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TOWN OF LACOMBE
MAPLE DRIVE REALIGNMENT STUDY
FINAL REPORT
September 22, 2003 |
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Prepared by:
Stantec Consulting Ltd.
600 - 4808 Ross Street
Red Deer AB, T4N 1X5
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Table of Contents
1.1 Project Background
1.2 Study Area
1.3 Project Objectives
2.0
PREVIOUSLY COMPLETED REPORTS
2.1
North Area Structure Plan
2.2 2002 Traffic Study
2.3 Natural Spaces Management
Plan
2.4 Infrastructure Study
2.5 Geotechnical Reports
3.0
ROAD ALIGNMENTS
3.1
Alignment Considerations
3.2 Burman Street
3.2.1
Option 1
3.2.2 Option 2
3.2.3 Option 3
3.3
Elizabeth Lake Drive
3.3.1
Options 1
3.3.2 Option 2
4.0
BRIDGE OPTIONS
4.1
Elizabeth Lake Crossing
4.1.1
Bridge Span Structure
4.1.2 Causeway with Multi-Plate Arch
4.1.3 Causeway with Equalization Culvert
4.2
Other Crossings
4.2.1
Pedestrian Crossings
4.2.2 Wildlife Crossings
5.0
COST ANALYSIS
5.1
Method and Considerations
5.2
Cost Zones
5.2.1
Zone 1
5.2.2 Zone 2
5.2.3 Zone 3
5.2.4 Zone 4
6.0
WATERMAIN ALIGNMENT
6.1
Site Considerations
6.2 Proposed Alignment
7.0
STAKEHOLDER INPUT
7.1
College Heights Christian
School
7.2 Lacombe County
7.3 Rosedale Valley Residents
7.4 General
Public
8.0
CONCLUSIONS
8.1 Maple
Drive / Burman Street
8.2 Elizabeth Lake
Drive
8.3 Development
Concept
8.4 Water Main
List of
Figures
The study figures linked to the text below and in the
report are prepared in .jpg format.
The figures have also been prepared in .pdf format which,
while being of greater resolution have file sizes that are very large (4 to 7 mb in size). Depending
on the internet browser used, these .pdf files may be better accessed by
downloading them directly to your computer and then opening them directly in
Adobe Acrobat rather than just viewing them in the browser program.
An alternate set of Figures with much smaller file sizes will be prepared
without the underlay.
1.0 Introduction
1.1 Project
Background
The Town of Lacombe has identified the need for
roadway improvements in the north area of the Town to upgrade the existing
network and prepare for future development in this area. Stantec Consulting
Ltd. has been retained by the Town to study the realignment of Maple Drive
through the campus of Canadian University College (CUC) as well as the
extension of Elizabeth Lake Drive (63 Ave.) from C&E Trail to 58 St. The
primary goal is the establishment of a vital East-West connection to ease
existing and anticipated congestion on Woodland Drive and permit the closure and conversion of existing Maple Drive to
local access as desired by CUC for some time. Development of these new
alignments also provides an opportunity to upgrade the existing water
distribution system by linking the areas of College Heights and the northwest
sector of the Town.
The study area is immediately north of the Town
of Lacombe and shown in Figure 1.0. Existing communities within the area are
Rosedale in the southwest, Elizabeth Park in the southeast, and College
Heights in the northeast. The campus of Canadian University College and
associated lands covers a large area in the center and north along the east
side of Barnett Lake. To the east of the main campus area is College Heights
Christian School. Significant
ecological features include the Elizabeth Lake Basin and an upland forest
connected to the south shore of Barnett Lake. An area including Rosedale
currently falls within the County of Lacombe.
The primary objective of this study is to
evaluate preliminary alignment options for the proposed roadways and water
main with specific consideration of the following:
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General conformity to the future ‘vision’ for the Town of
Lacombe as outlined in the Municipal Development Plan
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Specific conformity to previously completed statutory plans and
studies affecting the area
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Engineering considerations and preliminary design using
appropriate horizontal and vertical roadway geometry and best practices
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Identification and understanding of ecological impacts
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Cost analysis and economic benefits
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Input from stakeholders and the general public
2.0 Previously Completed Reports
This statutory plan, completed in 2000, is a
comprehensive document illustrating the future land use concept of the larger
North Lacombe area bounded by Hwy 2 to the north and west and by Hwy 2A to the
east. The general assignment of land use and associated population densities
is critical in determining the scope and scale of necessary infrastructure
improvements required by the plan. It provides a framework for evaluation of
alignment options and includes specific guidelines for those studied in this
report. These issues will be reviewed later in this study when applicable.
Future reference to the North Area Structure Plan in this study will be
abbreviated as NASP.
Bunt & Associates completed an overall
traffic study for the Town of Lacombe in 2002. Recommendations of this report
confirm the requirement for a primary east-west collector road by the 20,000
population horizon. As
the existing Woodland Drive currently serves this function but was not
intended to operate as a primary collector, forecasts predict it will be
operating at its capacity of 9000 vehicles per day within the horizon and with
the Elizabeth Lake connection in place. Without a primary route to accept the
anticipated volumes, Woodland Drive would become congested in the short-term
and could not physically accommodate more than 10,000 vehicles per day. A corollary to this is a recommendation that Maple Drive
remains as it exists until the 63 Avenue extension is in place.
The traffic
study has taken into consideration forecasts of population growth in the north
and west areas. The assumed priority for the completion of development in the
west area prior to the north leads to specific recommendations for road
network improvements west of 58 St. and general recommendations north of 63
Avenue. While this alignment study does not specifically consider the area
west of 58th Street, alignments shown should provide convenient and desirable
connections to future road alignments recommended.
The traffic study also notes that the disconnection of Maple Drive would make
access for College Avenue destined traffic awkward and could increase traffic
volumes through school zones on 50 St. and C&E Trail, but provides no
analysis or recommendations for an alternate route. Results of this study are
shown in the recommended road network Figure 2.1.
An Ecological Profile / Habitat Assessment of the
natural areas within and surrounding the Town of Lacombe was completed in 2001
by Stantec Consulting Ltd. The report describes the area of North Lacombe as a
healthy and diverse lake ecosystem adding to the character and uniqueness of
the Town. The roadway alignments considered in this study would impact two
sites identified by the report. These sites are further categorized by habitat
type and ranked by ecological factors. The rank groups as detailed in the NSMP
are:
According to the report, the Barnett Lake site in
the northeast section of this study is Rank 3 for high connectivity,
diversity, and natural potential. A portion of the west end of proposed
Elizabeth lake Drive would impact an upland forest habitat some distance from
the south end of Barnett Lake.
The Elizabeth Lake site, also Rank 3, covers the
central section of the study area. Upland forest habitats here would be
impacted by the middle section of proposed Elizabeth Lake Drive and also by
sections of the Burman Street / Maple Drive alignments. Of special
consideration will be the impact on an open water habitat by the proposed
crossing of Elizabeth Lake at a narrow section near its north end.
The report provides some general policy
recommendations that would apply to the alignments considered here. It notes
that the overall planning process and application of good development planning
practices from initial review of lands to approval of subdivision outline
plans allows sufficient time and opportunity for identification and study of
natural spaces. Increasing detail of study through this process should lead to
specific recommendation of impact mitigation procedures at the outline plan
stage. These would include dedication of lands for protection and application
of good construction practices to avoid disturbance and enforce restoration of
non-protected areas. Lands identified as Rank 3, such as are present in this
alignment study, should conform to the highest standard in this regard.
The natural boundaries shown in
Figure 2.2 are
approximate and derived from a 1999 air photo. More detailed site analysis may
be required to determine specific ecological impacts at a later date. The
Natural Spaces Management Plan will be referred to in this study as NSMP.
Brisbin & Sentis Engineering Inc prepared an
overall Infrastructure study for the Town of Lacombe in 1992. In reference to
the water main alignment being presently considered, this study is of limited
value, as it does not refer to the Canadian University College and College
Heights water system. A brief overview of the existing town water distribution
system shows that some of the study’s recommendations and other improvements
have been implemented to improve the efficiency of the system. It should be
noted that the issue of low water pressures identified by the study in the
Fairway Heights area might continue to be a problem today and may be
alleviated by the installation of the proposed main. An update of the Town’s
water model should be completed prior to the design of future upgrades.
Some limited geotechnical data is available from
studies done in the Willow Ridge and Elizabeth Park subdivisions. While some
general assumptions may be used in planning and estimating costs, reliance on
this data is not recommended as geophysical conditions can vary drastically
over short distances, especially considering the diverse topography of this
study area. A comprehensive
geotechnical study of the proposed roadways would be required prior to further
planning or design beyond this alignment study.
3.0 Road Alignments
Modern roadway design factors encompass a wide
range of elements to consider throughout the design process. The design
challenge is to weigh the effects of design criteria to produce geometric
alignments that balance levels of service, cost, impact and safety. While the
majority of issues can be resolved at the detailed design stage, practicality
and experience are employed early in the process to identify key site specific
factors affecting overall alignment planning. In preliminary design, general
guidelines are employed to produce separate horizontal and vertical alignments
that are later superimposed to evaluate if the components are complimentary
and produce a smooth three-dimensional roadway.
Horizontal alignment guidelines used in this
study relate primarily to circular curves and radii. Large radius continuous
curves are preferable for higher level of service, driver comfort and safety,
sight and stopping distance, and aesthetics. In contrast, minimum radius
curves are avoided whenever possible, as they represent a limiting condition
to be used in extreme cases, and fail to achieve the balance sought in the
design process.
Vertical alignment guidelines are particularly
critical to this study due to the rolling, hilly topography. Small adjustments
to gradelines and vertical curves have a direct and noticeable effect to cost
and impact. Factors to balance this include level of service, safety, and
adjacent land issues. As mentioned previously, limiting conditions for grades
and vertical curves are undesirable and generally not considered.
The co-ordination of horizontal and vertical
components adds to the design challenge when horizontal curves, vertical
curves, and steep gradelines occur in the same zone, as may be the case in
some areas of this study. In this situation the use of ideal or non-limiting
geometry for both components is essential, as safety would become the most
important concern. As this combination of complex geometry and design criteria
requires thorough study at the detail design stage, the objective of
preliminary planning is to set alignments that fall within a practical design
range or domain with respect to cost, function, and ability to construct.
The proposed alignment options share some common
issues in their evaluation. All alignments would have an impact on pedestrian
routes and the existing nature trails. While the benefits of any pedestrian
and trail system are clearly important, the assignment of road alignments
presents substantially greater economic, logistical, and political challenges.
The current pedestrian and trail system could easily be adapted and enhanced
to suit all the road alignments considered here and should be studied in
greater detail following alignment recommendation. The Town’s Trail and
Sidewalk Improvement Plan would be a valuable tool in this endeavor as some of
the trails and routes in the area have been scheduled for review or upgrade.
Furthermore, as development and growth will
inevitably have some impact on ecological features, proper stewardship
requires that the loss of ecological habitat should be balanced by
preservation in the form of reserve dedication. The potential for the
development of public recreation and natural space in the study area is vast
and surely enviable by other communities.
The Burman Street alignment options consider that
portion of roadway that would effectively replace the existing Maple Drive
upon its closure. These options have been grouped by the location of the
connection with College Avenue.
Option 1A, shown in Figure
3.1, connects to
College Avenue at the existing intersection of south Burman Street, east of
the College Heights Christian School. It features two large radius curves
and connects with Elizabeth Lake Drive west of Elizabeth Lake. As directed
by the NSMP, this alignment would maintain the 15 meter protected strip
around Elizabeth Lake, but impact upland forest zones in 2 sections. An
attempt has been made to balance the encroachment in the lake area with the
reduction of existing or potential playground space east of the school.
Vertical alignments are most critical at the north end due to severe
elevation differences. The combination of horizontal and vertical curves at
this section allows limited flexibility in design. To maintain acceptable
road grades and slopes, a large backslope cut at the southeast corner of the
school play area plateau would be necessary. A retaining wall should be
installed at this location to prevent the loss of already limited usable
space for the school. Any excess excavated material from this area could be
used to grade a potential new playing field southwest of the school.
Continuing to the south, a lower flat graded area would be bisected with the
resulting south half more or less completely within the lakes protected
area. The south section of the alignment would follow the west boundary of
an upland forest zone while maintaining an acceptable separation for an
existing college building.
In the event that planning issues justify
encroachment in the lake zone, an alternate alignment to option 1A, shown in
Figure 3.1, has been provided for discussion and review. Undetermined
geotechnical factors, construction difficulties, and added environmental
impact mitigation measures may increase the cost of this alignment
considerably.
Option 1B, also shown in Figure
3.1, connects
with College Avenue at the same location and follows Burman Street south and
along the east boundary of Elizabeth Lake upland forest habitat to connect
with Elizabeth Lake Drive. Impact on ecological zones would be minimal and
vertical alignment significantly less difficult to design and construct. Two
key drawbacks reduce the desirability of this option. First, a connection on
the east side of Elizabeth Lake would require immediate construction of a
lake crossing to satisfy interim requirements of the Maple Drive closure.
The other drawback would be the loss of potential premium residential lots
along the east bank of the lake. Connection to Elizabeth Lake Drive further
east would become increasingly inefficient and redundant.
Both options have the undesirable effect of
offsetting the Burman Street intersections with College Avenue. The
resulting traffic flows at these intersections, taking into account future
development planned north of College Avenue, would have to be evaluated.
Alternatively, these options have the positive effect of moving traffic
further away from the school entrance when compared to options described
later.
Option 2 alignments, shown in
Figure 3.2,
connect with College Avenue at the intersection of the existing north
portion of Burman Street. These options provide a more desirable linkage
with a direct through movement along a newly constructed road to future
areas. The major drawback comes from vertical alignment restrictions. The
existing play area of the school is an elevated plateau significantly higher
that the adjacent College Avenue and Burman Street south. In order to
maintain acceptable road grades over a shorter distance than option 1A, a
severe graded cut through the school yard would be necessary, effectively
eliminating the possibility of a play field east of the school. The effect
of option 2B would be measurably less in this regard, but may still restrict
the development of reasonably sized field in the upper area. A second
drawback of this option would be the aggravation of existing congestion at
the entrance of the school including parking, busing, and student drop off.
An opportunity exists for the development of a
new replacement field in a lower area directly southwest of the school. This
area is of sufficient size to accommodate a large soccer field with minimal
impact on the adjacent upland forest. Backslopes around the north boundary
of this field could provide a natural amphitheater for spectator seating.
The southern portions of Option 2 alignments
have similar features and effects as described previously for Option 1.
Option 3, shown in Figure
3.3, connects with
College Avenue at the existing intersection with Reiswig Street and
continues more or less directly south to intersect with Elizabeth Lake Drive
west of Elizabeth Lake. This option fails to satisfy the primary objective
for several reasons. The NASP recommends access to the college east of this
intersection. Traffic congestion near the school and church would continue
and could only worsen as development expands north of College Avenue. As
there is an extreme elevation change immediately south of the intersection,
road construction would be prohibitively expensive and impact the
surrounding area significantly. The general consensus is that this option
should not be seriously considered.
For the Elizabeth Lake Drive connection between
58 Street and C & E Trail, two alignment options have been established.
The key difference between the alignments is the tentative planning for
development extension of the existing Rosedale neighborhood.
The first alignment option, shown in
Figure
4.1, features a long continuous curve through the crossing zone and a
diagonal tangent section passing between Rosedale and Barnett Lake. The
proximity of the crossing zone to the existing portion of Elizabeth Lake
Drive offers a convenient and desirable horizontal geometry east of
Elizabeth Lake that would be identical for both options. The tangent section
follows a logical boundary midway between Elizabeth and Barnett Lakes,
providing an efficient direct route between proposed Burman Street and 58
Street.
A
critical design constraint for this alignment is the impact to the east bank
at the Elizabeth Lake crossing. The alignment zone features a natural draw
at the north and a prominent knoll at the south. As the draw section
contains a large stand of mature birch trees and established nature trail,
which would be lost without gaining a useful design advantage, it should be
considered an undesirable option. The knoll to the south, identified in the
NSMP as upland grassland, could be suitably graded with minimal impact to
significant ecological features compared to other sections of the lake. The
existing lookout area could be relocated slightly south to maintain an
attractive viewpoint location. Road design grades would be similar for most
crossing options with the exception that a vertical curve alignment would
not be possible for a multi-span structure.
The west portion of option 1 permits the
development of several country or estate residential lots north of the
Rosedale area. Besides the obvious economic advantage, this new development
would have the effect of completing the Rosedale community while protecting
its unique identity. No direct driveway access to Elizabeth Lake Drive from
the residential lots would be permitted with this option.
This portion of the alignment would have some
impact to the upland forest zone south of Barnett Lake. While it maintains a
significant distance to the lakeshore, ecological impacts would have to be
reviewed. An acceptable vertical alignment could be achieved with careful
planning to suitably match existing topography and maintain natural drainage
patterns.
The second alignment shown in
Figure 4.2 is
similar to option 1 at the east end, but takes an indirect route between 58
Street and the west side of Elizabeth Lake. An area for residential
development with direct driveway access to Elizabeth Lake Drive could be
developed to the northeast of Rosedale. A large open cultivated area west of
existing Maple Drive and a portion of the existing Rosedale Avenue would be
utilized. Acceptable horizontal and vertical geometry has been maintained
with this option. The relatively smoother contours of the zone north of
Rosedale would make vertical planning simpler and less impacting on the
terrain.
Both of these options would have similar
impacts at the Elizabeth Lake crossing, with option 2 having considerably
less impact to the upland forest area north of Rosedale. Option 1 would
provide approximately twice the developable area as option 2 for more or
less the same cost and is therefore economically more attractive. It should
be noted that the NASP recommends “the alignment of the road immediately
east of 58 St. should be as far north as possible to minimize impact on
existing residential development”.
4.0 Bridge Options
As mentioned previously, the bridge options
presented here are entirely dependant on suitable geophysical conditions for
their feasibility and cost. A comprehensive geotechnical report for each
specific bridge option would have to be completed prior to detailed planning.
A multiple span bridge could be erected at the
Elizabeth Lake crossing. This would likely be a concrete structure with a
130-150m span, and 12.5 meters wide. Components would consist of two
concrete abutments, two formed concrete piers, and precast beam sections
with a paved surface. The advantage of this option would be to minimize the
impact to the open water habitat by limiting grading activity near the
water. Furthermore a span bridge would permit unrestricted access below the
bridge deck for recreational boating, hiking the existing nature trails, and
wildlife passage. The major disadvantages would be the prohibitive cost and
negative visual impact. Some simple aesthetic treatments are becoming more
common in modern bridge building and could be included for some additional
cost.
This option was recommended as an alternative
option to the multiple span bridge that would allow passage of a small boat
or canoe. It would consist of a
corrugated steel pipe or arch approximately 50 meters in length with a 2
meter clearance from high water levels. These structures tend to be very
economical and versatile in a variety of site conditions and provide long
service life with low maintenance. This
structure would be included in the design of a typical graded earth
crossing. With optional end treatments and landscaping, visual impact to the
lake could be minimized. A vital factor during construction would be the
salvage of native grasses, plant material, and lake bottom organics. Back
slopes of the crossing and the shallow water interface could be restored to
their natural state with this material and further enhance the visual
impact. As wild grasses on the slopes would not require maintenance, the
width of the crossing could be reduced with steeper grades. Good
construction practices would be utilized during the grading phase to prevent
siltation and other damage to the lake ecosystem.
In order to satisfy the basic function of
equalizing levels on both sides of an earthen graded crossing, a small
corrugated steel culvert could be installed for relatively minimal cost and
achieve similar results as a multi-plate arch excluding provision of
recreational boat passage.
This option is included in the event that
analysis of the pedestrian routes and nature trail system identifies the
need for a pedestrian bridge or underpass. This application is common in
situations where there is a safety concern at a level crossing or
topographical and aesthetic issues justify the additional expense. A cost
estimate will be provided later in the study for future information.
The use of level crossings is common practice
for many applications similar to those that would be required in this study.
Proper installation and the use of appropriate control and safety devices
can make these crossings effective.
The effective installation of underpasses for
wildlife crossing is difficult. Different species have a variety of unique
instinctive behaviors that make designing a single common crossing
difficult. Some common
guidelines could be followed:
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Watercourses are popular wildlife routes
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Animals tend to follow ridges and therefore will likely
attempt to cross a graded area at the cut/fill intersection
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Diversionary fencing is effective in direction towards the
underpass
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Large, short structures are preferable to most species
The NSMP recommends
the installation of wildlife crossings at locations of high incidence of
animal fatalities. As this is a reactive measure and little information
regarding traditional wildlife routes is available for this area, the
concept of natural connectivity could be used to predict and develop logical
routes between major natural areas. An example of this would be an Elizabeth
Lake – Barnett Lake connection.
5.0 Cost Analysis
The cost estimates provided here are intended for
use as factors of magnitude in the preliminary assessment of alignment
options. Several assumptions have been used here including but not limited to
nominal geophysical conditions, consistent construction pricing, and detailed
design factors that cannot be determined in preliminary planning (eg. shallow
utilities). Costs excluded from these estimates are acquisition of land and
rights-of- way, environmental costs, and associated professional fees. The
preliminary alignment design grade used in these estimates is shown on Figure
5.0.
The estimated project costs have been separated
into 4 zones to reflect overall project staging and cost sharing. These zones
are shown on Figure 6.0.
| The construction of Elizabeth Lake Drive from 58 St. to a
point near the west side of Elizabeth Lake (1.2 km) |
Estimated Cost: $1,920,000 |
| The construction of Elizabeth Lake Drive from a point east
of Elizabeth Lake to existing road near C&E Trail (0.45 km) |
Estimated
Cost: $720 000 |
Option 1
The construction of a multi-span bridge structure
including all road work (0.15 km)
|
Estimated
Cost: $2 500 000 |
|
Option 2
Alternatively the construction of a multi-plate arch with
graded earth crossing
including all road work |
Estimated Cost:
$820 000 |
|
Option 3
Equalization culvert w/ Graded Earth Crossing |
Estimated Cost:
$510 000 |
|
Optional Crossing
The construction of each pedestrian underpass,
(50m supply and install) |
Estimated Cost:
$150 000 |
| The construction of Burman Street (Maple Drive) from
Elizabeth Lake Drive to College Avenue |
Estimated
Cost: $1 150 000 |
6.0 Watermain Alignment
A proposed watermain connection between College
Heights and the northwest sector of the Town has been suggested as a possible
solution to present inefficiencies in the system. From a cursory view of the
existing system, the following premises can be inferred:
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One peripheral connection between the main Town grid and the north
system
-
New water system facilities in the north area were installed with
the potential capacity to alleviate low pressures in the Fairway Heights area,
given some connection
-
Emergency water supply could be an issue in the college area
-
Alignments through multiple natural areas in the north should be
optimized to conserve land
-
The areas of Rosedale and proposed new Cranna Lake development
could be conveniently and economically serviced with water in the process of
installing a primary connection
A water model of the
existing system would be necessary to confirm these premises and continue with
planning.
It is understood that the new
pumphouse and reservoir in the north is a modern, high capacity facility. As the
current problems in the Fairway heights area are related primarily to pressure,
a cursory analysis suggests this problem could be alleviated given the proposed
connection, as well as some increase to system efficiency in other existing
areas in the west side of Lacombe . An added benefit could be a convenient loop
connection and associated system capacity for future development west of 58
Street.
The proposed watermain alignment, shown in
Figure 7.0, is based upon selected options from this study. The general objective would
be to make a connection from an existing main near the south end of Burman
Street and intersecting at some point along Woodland Drive. The portion along 57
St through Rosedale could be expanded at later time to service all residences in
the area.
7.0
Stakeholder Input
While no formal comments were presented by the College Heights Christian
School, some interaction with members of the
committee lead to the conclusion that the school
is opposed to the Burman Street concepts. The key factor in this determination
is the advantage of moving traffic away from the front of the school does
not outweigh the loss of valuable playground area and unrestricted access to
the lakeshore.
Lacombe County has deferred a position on these matters pending a consensus
of opinion by the residents of Rosedale
Valley. The County will continue to represent the
interests of these residents in regards to possible future impact to Rosedale
Valley that may result from this study.
Input from residents in Rosedale valley relates primarily to the two issues
of the proposed watermain alignment and the
proposed extension of Rosedale valley created
by Elizabeth Lake Drive. Regarding the
watermain alignment, the committee was directly informed that the residents
are generally opposed to the plan. The key concerns expressed relate to significant
disruption to the area during construction, damage and loss of service to
existing well supply lines, and concern about
rehabilitation of the area after construction.
If the watermain is to proceed as proposed, some interest was expressed
in potential water servicing for the area, particularly the installation of fire
hydrants in the interest of public safety.
As to the extension of the Rosedale Valley area as a result of the Elizabeth
Lake Drive alignment, the primary concerns
relate to the impacts to the upland forest area directly
north of Rosedale Valley. Strong opposition was expressed to the alignment
shown in Figure 4.1 in this regard, and therefore a
preference of the alignment in Figure 4.2
should the need for Elizabeth lake Drive result in its eventual construction.
Further concerns related to the potential closure of Rosedale Avenue as some
residents currently access their properties from
this street. Several residents also expressed
apprehension and concern that potential future annexation of Rosedale Valley
may be the result of continuing development in the north area of Lacombe.
There was not a lot of input from the general population
of the Town. As this was in part related to a planning issue of a
localized nature relating to the College and Rosedale, it is perhaps not
surprising that a larger response from the population of the Town at large was
not received. This could well come later when the Town's overall
street network plans are addressed with the public later in October
2003.
The prevailing public view was that of strong opposition to crossing of
Elizabeth Lake in any form. The lake and natural areas on its perimeter are a
tremendous asset to the community and should not be impacted at all. If
there are no other east / west alignments available then the growth in the north
and west areas of the Town should be limited to ensure that the growth in
traffic does not exceed the capacities of the existing roads to the
south.
Others allowed that If the crossing is absolutely unavoidable, then its
construction should delayed as long as possible.
8.0 CONCLUSIONS
8.1 Maple Drive / Burman
Street
While there would significant benefits to the
College gained by the removal of Maple Drive through the campus, closure should
not be considered until an alternative is in place. In the interim the
College and Town should investigate measures that could be considered in the
interim to control congestion, limit access and improve
safety.
Public consultation resulted in significant
opposition to the extension of Burman Street as an alternative to Maple Drive in any of its proposed alignments. Extreme elevation
differences lead to major impacts to lands adjacent to College Heights Christian
School and Elizabeth Lake. Geometric elements would approach minimum design
limits and the favored connection point at College Avenue, off
set as it is from Burman Street North, is less than ideal.
As the relative cost for the construction of this
road is very high at $ 1.15 million,
it becomes difficult to justify the benefit of convenient access to the College
from the proposed Elizabeth Lake Drive when the future construction of Cobb
Street could be designed to perform a similar function. Moreover, a Cobb Street
access could be constructed at significantly less cost and without the
unfavorable impacts of a Burman Street alignment noted in this study. In any
event, the Burman Street alignment is not required for the construction of the
proposed watermain. Funds that would have been
targeted for the Burman Street road would be invested to better advantage in the
Elizabeth Lake Drive extension.
8.2 Elizabeth Lake Drive
As identified in the 2002 Traffic Study, if growth
is
to continue to the maximum extent available in the north and west
areas of Lacombe, the need for an effective
east-west connection north of Woodland Drive becomes an
absolute requirement if
overloading of the other east/west roads to the south is to be prevented.
As alignment options for this route are very limited, it is clear that the primary goal in alignment selection and eventual
construction of this road should be the
minimization of negative impacts to recognized natural areas. Further to this, measures should be considered to compliment these
areas, enhance public access, and maintain
continuity of overall natural spaces.
The alignment shown in figure 4.1 provides the best geometrics and
functionality for an arterial roadway. As
noted below, it also provides a better option for additional residential
development which would function as an effective buffer to the existing Rosedale
area. The route shown on Figure 4.2
would necessitate the road being dropped to a collector standard.
Common to both options is a crossing of Elizabeth
Lake at a narrow point, which should be
designed to minimize visual impact and constructed with strict conformity
to established construction techniques and regulatory guidelines and standards
in an effort to mitigate impact to natural features and habitats. In the same respect, careful design of vertical and horizontal
alignments can limit impact to natural areas
throughout the route and still maintain acceptable geometric standards. A
bridge structure may best meet the objectives of minimizing impact, however the
costs are significant.
Logistically, the development of Elizabeth Lake Drive could be phased to meet
present and future needs. The connection of the
existing portion of Elizabeth Lake Drive across Elizabeth Lake to existing Maple
Drive would permit the closure of Maple Drive through the College, with the
remaining portion of Maple Drive operating as it exists until increased traffic
flows warrant completion to 58 th Street. In any event, the entire right of way
should be obtained as soon as possible to protect the alignment, especially that
portion through existing College lands.
Subject to the overall road network priorities of
the Town, the time of development of the Elizabeth Lake Drive extension should
be considered when the volume of Woodland Drive begins to approach the maximum
traffic volume projected for that road under the 2002 Traffic Study or when
non-campus traffic using the existing Maple Drive reaches a point where
congestion and safety are of significant concern. Prior to the closure of Maple Drive, the College
should provide a plan showing the access to the campus and the interior
circulation of vehicular traffic and pedestrian pathways and trail
linkages.
8.3 Development
Concept
Any proposed development opportunities resulting from the Elizabeth Lake
Drive alignment would be subject to approval
by the College. The development concept shown
in Figure 4.1 provides for low density development as a logical use compatible with the adjacent Rosedale Valley neighborhood. This
concept provides a buffer to the future road
for Rosedale Valley, and as this area would no longer be part of the campus,
it could effectively integrate to become part of the Rosedale Valley community
in spite of a municipal boundary. All of the expressed tie in issues can easily
be addressed prior to finalization of the lotting arrangement.
8.4 Watermain Alignment
The proposed watermain alignment is clearly the best overall solution for
current and future utilization. It can be run
through Rosedale Valley with or without connection and
using construction techniques to minimize disruption and rehabilitate disturbed areas to meet or exceed their current condition. As
the watermain alignment will determine the
future Elizabeth Lake Drive alignment, both will have to be finalized before
proceeding with the watermain project so as to not limit future land use or impact vertical alignment considerations. As
mentioned previously, the watermain alignment
does not require a Burman Street connection, in which case that section would
be constructed with minimal disturbance to the natural area adjacent to the lake.
If construction is take
place in 2004, detailed design will need to begin by November 2003. While
it is cost effective to consider installing individual water services at the
time of original installation, there are many larger policy issues to be
addressed with respect to extension of other urban services and ultimate
inclusion of Rosedale within the Town. As such the installation of the line
should proceed without servicing.
