSIT CENTRE MacKINNON BUSWAY - CBD 16 QUESNELL - MEADOWLARK - 156 ST - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 17 McQUEEN - GLENORA - 107 AVE - 101 ST - CBD 19 NAIT - 106 ST - 109 ST - 107 AVE - 116 ST - GROAT RD - 87 AVE - U OF A LRT 20 BEVERLY LOOP - 118 AVE - COLISEUM LRT - 118 AVE - NAIT 21 WESTMOUNT - DOVERCOURT - 118 AVE - KINGSWAY - CBD 22 WESTMOUNT - 111 AVE - KINGSWAY - 101 ST - CBD 23 NAIT - 106 ST - 122 AVE - 82 ST - COLISEUM LRT - 120 AVE MONT ROSE 24

CALDER - 129 AVE - 97 ST - CBD

25

CALDER - 135 AVE - NORTHGATE - 97 ST - CBD

28

BEVERLY - RUNDLE - 114 AVE - 118 AVE - COLISEUM LRT

30

NORTHGATE - 135 AVE - FORT RD - BELVEDERE LRT

31 NORTHGATE - 130 AVE - 129 AVE - BELVEDERE LRT - 66 ST SANTA ROSA - FORT RD - COLISEUM LRT

B7

AUTO-ORIENTED STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

32 CLAREVIEW LRT - STEELE HEIGHTS - 144 AVE - 82 ST - COLISEUM LRT 33 NORTHGATE - DICKINSFIELD - LONDONDERRY - STEELE HEIGHTS CLAREVIEW LRT 34 NORTHGATE - DICKINSFIELD - LONDONDERRY - 66 ST - BELVEDERE LRT 35 CASTLEDOWNS - NORTHGATE - 97 ST - CBD 36 ASPEN - LANSDOWNE - GRAND VIEW - 114 ST - U OF A 38 JASPER PLACE TRANSIT CENTRE - 156 ST - 95 AVE - WEST JASPER PLACE - WESTGATE - 87 AVE - 149 ST - QUESNELL - 114 ST - U OF A 39 WEST JASPER PLACE - WESTGATE - 170 ST - 100 AVE - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 40 SOUTHGATE - MALMO - LENDRUM - 109 ST - 72 AVE - 114 ST - U OF A - WINDSOR PARK 41 BELGRAVIA - 76 AVE - 109 ST - CBD 43 SOUTHGATE - 106 ST - WHYTE AVE - U OF A LRT 44 CAPILANO - OTTEWELL - 98 AVE - 95 ST BRIDGE - CBD 45 IDYLWYLDE - 90 AVE - 85 ST - 95 AVE - CONNORS RD - CBD 46 U OF A - WHYTE AVE - 99 ST - CBD 47 SE INDUSTRIAL - ARGYLL - RITCHIE - 99 ST - CBD 48 SE INDUSTRIAL - AVONMORE - 83 ST - CONNORS RD - CBD 49 DUGGAN - SOUTHGATE - 111 ST - 114 ST - U OF A LRT 50 CAPILANO - GOLD BAR - 106 AVE - CBD 51 CAPILANO - HARDISTY - 101 AVE - 98 AVE - 95 ST BRIDGE - CBD 52 PETROLIA - SOUTHGATE - 111 ST - 114 ST - U OF A LRT 53 MILLWOODS TRANSIT CENTRE - SW - 23 AVE - 103 ST - CBD 54 RIVERBEND - FOX DR - 114 ST - U OF A LRT

B8

AUTO-ORIENTED STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

56 RIVERBEND - WHITEMUD - 122 ST - 114 ST - U OF A LRT 57 RIVERBEND - FOX DR - 114 ST - U OF A LRT 58 BONNIE DOON - KING EDWARD - 76 AVE - 89 ST - 92 ST - CBD 61 KASKITAYO - 111 ST - 114 ST - U OF A LRT 63 U OF A - WHYTE AVE - BONNIE DOON - 79 ST - 106 AVE - CBD 68 WESTGATE - WEST JASPER PLACE - 95 AVE - 163 ST - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 70 HERMITAGE - BELVEDERE LRT 74 CLAREVIEW - CLAREVIEW LRT 78 WEST JASPER PLACE - QUESNELL FREEWAY - FOX DR - 114 ST - U OF A LRT 79 CLAREVIEW - CLAREVIEW LRT 81 MILLWOODS TRANSIT CENTRE T NW - 51 AVE - SOUTHGATE - 111 ST 114 ST - U OF A LRT 88 WEST JASPER PLACE - QUESNELL - FOX DR - 114 ST - U OF A LRT 89 WESTGATE - WEST JASPER PLACE - 178 ST - 100 AVE - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 92 CBD - 99 ST - S. INDUSTRIAL - 28 AVE - MILL WOODS TRANSIT CENTRE 94 CALDER - 127 ST - 125 AVE - 142 ST - 118 AVE - 178 ST STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE 95 WESTMOUNT TRANSIT CENTRE - NW INDUSTRIAL - 107 AVE - 159 ST - JASPER PLACE TRANSIT CENTRE 96 WESTMOUNT TRANSIT CENTRE - 115 AVE - 149 ST - BONAVENTURE INDUSTRIAL 98 KASKITAYO - SOUTHGATE - 111 ST - 114 ST - U OF A LRT 99 KASKITAYO - 103 ST - CBD 102 KASKITAYO - 103 ST - CBD 103 MILLWOODS - NORTH CENTRAL - 51 AVE - 103 ST - CBD

139

AUTO-ORIENTED STRATEGY - TRANSIT NETWORK NO CITY BUS ROUTINGS 104 MILLWOODS TRANSIT CENTRE - CENTRAL WEST - 23 AVE - 103 ST CBD 105 MILLWOODS TRANSIT CENTRE - S CENTRAL - 23 AVE - 103 ST CBD 106 MILLWOODS TRANSIT CENTRE - E. MILLWOODS - 50 ST - SHERWOOD PARK FREEWAY - CONNORS RD - CBD 107 MILLWOODS (SE) - MILLWOODS TRANSIT CENTRE - 66 ST - 75 ST CONNORS RD - CBD 108 CASTLEDOWNS - NORTHGATE - 97 ST - CBD 109 CASTLEDOWNS - NORTHGATE - 97 ST - CBD 114 CLAREVIEW - CLAREVIEW LRT 116 NORTHGATE - LAKE DISTRICT - BELVEDERE LRT 117 NORTHGATE - LAKE DISTRICT - 66 ST - BELVEDERE LRT 118 LAKE DISTRICT - 66 ST - CLAREVIEW LRT 120 SOUTHGATE TRANSIT CENTRE - 111 ST - KASKITAYO TRANSIT CENTRE - 23 AVE - S. INDUSTRIAL - MILLWOODS TRANSIT CENTRE 122 SOUTHGATE TRANSIT CENTRE - 51 AVE - SE INDUSTRIAL - 50 ST CAPILANO TRANSIT CENTRE NO CITY LRT ROUTINGS 10 CLAREVIEW - CBD - GOV'T. CENTRE - UNIVERSITY OF ALBERTA

B10

AUTO-ORIENTED STRATEGY - TRANSIT NETWORK NO EXTERNAL BUS ROUTINGS 1 ST. ALBERT - ST. ALBERT TRAIL - KINGSWAY - CBD - GOV'T CENTRE 2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE - CBD

Bl 1

AUTO-ORIENTED STRATEGY TRANSIT NETWORK CAPITAL COST SUMMARY

COST COMPONENT

LRT Construction Vehicles (LRT & Bus) Transit Centres

COST (in Millions of 1979 $) 92.5 119.9 9.4

Others (Plant Facilities & Miscellaneous)

60.2

TOTAL TRANSIT NETWORK CAPITAL COST

282.0

APPENDIX C TRANSIT-ORIENTED STRATEGY NETWORK LISTINGS

C2 TRANSIT-ORIENTED STRATEGY - ROADWAY NETWORK Loc. From To 98 AVENUE 96ASTREET 80 STREET

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

Implement Tran Manage Plan Construct Lanes 5 & 6 / 6

5505

T

Construct 4 Lane Roadway

680

A T B

FORT ROAD Widen Road to 6 Lane Roadway YELLOWHEAD Construct Interchange 137 AVENUE

14330

A T B

MANNING FR Widen Road to 6 Lane Roadway 137 AVENUE Construct Interchange 153 AVENUE

14330

A T B

4650

T B

129 AVENUE FORT ROAD 50 STREET

107 STREET 107 AVENUE YELLOWHEAD

Construct Lanes 3 & 4 / 4

Sub-total for Transit Oriented Strategy = TOTAL COST =

39495

39495 + 475710 (BASIC NETWORK COST) = 515205

* D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

C3

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 1 - FULL LRT NO

CITY BUS ROUTINGS

1 JASPER LRT - SP. RD - 102 AVE - CBD 2 BEVERLY - 112 AVE - JASPER - CBD - 124 ST - 107 AVE LRT 3 DOVERCOURT - 124 ST - 107 AVE - CBD - 97 ST - 95 ST - 115 AVE 5 WESTMOUNT - 124 ST - CBD - 95 ST - COLISEUM LRT - 118 AVE 72 ST LOOP 7 JASPER LRT - 156 ST - 107 AVE - CBD 8 BONNIE DOON - SCONA LRT - U OF A 9 SOUTHGATE - 109 ST - CBD - 101 ST - KINGSWAY - NAIT 11 ZOO - 142 ST - STONY PLAIN ROAD - CBD 12 WESTGATE - 87 AVE '- 142 ST - 107 AVE LRT 14 WESTGATE - 87 AVE - 149 ST - 107 AVE LRT - NW INDUSTRIAL 118 AVE LRT 15 PATRICIA HEIGHTS - 156 ST - STONY PLAIN ROAD - JASPER PLACE LRT 16 RIO TERRACE - 156 ST - STONY PLAIN ROAD - JASPER PLACE LRT 17 JASPER LRT - MAYFIELD - WESTMOUNT - 111 AVE - STADIUM LRT 18 BEVERLY - 118 AVE - 121 ST LRT 19 NAIT - GROAT BRIDGE - U OF A 20 BEVERLY - 118 AVE - COLISEUM LRT 22 118 AVE LRT - DOVERCOURT - WESTMOUNT TRANSIT CENTRE - 111 AVE - 111 AVE LRT - KINGSWAY - 101 ST - CBD 23 KINGSWAY - COLISEUM LRT - BEVERLY 24 CALDER LRT - 129 AVE - 97 ST - CBD 25 CALDER - 135 AVE - 97 ST - CBD 28 BEVERLY - 118 AVE - COLISEUM LRT 30 NORTHGATE - 135 AVE - BELVEDERE LRT

C4

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 1 - FULL LRT NO

CITY BUS ROUTINGS

31 NORTHGATE - 130 AVE - BELVEDERE LRT 32 CLAREVIEW LRT - STEELE HEIGHTS - 82 ST - COLISEUM LRT STADIUM LRT 33 NORTHGATE - 140 AVE - CLAREVIEW LRT 34 NORTHGATE - 150 AVE - BELVEDERE LRT 35 CASTLEDOWNS - CASTLEDOWNS LRT - NORTHGATE - 97 ST - CBD 36 SOUTHGATE - MALMO - LANSDOWNE - GRAND VIEW - BELGRAVIA LRT 38 JASPER- LRT - 156 ST - QUESNELL - BELGRAVIA LRT 39 WEST JASPER PLACE - QUESNELL - BELGRAVIA LRT 40 51 AVE LRT - SOUTHGATE - BELGRAVIA LRT - WINDSOR PARK - U OF A 41 BELGRAVIA - 76 AVE - 109 ST - CBD - KINGSWAY - NAIT 42 BELGRAVIA LRT - PARKALLEN - SCONA LRT 43 SOUTHGATE - 106 ST - SCONA LRT 44 S. OTTEWELL - 98 AVE - CBD 45 S. OTTEWELL - 92 ST - CBD 46 U OF A - 82 AVE - 99 ST - CBD 47 SCONA LRT - ARGYLL - 51 AVE LRT 48 51 AVE LRT - DAVIES INDUSTRIAL - AVONMORE - 85 ST - CBD 49 KASKITAYO LRT - DUGGAN - SOUTHGATE - BELGRAVIA LRT 50 CAPILANO - GOLD BAR - RIVERDALE - CBD 51 CAPILANO - HARDISTY - CBD 52 PETROLIA - SOUTHGATE - 51 AVE LRT 53 W. MILLWOODS - GRANT McEWAN. LRT - MILLWOODS RD - 51 AVE LRT 54 TERWILLEGER - 23 AVE - KASKITAYO LRT

C.5

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 1 - FULL LRT NO

CITY BUS ROUTINGS

55 CAPILANO - 90 AVE - CBD 56 RIVERBEND - SOUTHGATE - 51 AVE LRT 57 RIVERBEND - FOX DR - BELGRAVIA LRT 58 KING EDWARD PARK - 92 ST - CBD 61 34 AVE LRT - DUGGAN - SOUTHGATE - 51 AVE LRT 62 PETROLIA - SOUTHGATE - 51 AVE LRT 63 CBD - HOLYROOD - 82 AVE - U OF A 65 CALDER - NORTHGATE - BELVEDERE LRT - COLISEUM LRT 68 JASPER LRT - STONY PLAIN ROAD - WEST JASPER PLACE WESTGATE 70 HERMITAGE - BELVEDERE LRT 74 CLAREVIEW

CLAREVIEW LRT

75 COLISEUM LRT - CAPILANO - BONNIE DOON - 51 AVE LRT 77 CAPILANO - HOLYROOD - 95 AVE - CBD 78 WEST JASPER PLACE - WESTGATE - 163 ST - STONY PLAIN ROAD JASPER PLACE LRT 79 CLAREVIEW - CLAREVIEW LRT 81 W. MILLWOODS - GRANT McEWAN LRT - MILLWOODS RD - 51 AVE LRT 88 WEST JASPER PLACE - STONY PLAIN ROAD - JASPER LRT 89 WEST JASPER PLACE - STONY PLAIN ROAD - JASPER LRT 91 WESTGATE - WEST JASPER PLACE - 95 AVE - 142 ST - CBD 92 SCONA LRT - 99 ST - 51 AVE LRT - PARSONS INDUSTRIAL LRT 93 JASPER LRT - NW INDUSTRIAL 94 JASPER LRT - 156 ST - 125 AVE - CALDER LRT 95 JASPER LRT - NW INDUSTRIAL - 111 AVE LRT

C6

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 1 - FULL LRT NO CITY BUS ROUTINGS 96 111 AVE LRT - WESTMOUNT - 142 ST - BONAVENTURE INDUSTRIAL 97 118 AVE LRT - 118 AVE - NW INDUSTRIAL - 178 ST - WESTGATE TRANSIT CENTRE 98 KASKITAYO LRT - SOUTHGATE - BELGRAVIA LRT 99 KASKITAYO - KASKITAYO LRT 102 KASKITAYO LRT - 34 AVE LRT 103 E. MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 104 E. MILLWOODS - MILLWOODS LRT - GRANT McEWAN LRT 105 CENTRAL MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 106 MILLWOODS LRT - MILLWOODS - 50 ST - CAPILANO 108 CASTLEDOWNS - CALDER LRT 109 CASTLEDOWNS - NORTHGATE 114 CLAREVIEW - CLAREVIEW LRT 116 LAKE DISTRICT - 153 AVE - CASTLEDOWNS LRT 117 CASTLEDOWNS LRT - LAKE DISTRICT - 66 ST - BELVEDERE LRT 118 LAKE DISTRICT - 56 ST - CLAREVIEW LRT 120 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT KASKITAYO LRT 122 CAPILANO - SE INDUSTRIAL - 51 AVE LRT 123 BONNIE DOON - SE INDUSTRIAL - 51 AVE LRT NO CITY LRT ROUTINGS 10 CLAREVIEW - CBD - GOV'T. CENTRE - CP CORRIDOR RIDGEWOOD 11 CASTLEDOWNS TRANSIT CENTRE - CALDER - CBD - GOV'T CENTRE -U OF A FARM 13 KASKITAYO TRANSIT CENTRE - CP CORRIDOR - GOV'T CENTRE - CBD - 107 AVE - JASPER PLACE

C7

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 1 - FULL LRT NO

EXTERNAL BUS ROUTINGS

2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A 3 ST. ALBERT - ST. ALBERT TRAIL - 137 AVE LRT 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE - CBD 43 SHERWOOD PARK - RIDGEWOOD LRT

C8

TRANSIT-ORIENTED STRATEGY Alternative 1 - Full LRT TRANSIT NETWORK CAPITAL COST SUMMARY

COST COMPONENT

COST (in Millions of 1979 $)

LRT Construction

308.8

Vehicles (LRT & Bus)

185.5

Transit Centres

9.7

Others (Plant Facilities & Miscellaneous)

92.0

TOTAL TRANSIT NETWORK CAPITAL COST

596.0

C9

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO

CITY BUS ROUTINGS

1 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - JASPER CBD 2 BEVERLY - STADIUM LRT - JASPER - CBD - OLIVER - 107 AVE LRT 3 WESTMOUNT - 114 AVE - 124 ST - 107 AVE - CBD 4 EX. GROUNDS - 115 AVE - 95 ST - CBD 7 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - 101 ST CBD 8 BONNIE DOON - 82 AVE - SCONA LRT - U OF A LOOP 9 SOUTHGATE - 109 ST - WALTERDALE BRIDGE - CBD - 101 ST KINGSWAY - NAIT 11 ZOO - 142 ST - STONY PLAIN ROAD - 104 AVE - CBD 12 WESTGATE - 87 AVE - LAURIER HEIGHTS - 142 ST - 95 AVE - 149 ST - MacKINNON BUSWAY - CBD 13 WESTGATE - 87 AVE - 149 ST - MacKINNON BUSWAY - CBD 14 WESTGATE - 163 ST - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE - MacK BUSWAY - CBD 15 MEADOWLARK - PATRICIA HEIGHTS - 165 ST - STONY PLAIN ROAD JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 16 RIO TERRACE - 156 ST - JASPER PLACE TRANSIT CENTRE MacKINNON BUSWAY - CBD 17 JASPER PLACE TRANSIT CENTRE - MAYFIELD - 110 AVE WESTMOUNT - 111 AVE - STADIUM LRT 18 BEVERLY - 118 AVE - COLISEUM LRT - NAIT - KINGSWAY AIRPORT - NW LRT - WESTMOUNT 19 NAIT - KINGSWAY - 109 ST - 107 AVE - 116 ST - GROAT RD - U OF A 20 BEVERLY - 121 AVE - 54 ST - 118 AVE - COLISEUM LRT 22 1.11 AVE LRT - 111 AVE - WESTMOUNT - DOVERCUORT 23 BEVERLY - 123 AVE - COLISEUM LRT - 82 ST - 122 AVE - NAIT KINGSWAY

C10

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO

CITY BUS ROUTINGS

24 CALDER - 132 AVE LRT - 129 AVE - 97 ST - CBD 25 132 AVE LRT - CALDER - 134 AVE - NORTHGATE - 97 ST - CBD 28 BEVERLY - 114 AVE - 118 AVE - COLISEUM LRT 30 NORTHGATE - 135 AVE - BELVEDERE LRT - 129 AVE - NORTHGATE 32 CLAREVIEW LRT - STEELE HEIGHTS - 144 AVE - 82 ST - STADIUM LRT 33 CLAREVIEW LRT - STEELE HEIGHTS - LONDONDERRY - DICKINSFIELD - NORTHGATE 34 BELVEDERE LRT - 66 ST - LONDONDERRY - DICKINSFIELD NORTHGATE 35 CASTLEDOWNS TRANSIT CENTRE - NORTHGATE 36 SOUTHGATE TRANSIT CENTRE - MALMO - LANSDOWNE - GRAND VIEW BELGRAVIA LRT 38 JASPER PLACE TRANSIT CENTRE -.156 ST - 87 AVE - 149 ST QUESNELL - FOX DR - BELGRAVIA LRT 39 WEST JASPER PLACE - QUESNELL FREEWAY - FOX DR - BELGRAVIA LRT 40 51 AVE LRT - SOUTHGATE - LENDRUM - BELGRAVIA - WINDSOR PARK - U OF A 41 BELGRAVIA - 76 AVE - 109 ST - CBD - 101 ST - KINGSWAX NAIT 42 BELGRAVIA LRT - PARKALLEN - 109 ST - 76 AVE - SCONA LRT 43 SOUTHGATE - 106 ST - 76 AVE - SCONA LRT 44 S. OTTEWELL - OTTEWELL RD - 98 AVE - CBD 45 S. OTTEWELL - 82 AVE - 92 ST - CONNORS RD - CBD 46 U OF A - 82 AVE - 99 ST - CBD 47 WHYTE AVE LRT - 96 ST - ARGYLL - 91 ST - 51 AVE LRT 48 51 AVE LRT - SE INDUSTRIAL - 85 ST - 95 AVE - CONNORS RD CBD

C11

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO

CITY BUS ROUTINGS

49 KASKITAYO - DUGGAN - SOUTHGATE - 111 ST - 113 ST BELGRAVIA LRT 50 CAPILANO - GOLD BAR - 106 AVE - RIVERDALE - CBD 51 CAPILANO - HARDISTY - 101 AVE - 84 ST - 106 AVE - CBD 52 ASPEN - ROYAL GARDENS - 40 AVE - 111 ST - 51 AVE - 51 AVE LRT 53 W. MILLWOODS - GRANT McEWAN LRT - MILLWOODS RD - 51 AVE LRT 54 TERWILLEGAR - 23 AVE - HIGHWAY 2 - 34 AVE LRT 55 CAPILANO - 58 ST - 90 AVE - CONNORS RD - CBD 56 TERWILLEGAR - RIVERBEND - WHITEMUD - SOUTHGATE - 51 AVE 51 AVE LRT 57 TERWILLEGAR - RIVERBEND - FOX DR - BELGRAVIA LRT 58 KING .EDWARD PARK - 76 AVE - 92 ST - CONNORS RD - CBD 59 CAPILANO - 98 AVE - GOV'T CENTRE 61 SOUTHGATE - DUGGAN - 34 AVE LRT 61 WESTBROOK - GREENFIELD - 111 ST - 51 AVE - 51 AVE LRT 63 U OF A - 82 AVE - 79 ST - 106 AVE - CBD 65 COLISEUM LRT - BELVEDERE LRT - 132 AVE - NORTHGATE - 132 AVE - CALDER LRT - 127 ST - 118 AVE LRT 68 WEST JASPER PLACE - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 69 KASKITAYO TRANSIT CENTRE - 23 AVE - 119 ST - BELGRAVIA LRT 70 HERMITAGE - CLAREVIEW LRT 74 CLAREVIEW - CLAREVIEW LRT 75 51 AVE LRT - ARGYLL RD - BONNIE DOON - CAPILANO - COLISEUM LRT 77 CAPILANO - 95 AVE - CONNORS RD - CBD

C12

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO

CITY BUS ROUTINGS

78 WEST JASPER PLACE - WESTGATE - 163 ST - STONY PLAIN ROAD JASPER PLACE TRANSIT CENTRE - MacK BUSWAY - CBD 79 CLAREVIEW - CLAREVIEW LRT 81 W. MILLWOODS - GRANT McEWAN LRT - MILLWOODS RD - 51 AVE LRT 88 WEST JASPER PLACE - WESTGATE - WEST JASPER PLACE - 100 AVE - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE MacKINNON BUSWAY - CBD 89 WESTGATE - WEST JASPER PLACE - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE 91 WESTGATE - WEST JASPER PLACE - 95 AVE - 149 ST - MacKINNON BUSWAY - CBD 92 SCONA LRT - 99 ST - 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT 93 NW INDUSTRIAL - 170 ST - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE - 149 ST - 115 AVE - WESTMOUNT - 111 AVE .LRT 94 JASPER PLACE TRANSIT CENTRE - 156 ST - 125 AVE - 127 ST CALDER LRT 95 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - 170 ST 112 AVE - 111 AVE LRT 96 BONAVENTURE - 125 AVE - 142 ST - WESTM0UNT - 111 AVE - 111 AVE LRT 97 WESTGATE TRANSIT CENTRE - 178 ST - NW INDUSTRIAL - 178 ST 118 AVE - 118 AVE LRT 98 KASKITAYO - 111 ST - 51 AVE - 51 AVE LRT 99 KASKITAYO - 23 AVE - HIGHWAY 2 - 34 AVE LRT 102 KASKITAYO - 34 AVE LRT 103 E. MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 104 RIDGEWOOD LRT - MILLWOODS LRT - GRANT McEWAN LRT 105 CENTRAL MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 106 MILLWOODS LRT - MILLWOODS - 50 ST CAPILANO

C13

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO

CITY BUS ROUTINGS

107 CASTLEDOWNS TRANSIT CENTRE - 132 AVE LRT 108 CASTLEDOWNS TRANSIT CENTRE - NORTHGATE - 97 ST - CBD 109 CASTLEDOWNS - 132 AVE LRT 114 CLAREVIEW - CLAREVIEW LRT 116 LAKE DISTRICT - 97 ST - CBD 117 LAKE DISTRICT - 66 ST BELVEDERE LRT 118 LAKE DISTRICT - 66 ST - CLAREVIEW LRT 120 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT _ KASKITAYO TRANSIT CENTRE 122 CAPILANO - SE INDUSTRIAL - 51 AVE LRT 123 BONNIE DOON - SE INDUSTRIAL - 51 AVE LRT NO

CITY LRT ROUTINGS

10 CLAREVIEW - CBD - GOV'T. CENTRE - CP CORRIDOR RIDGEWOOD 11 CASTLEDOWNS TRANSIT CENTRE - CALDER - CBD - GOV'T CENTRE -U OF A FARM

C14

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 2 - MINIMUM LRT NO EXTERNAL BUS ROUTINGS 1 ST. ALBERT - ST. ALBERT TRAIL - 137 AVE LRT 2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE 43 SHERWOOD PARK - RIDGEWOOD LRT

C15

TRANSIT-ORIENTED STRATEGY Alternative 2 - Minimum LRT TRANSIT NETWORK CAPITAL COST SUMMARY

COST COMPONENT

COST (in Millions of 1979 $)

LRT Construction

282.1

Vehicles (LRT & Bus)

170.7

Transit Centres

10.4

Others (Plant Facilities & Miscellaneous)

72.8

TOTAL TRANSIT NETWORK CAPITAL COST

536.0

C16

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO

CITY BUS ROUTINGS

1 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 102 AVE JASPER - CBD 2 BEVERLY - STADIUM LRT - JASPER - CBD - 107 AVE LRT 3 WESTMOUNT - 124 ST - 107 AVE - 101 ST - CBD 4 EX.GROUNDS - 115 AVE - 95 ST - CBD 7 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - 107 AVE LRT - 101 ST - CBD 8 BONNIE DOON - 82 AVE - SCONA LRT - U OF A 9 SOUTHGATE - 109 ST - CBD - 101 ST - KINGSWAY - NAIT 11 ZOO - 142 ST - STONY PLAIN ROAD - CBD 12 LAURIER HEIGHTS - 142 ST - 102 AVE - JASPER - CBD 13 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 163 ST - 87 AVE - MEADOWLARK LRT 14 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 149 ST 87 AVE - MEADOWLARK LRT 15 JASPER PLACE TRANSIT CENTRE - 167 ST - ELMWOOD - 156 ST MEADOWLARK LRT 16 QUESNELL HEIGHTS - 156 ST - MEADOWLARK LRT - 156 ST JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - CBD 17 JASPER PLACE TRANSIT CENTRE - MAYFIELD - WESTMOUNT - 111 AVE - STADIUM LRT 18 WESTMOUNT - 118 AVE - KINGSWAY - PRINCESS ELIZABETH DR NAIT - 118 AVE - ABBOTTSFIELD 19 NAIT - KINGSWAY - 109 ST - 107 AVE - 116 ST - GROAT RD SASKATCHEWAN DR - 116 ST - U OF A LRT 20 BEVERLY - 121 AVE - 54 ST - 118 AVE - COLISEUM LRT 21

111 AVE LRT - WESTMOUNT - DOVERCOURT - 127 ST - 118 AVE 124 ST - 111 AVE LRT

23 KINGSWAY TRANSIT CENTRE - NAIT - 122 AVE - 82 ST - COLISEUM LRT - 120 AVE - 123 AVE - BEVERLY

C17

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO

CITY BUS ROUTINGS

24 CALDER - 129 AVE - 97 ST - CBD 25 CALDER - 134 AVE - NORTHGATE - 97 ST - CBD 28 BEVERLY - 114 AVE - 50 ST - 118 AVE - COLISEUM LRT 30 NORTHGATE - 134 AVE - BELVEDERE LRT - 130 AVE - NORTHGATE 32 CLAREVIEW LRT - STEELE HEIGHTS - 144 AVE - 82 AVE COLISEUM LRT 33 CLAREVIEW LRT - STEELE HEIGHTS - LONDONDERRY - DICKINSFIELD - NORTHGATE TRANSIT CENTRE 34 NORTHGATE TRANSIT CENTRE - DICKINSFIELD - LONDONDERRY - 66 ST - BELVEDERE LRT 35 CASTLEDOWNS - NORTHGATE TRANSIT CENTRE - 97 ST - CBD 36 51 AVE LRT - SOUTHGATE - MALMO - LANSDOWNE - GRAND VIEW 114 ST - U OF A LRT 39 WEST JASPER PLACE - WESTGATE LRT 40 51 AVE LRT - SOUTHGATE - LENDRUM - 109 ST - 72 AVE - 114 ST - U OF A AVE - 116 ST - U OF A LRT 41 BELGRAVIA - 76 AVE - 109 ST - CBD - 101 ST - KINGSWAY NAIT 42 PARKALLEN - 109 ST - 76 AVE - 103 ST - 82 AVE LRT 43 SOUTHGATE - 106 ST - 76 AVE - 103 ST - 82 AVE LRT 44 S. OTTEWELL - OTTEWELL RD - 98 AVE - CBD 45 S. OTTEWELL - 86 AVE - 82 AVE - 92 ST - CONNORS RD - CBD 46 U OF A - 82 AVE - 99 ST - CBD 47 51 AVE LRT - SE INDUSTRIAL - ARGYLL - 96 ST - 82 AVE SCONA LRT

-

48 51 AVE LRT - SE INDUSTRIAL - AVONMORE - 85 ST - 95 AVE CONNORS RD - CBD 49 KASKITAYO - DUGGAN - SOUTHGATE - 51 AVE - 51 AVE LRT

C18

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO

CITY BUS ROUTINGS

50 CAPILANO - GOLD BAR - 106 AVE - CBD 51 CAPILANO - HARDISTY - 101 AVE - 84 ST - 106 AVE - CBD 52 ASPEN - PETROLIA - SOUTHGATE - 51 AVE LRT 53 W. MILLWOODS - GRANT McEWAN LRT - MILLWOODS RD - 51 AVE 54 TERWILLEGAR - 23 AVE - HIGHWAY 2 - 34 AVE LRT 55 CAPILANO - OTTEWELL - 90 AVE - CONNORS RD - CBD 56 RIVERBEND - WHITEMUD - QUESNELL - 149 ST - 149 ST LRT 57 RIVERBEND - WHITEMUD - QUESNELL - 149 ST - 149 ST LRT 58 KING EDWARD PARK - 76 AVE - 92 ST - CONNORS RD - CBD 59 CAPILANO - 101 AVE - 98 AVE - GOV'T CENTRE 61 34 AVE LRT - DUGGAN - SOUTHGATE - 111 ST - 114 ST - U OF A LRT 62 PETROLIA - 111 ST - SOUTHGATE - 51 AVE LRT 63 CBD - DAWSON BRIDGE - 79 ST - 82 AVE - U OF A 65 118 AVE LRT - 127 ST - 132 AVE - NORTHGATE - 132 AVE BELVEDERE LRT - COLISEUM LRT 68 WEST JASPER PLACE - WESTGATE LRT - 178 ST - 95 AVE LOOP 69 KASKITAYO - 119 ST - 122 ST - U OF A LRT 70 HERMITAGE - BELVEDERE LRT 74 CLAREVIEW - CLAREVIEW LRT 75 51 AVE LRT - 104 ST - 63 AVE - BONNIE DOON - CAPILANO COLISEUM LRT 77 CAPILANO - 95 AVE - CONNORS RD - CBD 78 WEST JASPER PLACE - WESTGATE LRT 79 CLAREVIEW - CLAREVIEW LRT 81 W. MILLWOODS - GRANT McEWAN LRT - MILLWOODS RD - 51 AVE LRT

C19

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO CITY BUS ROUTINGS 88 WEST JASPER PLACE - WESTGATE LRT 89 WESTGATE LRT - WEST JASPER PLACE - STONY PLAIN ROAD JASPER PLACE TRANSIT CENTRE 90 WESTGATE LRT - 170 ST - NW INDUSTRIAL 91 WESTGATE LRT - WEST JASPER PLACE - 95 AVE - 142 ST LAURIER HEIGHTS 92 SCONA LRT - 99 ST - 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT 93 MEADOWLARK LRT - 156 ST - JASPER PLACE TRANSIT CENTRE STONY PLAIN ROAD - 149 ST - 115 AVE - WESTMOUNT - 111 AVE LRT 94 JASPER PLACE TRANSIT CENTRE - 156 ST - NW INDUSTRIAL - 125 AVE - 127 ST - CALDER LRT 95 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - NW INDUSTRIAL - WESTMOUNT TRANSIT CENTRE - 111 AVE LRT 96 BONAVENTURE INDUSTRIAL - 149 ST - WESTMOUNT TRANSIT CENTRE - 111 AVE LRT 97 WESTGATE LRT - 170 ST - 156 ST - 107 AVE - 178 ST - 118 AVE - 118 AVE LRT 98 KASKITAYO - 34 AVE LRT 99 KASKITAYO - KASKITAYO TRANSIT CENTRE - 34 AVE LRT 102 KASKITAYO - 34 AVE LRT 103 E. MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 104 E. MILLWOODS - MILLWOODS LRT - GRANT McEWAN LRT 105 MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 106 MILLWOODS LRT - MILLWOODS - 50 ST - CAPILANO TRANSIT CENTRE 107 153 AVE LRT - CASTLEDOWNS - CASTLEDOWNS TRANSIT CENTRE 132 AVE LRT 108 CASTLEDOWNS TRANSIT CENTRE - 97 ST - NORTHGATE - 97 ST CBD

C20

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO CITY BUS ROUTINGS 109 CASTLEDOWNS - CASTLEDOWNS TRANSIT CENTRE - 132 AVE LRT 114 CLAREVIEW - CLAREVIEW LRT 116 LAKE DISTRICT - 97 ST - NORTHGATE - 97 ST - CBD 117 NORTHGATE - 97 ST - LAKE DISTRICT - 66 ST - BELVEDERE LRT 118 LAKE DISTRICT - 66 ST - CLAREVIEW LRT 120 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT - S. INDUSTRIAL - KASKITAYO TRANSIT CENTRE 122 CAPILANO - SE INDUSTRIAL - 51 AVE LRT 123 BONNIE DOON - SE INDUSTRIAL - 51 AVE LRT NO CITY LRT ROUTINGS 10 CLAREVIEW - CBD - GOV'T. CENTRE - CP CORRIDOR RIDGEWOOD 11 CASTLEDOWNS TRANSIT CENTRE - CALDER - CBD - GOV'T CENTRE -U OF A - 87 AVE - WEST JASPER PLACE TRANSIT CENTRE

C21

TRANSIT-ORIENTED STRATEGY - TRANSIT NETWORK ALTERNATIVE 3 NO

EXTERNAL BUS ROUTINGS

1 ST. ALBERT - ST. ALBERT TRAIL - 137 AVE LRT 2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A LRT 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE 43 SHERWOOD PARK - RIDGEWOOD LRT

C22

TRANSIT-ORIENTED STRATEGY Alternative 3 TRANSIT NETWORK CAPITAL COST SUMMARY

COST COMPONENT

COST (in Millions of 1979 $)

LRT Construction

290.1

Vehicles (LRT & Bus)

174.3

Transit Centres

9.1

Others (Plant Facilities & Miscellaneous)

86.5

TOTAL TRANSIT NETWORK CAPITAL COST

560.0

APPENDIX D BALANCED STRATEGY NETWORK LISTINGS

D2

BALANCED Loc. From To

STRATEGY - ROADWAY NETWORK

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

82 AVENUE 112 STREET 99 STREET

Implement Tran Manage Plan

1000

98 AVENUE 96ASTREET 80 STREET

Construct Lanes 3 & 4 / 4 Construct Lanes 5 & 6 / 6

4860

99-100 AVE 117 STREET 109 STREET

Construct One Way Couplet

11500

D A

B

MACKINNON 191 STREET 105 STREET

Construct 6 Lane Roadway Construct Interchange

80000

D A

B

106-107 AV 117 STREET 95 STREET

Construct One Way Couplet

1000

106-107 AV 117 STREET STADIUM RD

Construct One Way Couplet

4305

129 AVENUE FORT ROAD 50 STREET

Construct 4 Lane Roadway

CAPILANO 106 AVENUE

Construct Interchange

2500

FORT ROAD 112 AVENUE YELLOWHEAD

Construct Minor Improvemnt

2250

FORT ROAD Widen Road to 6 Lane Roadway YELLOWHEAD Construct Interchange 137 AVENUE

680

14330

A T B

A

B

A T B

Page-total = 122425 Sub-total = 122425 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

BALANCED Loc. From To

STRATEGY - ROADWAY NETWORK

Construction Activity

Project Cost Included in (1979$ X103) Strategy*

MANNING FR Widen Road to 6 Lane Roadway 137 AVENUE Construct Interchange 153 AVENUE

14330

A T B

95 STREET 82 AVENUE 112 AVENUE

Construct Bridge Construct Brid Approaches

86370

B

PROJ UNI 2 82 AVENUE 99 AVENUE

Implement Tran Manage Plan Construct Grade Separation Construct Bridge

28500

B

107 STREET 107 AVENUE YELLOWHEAD

Construct Lanes 3 & 4 / 4

4650

T B

109 STREET 103 AVENUE 105 AVENUE

Construct Rlwy Grade Sep.

10000

114 STREET 72 AVENUE UNIV AVE

Construct Lanes 5 & 6 / 6

3000

114 STREET UNIV AVE

Construct Grade Separation

4500

A

B

116-117 ST 99 AVENUE 108 AVENUE

Construct One Way Couplet Construct Rlwy Grade Sep.

9000

D A

B

119 STREET 108 AVENUE KINGAVENUE

Construct Lanes 3 & 4 / 4

3000

D

B

B

D

B

Sub-total for Auto-Restraint Strategy = 285775 TOTAL COST = 285775 + 475710 (BASIC NETWORK COST) = 761485 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

D4

BALANCED STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

1 JASPER PLACE TRANSIT CENTRE - STONY PLAIN ROAD - 102 AVE JASPER - CBD 2 BEVERLY - 112 AVE - JASPER - CBD - JASPER - 124 ST - 107 AVE LRT 3 WESTMOUNT TRANSIT CENTRE - 114 AVE - 124 ST - 107 AVE - 101 ST - CBD 4 EX. GROUNDS - 115 AVE - 95 ST - CBD 7 JASPER PLACE TRANSIT CENTRE - 156 ST - 107 AVE - 107 AVE LRT - 107 ST - CBD 8 BONNIE DOON - 82 AVE - SCONA LRT - U OF A LOOP 9 SOUTHGATE - 109 ST - CBD - 101 ST - KINGSWAY - NAIT 11 ZOO - 142 ST - STONY PLAIN ROAD - 104 AVE - CBD 12 WEST JASPER PLACE TRANSIT CENTRE - 87 AVE - 142 ST - 95 AVE - MacK BUSWAY - CBD 13 WEST JASPER PLACE TRANSIT CENTRE - 87 AVE - 149 ST MacKINNON BUSWAY - CBD 14 WEST JASPER PLACE - 87 AVE - 163 ST - STONY PLAIN ROAD JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 15 MEADOWLARK - ELMWOOD - 165 ST - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 16 RIO TERRACE - 156 ST - JASPER PLACE TRANSIT CENTRE MacKINNON BUSWAY - CBD 17 JASPER PLACE TRANSIT CENTRE - MAYFIELD - 110 AVE - 135 ST 111 AVE LRT - 111 AVE - STADIUM LRT 18 WESTMOUNT - 118 AVE LRT - NAIT - 118 AVE - COLISEUM LRT BEVERLY 19 NAIT - 109 ST - 107 AVE - 116 ST - GROAT BRIDGE - U OF A LRT 20 BEVERLY - 121 AVE - 54 ST - 118 AVE - COLISEUM LRT 22 111 AVE LRT - WESTMOUNT - DOVERCOURT - 118 AVE LRT 23 KINGSWAY - NAIT - 122 AVE - COLISEUM LRT - 120 AVE BEVERLY

D5

BALANCED STRATEGY - TRANSIT NETWORK NO

CITY BUS ROUTINGS

24 CALDER - 129 AVE - NW LRT - 97 ST - CBD 25 WELLINGTON - 135 AVE - 132 AVE LRT - NORTHGATE - DELWOOD BELVEDERE LRT 28 BEVERLY - 114 AVE - 50 ST - 118 AVE - COLISEUM LRT 30 BELVEDERE LRT - 130 AVE - 97 ST - CBD 32 CLAREVIEW LRT - STEELE HEIGHTS - 82 ST - STADIUM LRT 33 CLAREVIEW LRT - STEELE HEIGHTS - LONDONDERRY - NORTHGATE - 132 AVE LRT

DICKINSFIELD

34 BELVEDERE LRT - STEELE HEIGHTS - LONDONDERRY - DICKINSFIELD - NORTHGATE - 132 AVE LRT 35 CASTLEDOWNS - CASTLEDOWNS LRT - NORTHGATE 36 SOUTHGATE - GRAND VIEW - 114 ST - WINDSOR PARK - U OF A LRT 38 JASPER PLACE TRANSIT CENTRE - MEADOWLARK - QUESNELL - FOX DR - PARKALLEN LRT 39 WEST JASPER PLACE - QUESNELL - FOX DR - PARKALLEN LRT 40 SOUTHGATE TRANSIT CENTRE 7 LENDRUM - PARKALLEN - U OF A LRT 41 BELGRAVIA - 76 AVE LRT - 76 AVE - 109 ST - CBD - 101 ST KINGSWAY - NAIT 42 PARKALLEN LRT - 109 ST - 76 AVE - 82 AVE LRT 43 SOUTHGATE - 106 ST - 76 AVE - SCONA LRT 44 CAPILANO - OTTEWELL - 98 AVE - 95 ST BRIDGE - CBD 45 OTTEWELL - BONNIE DOON - CONNORS RD - CBD 46 U OF A LRT - SCONA LRT - 99 ST - 98 AVE - 95 ST BRIDGE CBD 47 51 AVE LRT - SE INDUSTRIAL - RITCHIE - 82 AVE LRT 48 51 AVE LRT - AVONMORE - BONNIE DOON - 95 AVE - CONNORS RD CBD 49 34 AVE LRT - DUGGAN - SOUTHGATE - 51 AVE LRT

D6 BALANCED STRATEGY - TRANSIT NETWORK NO CITY BUS ROUTINGS 50 CAPILANO - GOLD BAR - 106 AVE - CBD 51 CAPILANO - HARDISTY - 101 AVE - 84 ST - 106 AVE - CBD 52 SOUTHGATE - ROYAL GARDENS - MALMO LRT 53 W. MILLWOODS - MILLWOODS RD - 51 AVE LRT 54 RIVERBEND - 23 AVE - 119 ST - MALMO LRT 56 RIVERBEND - WHITEMUD - 119 ST - MALMO LRT 57 RIVERBEND - WHITEMUD - 119 ST - MALMO LRT 58 BONNIE DOON - KING EDWARD - 91 ST - CONNORS RD - CBD 59 CAPILANO - 98 AVE - GOV'T CENTRE LRT 61 KASKITAYO TRANSIT CENTRE - DUGGAN - SOUTHGATE - 51 AVE LRT 62 SOUTHGATE - GREENFIELD - MALMO LRT 65 118 AVE LRT - DOVERCOURT - 127 ST - 132 AVE LRT - NORTHGATE - 132 AVE - BELVEDERE LRT - COLISEUM LRT 68 WEST JASPER PLACE TRANSIT CENTRE - WEST JASPER PLACE JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD 69 KASKITAYO TRANSIT CENTRE - KASKITAYO - ASPEN - 119 ST MALMO LRT 70 HERMITAGE - BELVEDERE LRT 74 CLAREVIEW - CLAREVIEW LRT 77 CAPILANO - 95 AVE - CONNORS RD - CBD 78 WEST JASPER PLACE - QUESNELL - FOX DR - PARKALLEN LRT 79 CLAREVIEW - CLAREVIEW LRT 81 W. MILLWOODS - GRANT McEWAN LRT - 51 AVE LRT 88 WEST JASPER PLACE - 100 AVE - JASPER PLACE TRANSIT CENTRE MacKINNON BUSWAY - CBD 89 WEST JASPER PLACE TRANSIT CENTRE - WEST JASPER PLACE - 100 AVE - JASPER PLACE TRANSIT CENTRE - MacKINNON BUSWAY - CBD

BALANCED

NO

STRATEGY - TRANSIT NETWORK

CITY BUS ROUTINGS

91 WEST JASPER PLACE TRANSIT CENTRE - WEST JASPER PLACE - 95 AVE - 149 ST - MacKINNON BUSWAY - CBD 92 SCONA LRT - 99 ST - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT 93 NW INDUSTRIAL - 170 ST - STONY PLAIN ROAD - JASPER PLACE TRANSIT CENTRE 94 132 AVE LRT - 132 AVE - 127 ST - 125 AVE - 156 ST - JASPER PLACE TRANSIT CENTRE 95 JASPER PLACE TRANSIT CENTRE - NW INDUSTRIAL - 111 AVE LRT 96 BONAVENTURE INDUSTRIAL - 142 ST - 111 AVE LRT 97 118 AVE LRT - 118 AVE - 178 AVE - WESTGATE TRANSIT CENTRE 98 KASKITAYO TRANSIT CENTRE - KASKITAYO - 34 AVE LRT 99 KASKITAYO - KASKITAYO TRANSIT CENTRE - 34 AVE LRT 102 KASKITAYO TRANSIT CENTRE - KASKITAYO - 34 AVE LRT 103 E. MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 104 RIDGEWOOD LRT - MILLWOODS LRT

- GRANT McEWAN. LRT

105 CENTRAL MILLWOODS - MILLWOODS LRT - 66 ST - 51 AVE LRT 106 MILLWOODS LRT - MILLWOODS - 50 ST - CAPILANO TRANSIT CENTRE 107 CASTLEDOWNS - 132 AVE LRT 108 CASTLEDOWNS - 132 AVE LRT 114 CLAREVIEW - CLAREVIEW LRT 116 LAKE .DISTRICT - 153 ST - CASTLEDOWNS LRT 117 CASTLEDOWNS LRT - 153 AVE - LAKE DISTRICT - 66 ST BELVEDERE LRT 118 LAKE DISTRICT - 66 ST - CLAREVIEW LRT 120 51 AVE LRT - S. INDUSTRIAL - PARSONS INDUSTRIAL LRT KASKITAYO TRANSIT CENTRE 122 CAPILANO TRANSIT CENTRE - SE INDUSTRIAL - 51 AVE LRT

D8 BALANCED NO

STRATEGY - TRANSIT NETWORK

CITY BUS ROUTINGS

123 BONNIE DOON - SE INDUSTRIAL - 51 AVE LRT NO

CITY LRT ROUTINGS

10 CLAREVIEW - CBD - GOV'T CENTRE - OP CORRIDOR - MILLWOODS TRANSIT CENTRE 11 CASTLEDOWNS TRANSIT CENTRE - ROSSLYN - CBD - GOV'T CENTRE U OF A - MALMO

D9 BALANCED STRATEGY - TRANSIT NETWORK NO EXTERNAL BUS ROUTINGS

2 ST. ALBERT - ST. ALBERT TRAIL - GROAT RD - U OF A LRT 3 ST. ALBERT - ST. ALBERT TRAIL - 118 AVE LRT 41 SHERWOOD PARK - CONNORS RD - CBD 42 SHERWOOD PARK - CAPILANO TRANSIT CENTRE - CBD 43 SHERWOOD PARK - MILLWOODS LRT

D10

BALANCED

STRATEGY

TRANSIT NETWORK CAPITAL COST SUMMARY

COST COMPONENT

COST (in Millions of 1979 $)

LRT Construction

271.4

Vehicles (LRT & Bus)

188.6

Transit Centres

4.3

Others (Plant Facilities & Miscallaneous)

68.7

TOTAL TRANSIT NETWORK CAPITAL COST

533.0

APPENDIX E BASIC ROADWAY NETWORK LISTING

E')

BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

23 AVENUE TERW DRIVE 142 STREET

Construct Lanes 1 & 2 / 4

890

DATE

23 AVENUE TERW DRIVE 142 STREET

Construct Lanes 3 & 4 / 4

670

DATE

23 AVENUE 142 STREET 119 STREET

Construct Bridge

6000

DATB

23 AVENUE 142 STREET 119 STREET

Construct Lanes 3 & 4 / 4

1500

DATE

23 AVENUE 119 STREET 91 STREET

Construct Lanes 1 & 2 / 4

2720

DATB

23 AVENUE 119 STREET 91 STREET

Construct Lanes 3 & 4 / 4

1640

DATE

23 AVENUE 91 STREET 34 STREET

Construct Lanes 3 & 4 / 4

2650

DATB

23 AVENUE 50 STREET 34 STREET

Construct Lanes 1 & 2 / 4

1000

DATB

34 AVENUE 119 STREET 111 STREET

Construct Lanes 3 & 4 / 4

750

DATB

34 AVENUE 111 STREET CALGARY TR

Construct Lanes 3 & 4 / 4

700

DATB

Page-total = 18520 Sub-total = 18520 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

E3

BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

34 AVENUE 111 STREET CALGARY TR

Construct Lanes 1 & 2 / 4

1000

DATE

34 AVENUE CALGARY TR 99 STREET

Construct Lanes 3 & 4 / 4

230

DATE

34 AVENUE 99 STREET 91 STREET

Construct Lanes 3 & 4 / 4

570

DATE

34 AVENUE 91 STREET 34 STREET

Construct Lanes 3 & 4 / 4

2250

DATE

34 AVENUE 66 STREET 34 STREET

Construct Lanes 1 & 2 / 4

1800

DATE

WHITEMUD TERW DRIVE

Construct Interchange

7000

DATE

WHITEMUD RAINBOWVAL

Construct Bridge

3270

DATB

WHITEMUD 60 AVENUE

Construct Grade Separation

1000

DATE

WHITEMUD 60 AVENUE 122 STREET

Construct Lanes 5 & 6 / 6

1500

DATE

WHITEMUD 122 STREET

Construct Interchange

10000

DATB

Page-total = 28620 Sub-total = 47140 * D=Default A=Auto-oriented T=Transit-oriented B = Balanced

E4 BASIC ROADWAY NETWORK Project Cost Included in (1979$ X103 ) Strategy*

Loc. From To

Construction Activity

WHITEMUD 122 STREET 34 STREET

Construct Lanes 5 & 6 / 6

10000

DATE

WHITEMUD 111 STREET

Construct Interchange

10000

DATE

WHITEMUD 106 STREET

Construct Grade Separation

5000

DATB

WHITEMUD CALGARY TR

Construct Interchange

10000

DATE

WHITEMUD SELRT

Construct Rlwy Grade Sep.

5000

DATB

WHITEMUD 99 STREET

Construct Grade Separation

5000

DATB

WHITEMUD 91 STREET

Construct Interchange

10000

DATB

WHITEMUD 76 STREET

Construct Grade Separation

5000

DATE

WHITEMUD 66 STREET

Construct Interchange

10000

DATE

WHITEMUD 50 STREET

Construct Interchange

10000

DATB

Page-total = 80000 Sub-total = 127140 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

E5 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

WHITEMUD 34 STREET

Construct Interchange

WHITEMUD 99 STREET 91 STREET

Project Cost Included in (1979$ X103 ) Strategy* 10000

DATB

Construct Div 4 Lane Road

1450

DATB

WHITEMUD 91 STREET 75 STREET

Construct Div 4 Lane Road

2400

DATB

WHITEMUD 75 STREET 50 STREET

Construct Div 4 Lane Road

1650

DATB

WHITEMUD 50 STREET 34 STREET

Construct Div 4 Lane Road

1650

DATB

ROPER ROAD - 34 STREET 50 STREET

Construct Lanes 1 & 2 / 4

1000

DATB

ROPER ROAD 75 STREET 50 STREET

Construct Lanes 1 & 2 / 4

1000

DATB

ROPER ROAD 75 STREET 34 STREET

Construct Lanes 3 & 4 / 4

1510

DATB

62 AVENUE 191 STREET 184 STREET

Construct Lanes 1 & 2 / 4

500

DATB

62 AVENUE 191 STREET 178 STREET

Construct Lanes 3 & 4 / 4

620

DATB

Page-total =

21780

Sub-total = 148920 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

E6 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

62 AVENUE 184 STREET 178 STREET

Construct Lanes 1 & 2 / 4

915

DATE

62 AVENUE 178 STREET 170 STREET

Construct Div 4 Lane Road

625

DATB

107 AVENUE 184 STREET 178 STREET

Construct 4 Lane Roadway

400

DATE

111 AVENUE 184 STREET 170 STREET

Construct Lanes 1 & 2 / 4

1000

DATE

111 AVENUE 184 STREET 170 STREET

Construct Lanes 3 & 4 / 4

750

DATE

111 AVENUE 170 STREET MAYFIELD

Construct Lanes 3 & 4 / 4

380

DATE

112 AVENUE 97 STREET CAPILANO

Construct Lanes 5 & 6 / 6 Construct Rlwy Grade Sep.

16020

118 AVENUE 184 STREET 170 STREET

Construct 4 Lane Roadway

YELLOWHEAD 178 STREET FORT ROAD YELLOWHEAD 178 STREET FORT ROAD

D A T

830

DATE

Construct Lanes 3 & 4 / 4 Construct Lanes 5 & 6 / 6 Construct Interchange

86400

DATE

Construct Lanes 5 & 6 / 6 Construct Interchange

35000

DATE

Page-total = 142320 Sub- total = 291240 * D=Default A=Auto-oriented T=Transit-oriented B = Balanced

E7 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

YELLOWHEAD 66 STREET BEVERLY BR

Construct Lanes 5 & 6 / 6

2950

DATE

YELLOWHEAD CLOVE REAR

Construct 3 Lane Roadway

2500

DATE

137 AVENUE 58 STREET 50 STREET

Construct 4 Lane Roadway

1900

DATB

137 AVENUE 50 STREET VICT TRAIL

Construct Lanes 3 & 4 / 4

880

DATE

153 AVENUE 127 STREET 121 STREET

Construct Lanes 1 & 2 / 4

440

DATE

153 AVENUE 127 STREET 121 STREET

Construct Lanes 3 & 4 / 4

330

DATE

153 AVENUE 121 STREET 113ASTREET

Construct Lanes 3 & 4 / 4

450

DATE

153 AVENUE 113ASTREET VICT TRAIL

Construct Lanes 1 & 2 / 4

6000

DATB

153 AVENUE 113ASTREET VICT TRAIL

Construct Lanes 3 & 4 / 4

4500

DATE

CAST ROAD 153 AVENUE 97 STREET

Construct Lanes 3 & 4 / 4

1350

DATE

Project Cost Included in (1979$ X103 ) Strategy*

Page-total = 21300 Sub-total = 212540 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

E8 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

167 AVENUE 97 STREET 50 STREET

Construct Lanes 1 & 2 / 4

3000

DATE

VICT TRAIL 125 AVENUE 153 AVENUE

Construct Bridge Construct Rlwy Grade Sep. Construct 4 Lane Roadway

10375

DATE

34 STREET 06 AVENUE 92 AVENUE

Construct Lanes 1 & 2 / 4

6500

DATE

34 STREET 06 AVENUE 92 AVENUE

Construct Lanes 3 & 4 / 4

4875

DATB

50 STREET 06 AVENUE 12 AVENUE

Construct Lanes 1 & 2 / 4

570

DATE

50 STREET 06 AVENUE 12 AVENUE

Construct Lanes 3 & 4 / 4

430

DATB

50 STREET 12 AVENUE 23 AVENUE

Construct Lanes 3 & 4 / 4

710

DATE

50 STREET 23 AVENUE 76 AVENUE

Construct Lanes 1 & 2 / 4

4000

DATE

50 STREET 23 AVENUE 34 AVENUE

Construct Lanes 3 & 4 / 4

600

DATE

50 STREET 34 AVENUE WHITEMUD

Construct Lanes 3 & 4 / 4

1025

DATD

Project Cost Included in (1979$ X103 ) Strategy*

Page-total = 32085 Sub-total = 344625 * D=Default A=Auto-oriented T=Transit-oriented B = Balanced

E9 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

50 STREET WHITEMUD 76 AVENUE

Construct Lanes 3 & 4 / 4

3115

DATB

50 STREET YELLOWHEAD

Construct Rlwy Grade Sep. Construct Interchange

5000

DATB

50 STREET 125 AVENUE 137 AVENUE

Construct Lanes 3 & 4 / 4

920

DATB

50 STREET 137 AVENUE 144 AVENUE

Construct Lanes 1 & 2 / 4

570

DATB

50 STREET MANNING FR 144 AVENUE

Construct Lanes 3 & 4 / 4

430

DATB

50 STREET 144 AVENUE 153 AVENUE

Construct Lanes 3 & 4 / 4

430

D A T. B

50 STREET 153 AVENUE 167 AVENUE

Construct Lanes 1 & 2 / 4

1000

DATB

66 STREET 06 AVENUE 12 AVENUE

Construct Lanes 1 & 2 / 4

570

DATE

66 STREET 12 AVENUE 16 AVENUE

Construct Lanes 1 & 2 / 4

340

DATB

66 STREET 12 AVENUE 34 AVENUE

Construct Lanes 3 & 4 / 4

1000

DATB

Page-total = 13375 Sub-total = 358000 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

El0

BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

66 STREET 34 AVENUE 38 AVENUE

Construct Lanes 3 & 4 / 4

645

DATB

66 STREET 38 AVENUE WHITEMUD

Construct Lanes 3 & 4 / 4

615

DATB

66 STREET 120 AVENUE FORT ROAD

Construct Lanes 5 & 6 / 6 Construct Rlwy Grade Sep.

15900

DATB

66 STREET 149 AVENUE 153 AVENUE

Construct Lanes 1 & 2 / 4

280

DATB

66 STREET 149 AVENUE 153 AVENUE

Construct Lanes 3 & 4 / 4

210

DATB

66 STREET 153 AVENUE 167 AVENUE

Construct Lanes 1 & 2 / 4

1000

DATB

75 STREET WHITEMUD ROPER ROAD

Construct Lanes 3 & 4 / 4

440

DATB

CAPILANO 118 AVENUE YELLOWHEAD

Construct 6 Lane Roadway Construct Rlwy Grade Sep. Construct Interchange

15750

DATB

82 STREET 149 AVENUE 153 AVENUE

Construct Lanes 1 & 2 / 4

280

DATB

82 STREET 149 AVENUE 153 AVENUE

Construct Lanes 3 & 4 / 4

210

DATB

Page-total = 35330 Sub-total = 393330 * D=Default A=Auto-oriented T=Transit-oriented B = Balanced

Eli BASIC ROADWAY NETWORK Loc. From To

Construction Activity

Project Cost Included in (1979$ X103 ) Strategy*

82 STREET 153 AVENUE 167 AVENUE

Construct Lanes 1 & 2 / 4

1000

DATB

91 STREET 06 AVENUE 23 AVENUE

Construct Lanes 1 & 2 / 4

1160

DATB

91 STREET 06 AVENUE 23 AVENUE

Construct Lanes 3 & 4 / 4

900

DATB

91 STREET 23 AVENUE MILL ROAD

Construct Lanes 3 & 4 / 4

1315

DATB

91 STREET MILL ROAD 63 AVENUE

Construct Lanes 3 & 4 / 4

1175

DATB

97 STREET Construct One Way Couplet JASPER AVEWiden Road to 6 Lane Roadway YELLOWHEAD

9020

DATB

97 STREET 127 AVENUE 135 AVENUE

Construct Lanes 5 & 6 / 6

2700

DATB

97 STREET 137 AVENUE

Construct Square About

2500

DATB

CALGTRA 23 AVENUE 34 AVENUE

Construct One Way Couplet

4090

DATB

CALGARY TR 23 AVENUE

Construct Interchange

12000

D A T 3

Page-total = 35860 Sub-total

429190

* D=Default A=Auto-oriented T.Transit-oriented

B = Balanced

E12 BASIC ROADWAY NETWORK Project Cost Included in (1979$ X103 ) Strategy*

Loc. From To

Construction Activity

CALGTRA 34 AVENUE 51 AVENUE

Construct One Way Couplet

4090

DATE

PROJ UNI 1 82 AVENUE 99 AVENUE

Implement Tran Manage Plan Improve Intersection Implement One Way System

3200

DATE

111 STREET 18 AVENUE SADDLEBACK

Construct Lanes 1 & 2 / 4

870

DATE

111 STREET 23 AVENUE SADDLEBACK

Construct Lanes 3 & 4 / 4

540

DATE

111 STREET SADDLEBACK 36 AVENUE

Construct Lanes 3 & 4 / 4

410

DATB

113ASTREET 137 AVENUE 153 AVENUE

Construct Lanes 3 & 4 / 4

750

DATE

119 STREET 23 AVENUE 34 AVENUE

Construct Lanes 3 & 4 / 4

810

DATE

127 STREET 137 AVENUE 153 AVENUE

Construct Lanes 1 & 2 / 4

1000

DATE

127 STREET 137 AVENUE 153 AVENUE

Construct Lanes 3 & 4 / 4

750

DATE

142 STREET 23 AVENUE TERW DRIVE

Construct Lanes 1 & 2 / 4

1330

DATB

Page-total = 13750 Sub-total = 442940 * D=Default A=Auto-oriented T=Transit-oriented

B = Balanced

E13 BASIC ROADWAY NETWORK Loc. From To

Construction Activity

142 STREET 23 AVENUE TERW DRIVE

Construct Lanes 3 & 4 / 4

142 STREET WHITEMUD WHITEMUD QUESNELL

Project Cost Included in (1979$ X103 ) Strategy* 990

DATB

Construct Interchange

4200

DATB

Widen Road to 6 Lane Roadway

3000

DATB

TERW DRIVE 23 AVENUE 45 AVENUE

Construct Lanes 1 & 2 / 4

1890

DATB

TERW DRIVE 23 AVENUE 45 AVENUE

Construct Lanes 3 & 4 / 4

1420

DATB

149 STREET 118 AVENUE 125 AVENUE

Construct Lanes 3 & 4 / 4

570

DATB

149 STREET 125 AVENUE 137 AVENUE

Construct 4 Lane Roadway

2250

DATB

170 STREET 62 AVENUE 69 AVENUE

Construct Lanes 1 & 2 / 4

490

DATB

170 STREET 62 AVENUE 79 AVENUE

Construct Lanes 3 & 4 / 4

750

DATB

170 STREET 79 AVENUE 98 AVENUE

Construct Lanes 5 & 6 / 6

890

DATB

Page-total = 16450 Sub-total = 459390 * D=Default A=Auto-oriented T=Transit-oriented B = Balanced

E14

BASIC ROADWAY NETWORK Loc. From To

Construction Activity

170 STREET 98 AVENUE 107 AVENUE

Construct Lanes 5 & 6 / 6

1100

DATE

170 STREET 79 AVENUE

Construct interchange

6000

DATE

170 STREET 92 AVENUE 118 AVENUE

Construct Div 4 Lane Road

4230

DATE

170 STREET 107 AVENUE 118 AVENUE

Construct Lanes 5 & 6 / 6

1000

DATE

178 STREET 100 AVENUE 101 AVENUE

Construct 4 Lane Roadway

490

DATE

184 STREET 101 AVENUE 118 AVENUE

Construct Lanes 1 & 2! 4

2000

DATE

184 STREET 101 AVENUE 118 AVENUE

Construct Lanes 3 & 4 / 4

1500

DATE

Project Cost Included in (1979$ X103 ) Strategy*

Page-total =

16320

TOTAL COST FOR BASIC NETWORK = 475710 * D=Default A=Auto-oriented T=Transit-oriented

B

= Balanced