River Valley Mechanized Access Site Location Study

Final Report

Prepared for:

City of Sustainable Development, Urban Planning and Environment Edmonton,

Prepared by:

Spencer Environmental Management Services Ltd. Edmonton, Alberta

Under contract to:

DIALOG Edmonton, Alberta

Project Number EP 629

January 2016 Spencer Environmental

EXECUTIVE SUMMARY The purpose of the River Valley Mechanized Access (RVMA) Site Location Study is to detail the social, financial, environmental and institutional constraints that make a location within the Area Redevelopment Plan (Bylaw 7188) boundaries essential. This report also provides a detailed examination of project conformance to the goals, objectives and policies of Bylaw 7188.

The proposed project is one of 13 important initiatives within the greater River Valley Alliance’s (RVA) Capital Project announced in January 2013 (RVA 2013). The Capital Project will improve overall public access to the North Saskatchewan River and river valley and add new trails and features to existing infrastructure in what is considered North America’s longest metropolitan park system (RVA 2013).

DIALOG previously investigated the feasibility of five potential mechanized access alignments in Louise McKinney Riverfront Park in 2009-2010 (Carlyle and Associates et al. 2010). That site was not studied further because of the subsequent development of the Valley Line LRT alignment through Louise McKinney Riverfront Park. The availability of River Valley Alliance Capital Project funding in 2013 for mechanized access in the river valley permitted the City to consider other locations. In 2014, DIALOG subsequently investigated five potential site locations for mechanized access in the North Saskatchewan River Valley, including four on the north side of the river and one on the south side of the river (DIALOG 2014). The City of Edmonton selected two preferred locations that formed the basis of the previous concept engineering study: 100 Street Access on McDougall Hill on the north side of the river and the 105 Street Access within Queen Elizabeth Park on the south side of the river (DIALOG 2015a). In addition, two separate alignment options, West and East, were proposed for the 100 Street RVMA project area, both of which would have connected 100 Street near the Fairmont at the top-of-bank to existing shared use pathways (SUPs) in the river valley and across the Low Level Bridge (Spencer Environmental 2016). Ultimately, the East alignment was determined to be the preferred option, and on 23 June 2015, City Council approved the East Alignment to proceed.

The following provides a brief overview of the social, environmental and institutional constraints that make the project location, within Bylaw 7188 boundaries, essential:

Social: The proposed RVMA project will connect to the existing river valley SUP system, improving accessibility of the river valley for all Edmontonians and visitors to Edmonton, regardless of age or ability. Development of the proposed RVMA project will enhance recreational opportunities in the Edmonton River Valley and Ravine system for all users; additionally, the proposed project will directly connect downtown Edmonton to existing recreational amenities at Louise McKinney Riverfront Park as well as to the Low Level Bridge, enhancing non-motorized transportation opportunities for recreationalists and commuters on both sides of the river. Guiding principles of alignment selection included following the intent of the River Valley Alliance’s

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Capital Project, utilizing existing vegetation clearings where possible to minimize disturbance to the natural setting, and incorporating feedback from stakeholders and the public on an ongoing basis.

Financial: On 23 January 2013, the City of Edmonton received a total of $72.9- million in grants from the River Valley Alliance (RVA) and the provincial and federal governments. That funding is for specific capital projects described in five initiatives to improve public access to the North Saskatchewan River and connectivity within the river valley. The proposed RVMA is one of the projects included in those initiatives with a budget of $24 million, fully-funded by the River Valley Alliance supported by the provincial and federal governments and the City of Edmonton. City Council approved the RVMA project to proceed for the East Alignment, connecting 100 Street near the Fairmont Hotel MacDonald and the river valley SUP system near the Low Level Bridge on 23 June 2015. Project funding requires that the proposed project be totally completed by July 2017.

Environmental: The proposed RVMA project will be largely situated within and immediately adjacent to existing developed areas in downtown Edmonton. Despite those conditions, the proposed project has sought to minimize environmental impacts, and project infrastructure will be designed to ensure protection of slope stability, existing drainage, native vegetation, wildlife movement, nearby aquatic resources as well as river valley visual aesthetics. Specifically, RVMA project alignment selection criteria included potential impacts to natural areas in the North Saskatchewan River Valley, while balancing other concerns such as universal accessibility, constructability, engineering and user safety. Ultimately, the preferred alignment was one that required somewhat more vegetation clearing than the alternatives; however, that alignment also offered improved connectivity to existing SUPs that is expected to enhance user experience and avoids major utilities in the area. The current alignment of the RVMA project was approved by City Council on 23 June 2015.

Institutional: The location of the proposed RVMA project represents a balanced approach to river valley development that provides for improved access to the river valley and expanded recreational opportunities that are compatible with existing local private development and consistent with existing City of Edmonton and River Valley Alliance planning documents. The proposed RVMA project will directly tie Edmonton’s downtown into the existing river valley SUP system, thereby maximizing accessibility to the river valley. The proposed RVMA project is consistent with the Ribbon of Green Master Plan (City of Edmonton 1992) and the major goals presented in city planning documents including The Way We Grow: Municipal Development Plan (Bylaw 15100) (City of Edmonton 2010a), The Way We Move: Transportation Master Plan (City of Edmonton

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2009), The Way We Live: Edmonton’s People Plan (City of Edmonton 2010) and The Way We Green: Environmental Strategic Plan (City of Edmonton 2011).

This Site Location Study concludes that the location and preliminary design of the RVMA project conform to the goals and applicable objectives and policies of Bylaw 7188.

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Table of Contents

Chapter Page 1.0 INTRODUCTION...... 1 1.1 Project Background/Justification ...... 1 1.2 Project Overview ...... 2 1.2.1 Project Components within Bylaw 7188 Boundaries ...... 2 1.2.2 Alternatives Considered ...... 8 2.0 CONSTRAINTS ANALYSIS ...... 12 2.1 Overall Constraints Analysis ...... 12 2.1.1 Social Constraints ...... 12 2.1.2 Financial Constraints ...... 13 2.1.3 Environmental Constraints...... 13 2.1.4 Institutional Constraints ...... 14 3.0 CONFORMANCE WITH NSR VALLEY ARP (BYLAW 7188) ...... 15 3.1 Major Goals ...... 15 3.2 Parkland Development Objectives ...... 16 3.2.1 Parkland Development Policies ...... 18 3.3 Environmental Protection Objectives ...... 22 3.3.1 Environmental Protection Policies ...... 23 3.4 Transportation Objectives ...... 24 3.4.1 Transportation Policies ...... 24 3.5 Major Facility and Natural Resource Development Objectives ...... 25 3.5.1 Major Facility and Natural Resource Development Policies ...... 25 3.6 Agricultural Land Use Objectives ...... 28 3.6.1 Agricultural Land Use Policy ...... 28 3.7 Residential Land Use Objectives ...... 28 3.7.1 Residential Land Use Policies ...... 29 3.8 Central Area Land Use Objectives ...... 29 3.8.1 Central Area Land Use Policies ...... 29 3.9 Upland Area ...... 30 4.0 CONCLUSION ...... 32 5.0 REFERENCES ...... 33 5.1 Literature Cited ...... 33 APPENDIX A. NORTH SASKATCHEWAN CENTRAL RIVER VALLEY MECHANIZED ACCESS (DIALOG 25 JUNE 2014) ...... A1

List of Figures

Figure 1.1. RVMA Site Development Plan ...... 3 Figure 1.2. Construction Footprint within Bylaw 7188 Boundaries ...... 5

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List of Plates

Plate 1.1. Proposed RVMA project locations and components (DIALOG 2015a)...... 2

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1.0 INTRODUCTION

The purpose of the River Valley Mechanized Access (RVMA) Site Location Study (SLS) is to detail the social, financial, environmental and institutional constraints that make locating the project within the North Saskatchewan River Valley Area Redevelopment Plan (NSRV ARP) (Bylaw 7188) boundaries essential. It also examines ways in which the proposed project conforms to Bylaw 7188 goals, objectives and policies.

1.1 Project Background/Justification The City of Edmonton (COE) proposes to improve overall connectivity and access to the North Saskatchewan River and river valley via mechanized means through the proposed River Valley Mechanized Access (RVMA) project. That project will connect the top-of- bank to the existing river valley shared-use path (SUP) system through a transportation system that is accessible for all Edmontonians and visitors to Edmonton. The proposed RVMA project offers the potential for connecting major destinations with one another where there is both potential demand and vertical elevation differences that make other modes less suitable (DIALOG 2014). This characteristic of connection is inherent in the relationships between the North Saskatchewan River, the river valley flats and the tableland destinations of downtown Edmonton.

The proposed RVMA project is one of 13 integral initiatives within the greater River Valley Alliance’s (RVA) Capital Project that were announced in January 2013 (RVA 2013). The RVA’s vision is: “To create a continuous integrated river valley park system in the Alberta Capital Region, from Devon through Parkland County, Leduc County, Edmonton, Strathcona County and Sturgeon County to Fort Saskatchewan (RVA 2015). The Capital Project will improve overall public access to the North Saskatchewan River and river valley and add new trails and features to existing infrastructure in what is considered North American’s longest metropolitan park system (RVA 2013). Funding for the RVA Capital Project is provided in equal parts from the federal Building Fund ($30 million), the Government of Alberta ($30 million) and the seven RVA municipalities, including the City of Edmonton, that benefit from the Capital Project initiatives ($30 million). As part of the Capital Project, the proposed project is fully- funded with a budget of approximately $24 million. The funding rules require that the project must be completed by July 2017.

With respect to the City of Edmonton, specifically, the proposed RVMA project is consistent with the Ribbon of Green Master Plan (City of Edmonton 1992) and the major goals of the North Saskatchewan River Valley Area Redevelopment Plan (Bylaw 7188) (City of Edmonton 2014). Those goals include: 1) to ensure preservation of the natural character and environment of the North Saskatchewan River Valley and its Ravine System; 2) to establish a public metropolitan recreation area; and 3) to provide the opportunity for recreational, aesthetic and cultural activities in the Plan area for the benefit of Edmontonians and visitors to Edmonton.

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1.2 Project Overview The proposed RVMA project will be located on the north river valley slope of the North Saskatchewan River, adjacent to and below the Fairmont Hotel Macdonald and will extend downslope to the floodplain and lower valley terrace (Plate 1.1). It will comprise an upper platform, a with an adjacent urban stair, a promenade, a pedestrian bridge across Grierson Hill Road, an with accompanying stairs and a cantilevered lookout (Figure 1.1). The funicular will connect the top of the river valley slope to the promenade and pedestrian bridge above Grierson Hill Road. An elevator will connect the pedestrian overpass and lookout to the existing river valley SUPs on the lower valley terrace and floodplain between Grierson Hill Road and the North Saskatchewan River.

Plate 1.1. Proposed RVMA project locations and components (DIALOG 2015a). Note that the image does not depict the retained lower portion of existing wooden stair and the trail connector between the stair and promenade.

The proposed RVMA project is situated within the “Central Area”, as defined by Bylaw 7188. The Central Area includes all Bylaw 7188 boundary lands between the High Level Bridge to the west and Dawson Bridge to the east; these lands also include Mill Creek Ravine. Significant features of the Central Area in the vicinity of the proposed RVMA project area include Louise McKinney Riverfront Park, Henrietta Muir Edwards Park, and Gallagher Park, as well as the Low Level Bridge and local shared-use paths (SUPs) and sidewalks.

1.2.1 Project Components within Bylaw 7188 Boundaries The River Valley Mechanized Access Final Environmental Impact Assessment (Spencer Environmental 2016) outlines a proposed project with mechanized component to improve accessibility to the North Saskatchewan River Valley from downtown Edmonton for all

January 2016 River Valley Mechanized Access – Final Site Location Study Page 2 Figure 1.1 Spencer Environmental

Edmontonians and visitors to Edmonton. The scope of this Site Location Study addresses the same project alignment and components. The focus of Site Location Studies should be restricted to developments considered to be “major facilities”, including the proposed RVMA project. The key project components required for this major facility include the following:

 100 Street promontory  Urban stair and express stair  Funicular  Promenade and trail connector  Pedestrian bridge and lookout  Elevator, stair and SUP tie-in  Lighting  Access way (new service road)  Surface water management  Utility service connection and decommissioning  Traffic accommodation during construction  Removal of top portion of existing wooden river valley stair

Considering that the whole project footprint is situated within the Bylaw 7188 boundaries, all proposed components are also located within Bylaw 7188 boundaries. Figure 1.2 shows the proposed project location and construction footprint within Bylaw 7188 boundaries. The following sections provide greater detail for each of the aforementioned project components.

1.2.1.1 RVMA Design 100 Street Promontory The 100 Street promontory and funicular upper platform will be constructed at the top of the north valley slope adjacent to the west side of the Fairmont Hotel Macdonald. All existing lookout elements at this location will be removed and returned to the City of Edmonton to accommodate construction of the promontory. This promontory will be approximately 160 m2 and serve as a landing for both stair-based and mechanized transportation modes as well as a gathering area and viewpoint for enjoying river valley vistas (DIALOG 2015a). The plaza will be constructed of cast-in-place concrete.

Urban Stair and Express Stair An urban stair comprising a combination of a stair with landings and a parallel “express” stair with access to a cross-over landing will be constructed immediately adjacent to the funicular. The urban stair will be a wood stair system, with integrated glass and wood railings; the express stair will be Kebony wood treads with a glass railing. The cross- over landing will be constructed with cast-in-place concrete and finished with a random bull float swirl concrete finish with glass blast and saw cuts. Steel and wooden platforms with glass guardrails will be provided at regular intervals to offer resting places and

January 2016 River Valley Mechanized Access – Final Site Location Study Page 4 The Fairmont Hotel Hill Rd. Macdonald

057 RV Grierson 100 St. 100

NW 33-52-24-4 d. McDougall l R H il Hill McDougall

Low Level Bridge 056 RV

d. dale R Ross

North

River

Saskatchewan

Legend Figure 1.2 Construction Footprint within Disturbance Limits Bylaw 7188 Boundaries Potential Laydown/Staging Locations River Valley Mechanized Access Local Study Area City of Edmonton River Valley Natural Areas (2010) (with ID) Bylaw 7188 boundary Aerial Photograph Date: May 2012 Date Map Created: 18 November 2015 0408020 Meters

1:2,300 Spencer Environmental opportunity to enjoy views of the river valley. A bike rail will be provided on the east side of the stairs for people taking bicycles uphill.

Funicular In principle, are cable-propelled systems that pull a car over an inclined track. Funiculars (DIALOG 2015a):

 are safe,  typically have long service lives,  are not susceptible to strong winds,  do not require an operator because they are passenger-controlled,  are a low-energy option because they are only operated when needed.  provide a closed compartment that will shelter passengers during operation; and  are expected to perform better than other mechanized access systems in winter conditions.

The proposed funicular system for the RVMA project will be located immediately adjacent to the urban stair and will comprise an upper platform accessible from the 100 Street promontory, a lower platform accessible from the promenade and parallel maintenance/emergency stairs. Protective glass canopies will be constructed at the top and bottom funicular platforms to protect users from the weather when loading and unloading from the funicular car. The funicular will be passenger-controlled and integrated with the City’s existing control system. The funicular system will be approximately 64 m in length and will comprise one-cabin, cable-propelled system on an elevated and inclined track. The funicular machine, mechanical and electrical rooms will be located under the 100 Street promontory. The cabin will be approximately 5.19 m2 (3.0 m x 1.73 m) in size and is expected to provide adequate capacity (20 passengers on foot/10 passengers and two bicycles, etc.) for the proposed system at an operational speed of 2.0 m/s (DIALOG 2015a). Expected system demand (year 2044) is predicted to be 366 users/hour and 183 users/hour/direction during the peak hour service (over the lunch hour) compared to current peak demand of approximately 100 users in each direction during the lunch hour on the existing wooden river valley stairs (DIALOG 2015a). The cabin will have doors at both ends to allow loading and unloading to occur without having to turn bicycles, wheelchairs, strollers, etc. (drive-through approach). It is expected that a one-way trip on the funicular would take approximately 45 seconds to 1 minute, depending on the selected speed of the system (DIALOG 2015a). Funicular hours of operation would coincide with park hours, which are 5:00 a.m. to 11:00 p.m. That could change, however, depending on level of facility use and availability of maintenance staff.

Due to the length of the system (approximately 64 m), it is expected that a winch/drum system will be required to pull the cabin.

The trackway and maintenance/emergency stair will be 3.8 m wide (DIALOG 2015a). The trackway will be elevated 1.2 m above grade for safety and operation reasons, and

January 2016 River Valley Mechanized Access – Final Site Location Study Page 6 Spencer Environmental will be fenced off to deter tampering. A higher trackway would allow snow to accumulate on the slope below without impeding the funicular car. The trackway will be supported on piers founded on micropiles.

Omega Fence Architectural Fencing will be installed at grade under the outside edge of the maintenance/emergency stairs and the urban stair, on the east and west sides, respectively, to prevent people from climbing on the structure and taking up residence under the structure. The fencing will be 2.4 m high with a 5 cm x 15 cm mesh and a 10 cm gap at the bottom.

Promenade and Trail Connector A promenade will connect the lower funicular platform and urban stair with the pedestrian bridge. It will be supported by a retaining wall and will be constructed with cast-in-place concrete featuring a random bull float swirl concrete finish with glass blast and saw cuts on the walking surface. A wood bench on a concrete upstand will be located on the north side of the promenade. A 1.5 m wide secondary trail will connect the west side of the promenade below the urban stair and funicular to the existing wooden stair landing to the west. That trail will formalize an existing informal trail that exists across the slope. Providing the trail connection between the existing stairs and the promenade will address concerns raised by internal City stakeholders, allowing a faster pedestrian connection to the Low Level Bridge and the existing stops on McDougall Hill and Grierson Hill Roads.

Pedestrian Bridge and Lookout A 68 m long pedestrian bridge will connect the promenade with the elevator/stair (see below) and a 20 m long cantilevered lookout. The bridge will be supported by an abutment adjacent to the south end of the boardwalk, north of the Shaw Conference Centre exit ramp, and a bridge pier located south of eastbound lane and sidewalk of Grierson Hill Road. The bridge deck will comprise pre-cast concrete panels, steel and wood seating areas and raised and recessed planting areas. Glass guardrails will be located appropriately and Kebony wood cladding is proposed for the outside of the structure.

Elevator, Stair and SUP Tie-in An elevator, stair and plaza will be constructed at the south end of the project to tie the pedestrian bridge and lookout into the existing river valley SUP system. In addition to the stop at the level of the SUP system, the elevator will also stop at Grierson Hill Road, thereby facilitating access to the Low Level Bridge and nearby residential areas. The elevator will comprise a shaft and machine and maintenance rooms located at the base. A concrete retaining wall and concrete walls for the machine rooms will be constructed at the base of the elevator while the elevator core will be comprised of glazed glass supported on galvanized steel framing. The intent is to use bird-friendly glass to minimize the potential for bird-window collisions. The elevator drive equipment will be located in the 1:100 year floodplain. The intent is to keep the base elevation of the elevator machinery at or above the 1:50 year flood level and the wall-mounted electrical

January 2016 River Valley Mechanized Access – Final Site Location Study Page 7 Spencer Environmental components at or above the 1:100 year flood level. Normally, the life expectancy of this type of equipment is 20 to 25 years, but there is a chance that the equipment will be damaged or destroyed within that service lifetime by a flood. The elevator shaft itself will be structurally designed to withstand water forces associated with a 1:100 year flood event. A hydraulic elevator lift will not be used so that there is no chance of a hydraulic fluid leak during elevator operation. It is expected that the elevator hours of operation would coincide with park hours, which are 5:00 a.m. to 11:00 p.m. That could change, however, depending on level of facility use and availability of maintenance staff. The urban and express stairs will be available for use at all hours, and a bike rail on the east side of the stair will facilitate cyclist use after park hours.

A Kebony wood walkway will connect the sidewalk on the south side of Grierson Hill Road to concrete stairs leading up to the lookout and pedestrian bridge as well as wood stairs down to a landscaped plaza at the lower elevator access. The existing river valley SUP will tie-in to the new elevator, plaza and stair facilities.

Lighting Site lighting will be designed to illuminate the paths while eliminating spill-over that would illuminate large parts of the river valley. It will be designed to provide a safe feeling and limit safety concerns. Pathway lighting will be mounted within handrails or barrier cladding joints.

The lighting design will incorporate controlled, dark-sky friendly exterior lighting, utilizing controls to minimize or eliminate electric lighting when there are no people in the space. Low power LED lighting will be used throughout.

Access Way (New Service Road) An approximately 3.5 m wide new granular service road will be constructed along an existing informal “trail”, on the naturally-occurring flat bench located at the approximate midpoint of the river valley slope and connect to the east end of the promenade. That access was previously trimmed and brushed in spring 2015 in support of project geotechnical investigations. Minimal clearing (up to 5 m in width) and upgrading work is required to provide level and direct access during construction and for maintenance access during RVMA operation from the upper section of the Shaw Conference Centre access road. The service road will be constructed with a geogrid type system with surface planting on top (e.g., Neoweb Geocell). It is expected that the finished surface will have a topsoil and grass surface.

1.2.2 Alternatives Considered 1.2.2.1 Site Locations and Alignments Improvement to river valley access from the Downtown has been a City priority for several years, which has resulted in several mechanized access studies over the past six years. DIALOG previously investigated the feasibility of five potential mechanized access alignments in Louise McKinney Riverfront Park in 2009-2010 (Carlyle and

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Associates et al. 2010). That site was not studied further because of the subsequent development of the Valley Line LRT alignment through Louise McKinney Riverfront Park. The availability of River Valley Alliance Capital Project funding in 2013 for mechanized access in the river valley permitted the City to consider other locations.

In 2014, the City of Edmonton requested DIALOG to conduct a “high level” review and assessment of the potential for a mechanized access conveyance for five potential alignments in the central part of the North Saskatchewan River Valley, including four on the north side of the river and one on the south side of the river:

North Side (Downtown)  100 Street (“Hotel MacDonald stairs”)  104 Street  106 Street(at Alberta Legislature)  110/109 Street (High Level Bridge) South Side (Strathcona)  105 Street

Each of the proposed alignments in the river valley was assessed using a series of criteria identified by City administration as follows (Dialog 2014):

 Connection to active transportation network  Connection to West Rossdale/Generating Station  Connect to River  Connection to Downtown  Connection to Strathcona  Connection to Cloverdale  Year round use potential  Geotechnical considerations  Structural considerations  Modal feasibility

A construction cost estimate (Class D) was also calculated for each site based on various component and construction area combinations. The details of each site evaluation and construction cost estimate are available in Dialog 2014 in Appendix A of this document. Of the five site locations, Dialog, in consultation with the City, determined that the 106 Street site was no longer required and that an inclined elevator was recommended at three sites (100 Street, 104 Street and 105 Street) and an elevator was recommended at the 100 Street site (Dialog 2014).

From those recommendations, City administration selected two preferred locations that formed the basis of the 2015 concept engineering study: 100 Street Access on McDougall Hill on the north side of the river and 105 Street Access within Queen Elizabeth Park on the south side of the river (DIALOG 2015a). In addition, two separate alignment options, West and East were proposed for the 100 Street RVMA project area, both of which would have connected 100 Street near the Fairmont Hotel Macdonald at

January 2016 River Valley Mechanized Access – Final Site Location Study Page 9 Spencer Environmental the top-of-bank to existing shared-use paths (SUPs) in the river valley and across the Low Level Bridge (Spencer Environmental 2016).

The proposed West option would replace the existing wooden stair on McDougall Hill. Core mechanized access improvements at the proposed west option alignment included (DIALOG 2014):

 Improved plaza at the top-of-bank with lighting, furnishings and plantings.  Mechanized access with parallel stair (min. 4.2 m width) from top-of-bank to landing 7 m above roadway.  Pedestrian bridge over Rossdale Road and Grierson Hill to berm at existing overpass.  SUP extension west to 100 Street along proposed accessible route to connect with North Rossdale and 100 Street.

The proposed East option would begin at the top of the existing wooden stair, but would descend McDougall Hill to the east of the existing stair (Figure 1.2). Core mechanized access improvements proposed for the East option alignment included (DIALOG 2014):

 Improved plaza at the top-of-bank with lighting, furnishings and plantings.  Mechanized access with parallel stair (min. 4.2 m width) from top-of-bank to landing 7 m above roadway.  Pedestrian bridge over Grierson Hill to existing SUP along the North Saskatchewan River.  SUP between mechanized access landing and Grierson Hill pedestrian bridge.

It was felt that the proposed East and West alignments at 100 Street would provide improved access to the north and south sides of the river, the Low Level Bridge, the proposed Muttart LRT Station and Louise McKinney Riverfront Park.

After consideration of concept engineering, environmental, historic resources, sustainability, constructability (including utilities), cost, operations, schedule and risk management, DIALOG recommended constructing only the East Alignment of the 100 Street Access on McDougall Hill (DIALOG 2015a). That alignment offered the best opportunity to create a vibrant connection for the public between downtown Edmonton and the North Saskatchewan River Valley and would deliver the best long-term benefit for the City of Edmonton with the funding available.

1.2.2.2 Mechanized Access DIALOG considered several types of mechanized access for the river valley, including the following (DIALOG 2015a):

 Rail-based and at-grade systems: o Rack/Cog Railways o Funiculars/Inclined

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o Vertical Elevators o Outdoor

 Aerial Systems: o / o o Tramways/Runifors

DIALOG (2015a) found that the large elevation difference and the moderate expected ridership did not validate the use of railways to access the Edmonton river valley. Due to their susceptibility to cold weather and trapping of debris, such as sand in winter, escalators in not fully enclosed buildings do not perform well in Edmonton. Maintenance, especially in the Edmonton outdoor climate, and full accessibility of escalators for such users as cyclists and wheelchairs is challenging and, therefore, escalators were not carried forward as an option. Gondolas/funitels, chairlifts, aerial tramways and funifors require on-site operators, which was not desired by the City. Furthermore, they provide a capacity that is significantly too large for the expected ridership and thus they are not economical. Chairlifts also posed accessibility challenges and patrons would not be adequately protected from the weather. A vertical elevator was not deemed appropriate for the sites from an urban integration point-of-view due to the height of elevator towers that would be required to connect to the top of the valley slope.

Based on these considerations, a funicular was the preferred mechanized system to access the Edmonton river valley at the 100 Street and 105 Street site locations, which was consistent with the site selection study completed in 2014 (DIALOG 2015a).

1.2.2.3 City Council Approval On 23 June 2015, City Council approved the RVMA project to proceed for the East Alignment, connecting 100 Street near the Fairmont Hotel MacDonald and the river valley SUP near the Low Level Bridge comprising the funicular, stairway (urban stair), promenade, pedestrian bridge, elevator and lookout components.

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2.0 CONSTRAINTS ANALYSIS

Considering that the proposed project is intended to facilitate access from downtown Edmonton to the City’s existing river valley SUP system for users with varying mobility, the project must be located, at least in part, within the river valley Bylaw 7188 lands. Nevertheless, the following is an analysis of the social, environmental and institutional constraints that make this project essential, have influenced the project location and have minimized disruption to the river valley.

2.1 Overall Constraints Analysis 2.1.1 Social Constraints The proposed RVMA project is an integral initiative within the greater River Valley Alliance’s (RVA) Capital Project (RVA 2013). The RVA’s vision is “to create a continuous integrated river valley park system in the Alberta Capital Region, from Devon through Parkland County, Leduc County, Edmonton, Strathcona County and Sturgeon County to Fort Saskatchewan” (RVA 2015). Furthermore, a goal of the RVA’s Capital Project is to “improve public access to the North Saskatchewan River and river valley” (RVA 2015). The City of Edmonton is a cooperating member of the RVA and supports the RVA vision as compatible with the City’s overarching vision for the river valley. To achieve this vision, new and upgraded river valley amenities are required as the city grows.

Specifically, the RVMA project is consistent with the Ribbon of Green Master Plan (City of Edmonton 1992) and the major goals of the North Saskatchewan River Valley Area Redevelopment Plan (Bylaw 7188) (City of Edmonton 2014). Those goals include: 1) to ensure preservation of the natural character and environment of the North Saskatchewan River Valley and its Ravine System; 2) to establish a public metropolitan recreation area; and 3) to provide opportunity for recreational, aesthetic and cultural activities in the Plan area for the benefit of Edmontonians and visitors to Edmonton.

The RVMA project would improve connectivity for the public between urban areas and the North Saskatchewan River Valley. The urban stair and funicular components of the RVMA project offer an exciting opportunity to access and experience Edmonton’s Ribbon of Green from the City’s downtown, incorporating the river valley into people’s everyday lives. Tying the RVMA project into the existing SUP system will enhance both recreational opportunities in the river valley as well as non-motorized transportation opportunities between downtown Edmonton and south side communities. In addition, the RVMA project is compatible with several of the City’s planning documents including The Way We Grow: Municipal Development Plan, The Way We Move: Transportation Master Plan, The Way We Live: Edmonton’s People Plan and The Way We Green: Environmental Strategic Plan. The RVMA project offers the potential to be an entrance to the river valley for everyone, regardless of age and ability, and a focal point that will bring people together in the heart of Edmonton.

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City lands are not the only lands involved, and a small area near the top-of-bank will be situated on lands included in a land-use agreement with the Fairmont Hotel Macdonald. Guiding principles of alignment selection included integrating input from stakeholder and public consultation sessions.

2.1.2 Financial Constraints On 23 January 2013, the City of Edmonton received $72.9-million in grants from the River Valley Alliance (RVA) Capital Project funding, comprising equal funding contributions from federal, provincial and municipal governments. As part of the Capital Project, the proposed RVMA project is fully-funded with a budget of approximately $24 million. The funding rules require that the project must be completed by July 2017. If the project is not completed on time, the funding will be lost because it cannot be applied to any other City projects.

2.1.3 Environmental Constraints This RVA initiative, while acknowledging localized impacts on the natural environment, has been guided by the mandate to ensure that the long-term ecological integrity of the river valley is preserved. Prior to the current RVA Capital Project, and after extensive public and stakeholder consultation, the River Valley Alliance released its Plan of Action 2007 that articulated its vision for a continuous, connected North Saskatchewan River Valley Park (RVA 2015). That plan identified specific planning areas along the North Saskatchewan River as well as proposed developments within each of those planning areas. The Plan of Action also included a detailed report on the history, topography and natural features, plants and wildlife, attractions and development in the river valley.

An Environmental Impact Assessment (EIA), pursuant to Bylaw 7188, is being undertaken as part of project preliminary design, and construction will not commence until the EIA is approved by City Council. Recommended mitigation measures and best management practices outlined in the EIA will be adhered to during detailed design and construction in order to limit the potential adverse impacts of the development of a promontory, funicular, urban stair and express stair, promenade, pedestrian bridge and elevator and associated project components within the river valley. The planned components of the proposed RVMA project represent relatively minimal development and disturbance in a part of the river valley that supports considerable existing infrastructure. Several alternatives and options were considered before selecting the preferred alignment. Ultimately, the preferred alignment provides barrier-free access from downtown Edmonton to the existing SUP on the lower river valley terrace. Project components use wood and glass to integrate with the natural setting, and the stairs and funicular components are set 1.2 m above-grade on McDougall Hill for safety and operational reasons, and will also minimize erosion concerns (DIALOG 2015b). Natural plantings on McDougall Hill will reclaim the area, stabilize the slope and further incorporate project components into the natural landscape (DIALOG 2015b). The proposed alignment utilizes a previously cleared area midslope on McDougall Hill, thereby minimizing the clearing of natural vegetation communities.

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2.1.4 Institutional Constraints The proposed RVMA project location is compatible with existing local development while providing barrier-free access to the river valley for all Edmontonians and visitors to Edmonton, regardless of age or ability. The proposed project represents a balanced approach to river valley development that provides for improved access for all users and offers expanded recreational opportunities that are compatible with existing local private development and consistent with existing City of Edmonton and RVA development in the river valley. At the same time, the proposed project acknowledges the natural value and preserves the integrity of the river valley environment.

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3.0 CONFORMANCE WITH NSR VALLEY ARP (BYLAW 7188)

The document North Saskatchewan River Valley Area Redevelopment Plan, Bylaw 7188 (City of Edmonton 2014) outlines the history and intent of the Plan as well as its goals, objectives and policies. These goals, objectives and policies (in bold italics below) of the Plan are examined in relation to the placement of the proposed alignment within the North Saskatchewan River Valley. In cases where the stated objectives or policies are not relevant to the project, a brief statement indicating a lack of relevance is provided. Where goals, objectives and policies are relevant, a brief explanation of how the proposed project conforms to such requirements is provided.

For each individual goal, objective and policy of Bylaw 7188, each of the project components detailed in Section 1.2.1 are taken into consideration individually, where appropriate.

3.1 Major Goals To ensure preservation of the natural character and environment of the North Saskatchewan River Valley and its Ravine System. The elements included within the proposed RVMA project represent relatively limited development in the North Saskatchewan River Valley, with construction and operation confined to a relatively small (0.45 ha) footprint, with an additional 0.34 ha impacted temporarily during construction. The surrounding river valley will remain in its current natural or semi-natural condition. Where possible, construction staging areas will be situated in previously disturbed locations, such as manicured road medians or existing roadway surfaces. Of the impact area, only 0.13 ha of native plant communities (i.e., plant communities dominated by native species) will be impacted; the remaining area consists of semi-natural, manicured and otherwise disturbed areas. The design of the proposed RVMA project has been undertaken with the goal of integrating the project as seamlessly as possible into the existing natural character of the river valley.

To establish a public metropolitan recreation area. The proposed RVMA project will result in construction of a promontory, urban and express stairs and funicular adjacent to downtown Edmonton that will connect to existing SUPs in the North Saskatchewan River Valley via a promenade, pedestrian bridge (over Grierson Hill Road), elevator and stairs that will improve accessibility to the existing SUP system for the benefit of the public. The proposed project will add to available public metropolitan recreation resources and will ensure sustainable use by a range of park users of varying abilities well into the future.

To provide for recreational, aesthetic and cultural activities in the Plan area for the benefit of Edmontonians and visitors of Edmonton. The North Saskatchewan River Valley in central Edmonton supports a variety of recreational amenities to accommodate public use. Due to the steep slope between the tablelands on which downtown Edmonton is situated and the lower terrace of the river valley, however, access is limited, especially for people with limited mobility. The proposed project will connect downtown Edmonton to the river valley flats via a

January 2016 River Valley Mechanized Access – Final Site Location Study Page 15 Spencer Environmental mechanized component and will tie into the existing SUP network, providing opportunities for all users to access the SUPs and take advantage of recreational opportunities in the river valley, regardless of ability. The promontory at 100 Street will provide a viewpoint from which users can enjoy unrestricted views of the river valley in all directions. Furthermore, the urban stair and promenade components of the project will have occasional wide landings and seating areas to provide opportunities for additional cultural activities. Project design has endeavored to integrate the proposed project into its natural surroundings while also making it a unique landmark that links downtown Edmonton with the river valley. Architectural design and hard and soft landscaping elements that respect and complement the existing river valley aesthetic will reduce the visual impact of the proposed RVMA structures and soften the transition between the structures and their natural surroundings.

To ensure the retention and enhancement of the Rossdale and Cloverdale communities in the River Valley. The proposed project is located in the northeast corner of the Rossdale Neighbourhood at McDougall Hill. The proposed RVMA project will improve accessibility between this neighbourhood and downtown Edmonton, as the elevator and stair components at the downslope terminus of the project will have a stop or landing at the Grierson Hill Road level in addition to the lower river valley SUP level, thereby facilitating access to residential areas to the west, and the pedestrian bridge, promenade and funicular provide barrier-free access from nearby residents to downtown Edmonton..

3.2 Parkland Development Objectives To provide park, open space, and a variety of recreation and cultural uses. The proposed RVMA project represents an increase in recreational amenities in the North Saskatchewan River Valley in central Edmonton, through the construction of an urban stair in addition to an express stair. Wide landings and occasional benches on the urban stair and promenade will provide opportunities for new recreational and cultural uses. Additionally, the funicular component represents a means of improving accessibility to existing recreational amenities in the river valley. Much of the proposed RVMA project will be located in or adjacent to natural or semi-natural vegetation communities, with an intent to preserve the current natural or semi-natural state of the river valley as much as possible. The proposed RVMA project will focus on increasing access to passive recreational activities in the area (e.g., dog walking, bird watching, nature photography, running, cycling) for recreationalists of varying abilities. Thus, the proposed RVMA project will add to public metropolitan recreation resources and will help sustain use by a range of park users well into the future.

To provide a metropolitan recreation and conservation area. At present, there are existing river valley SUPs and an existing wooden stair in the vicinity of the proposed project area. The proposed RVMA project will replace the wooden stair and provide new access and viewpoints to support a wide range of uses and accommodate users of varying abilities. In particular, the proposed RVMA project will improve access for passive recreational activities (e.g., dog walking, bird watching, nature photography, running) by directly connecting downtown Edmonton to the existing

January 2016 River Valley Mechanized Access – Final Site Location Study Page 16 Spencer Environmental river valley SUP system. The proposed alignment will have a relatively small footprint and will minimize clearing of native vegetation as much as possible, thus minimizing adverse environmental impacts to the river valley.

To provide a pedestrian movement network, and other non-motorized vehicular networks including the provision of River and Ravine Crossings, throughout the Plan area. The proposed RVMA project will enhance pedestrian and cyclist movement in the river valley in central Edmonton, with an emphasis on improving accessibility for a variety of users with limited mobility. The pedestrian bridge and trail connections will improve pedestrian and cyclist movement and connectivity through the area near Grierson Hill Road and McDougall Hill Road by connecting downtown Edmonton at the top-of-bank to the river valley SUP system directly, bypassing the major arterial roadways. The existing river valley SUPs directly connect to the Low Level Bridge, thereby enhancing connectivity between downtown Edmonton and the south side of the river for non- motorized commuters.

To ensure that park and recreation facilities have pedestrian and vehicular access. The proposed RVMA project will provide pedestrian access between 100 Street/McDougall Hill Road and the existing river valley SUP system, as well as sidewalks along McDougall Hill Road, Grierson Hill Road and the Low Level Bridge. The proposed project is considered a component of the river valley SUP system rather than a destination, therefore, access is expected to be primarily by pedestrians and cyclists accessing the system from existing sidewalks and SUPs. The site is easily accessed by public transit, with Central LRT station located nearby and numerous bus stops along , 100 Street and at the top and bottom of McDougall Hill. Public parking is provided throughout downtown Edmonton, with numerous parking meters and four parkades in close proximity to the proposed project area. Some parking for river valley park users is provided in nearby Louise McKinney Riverfront Park and Henrietta Muir Edwards Park.

To encourage water-oriented recreational modes of transportation to link the various activity nodes within the Plan area. This objective is not relevant to this project.

To promote the conservation and rehabilitation of archaeological, paleontological, architectural and historic resources within the parks and open space system. A Historical Resources Impact Assessment was completed in summer 2015 for areas of proposed surface disturbance associated with RVMA construction. No historic resources were identified in the course of the HRIA field investigations (Turtle Island 2015). As a result, it was the conclusion of the HRIA that no further concern for historical resources in the area is warranted. A paleontological HRIA will be conducted as part of the construction monitoring program as required by Schedule A (Historical Resources Act Requirements), issued by Alberta Culture and Tourism. Regardless of the results of these studies, if archaeological, paleontological or historical resources are encountered during

January 2016 River Valley Mechanized Access – Final Site Location Study Page 17 Spencer Environmental proposed construction activities, work will cease immediately and Alberta Culture and Tourism and/or the Royal Tyrell Museum will be notified.

To promote an exemplary standard of landscape, urban, and architectural design for all proposed developments, park amenities and the general environment. Overall design elements, including project component structures and hard landscaping, will enhance aesthetic appeal of all project components within the river valley setting, including the funicular, urban stair, promenade, pedestrian bridge, lookout and elevator. Portions of the promenade may incorporate planters to integrate with surrounding vegetation. Project components have been designed to minimize adverse impacts to visual aesthetics of the river valley. Wayfinding signage has been designed to be consistent with similar features elsewhere in the river valley.

To ensure handicapped people have access to the River Valley and Ravine System. The funicular and elevator components will provide barrier-free access to the river valley and ravine system for mobility-impaired and otherwise disabled people. The funicular will run parallel to an urban stair and connect users at the 100 Street top-of-bank to a promenade and pedestrian bridge over Grierson Hill Road at the base of the slope. An elevator will take users from the pedestrian bridge to ground level at the river valley flats, including one stop at Grierson Hill Road sidewalk level and a lower stop at the existing river valley SUP system level. Paved trail tie-ins will be constructed to connect the pedestrian bridge and elevator to existing river valley SUPs and the Low Level Bridge, thus providing barrier-free access from downtown Edmonton at 100 Street to the existing river valley SUP network, encompassing SUPs and amenities on both sides of the North Saskatchewan River.

3.2.1 Parkland Development Policies Natural Conservation Area It is a policy of this Plan that those areas which have significant vegetation, potential wildlife and waterfowl habitat, or other unique natural physical features shall be managed as nature conservation areas and may be used for outdoor education, interpretation or low intensity recreational activities. The river valley in central Edmonton includes a variety of land uses, including residential and recreational lands, major roadways, manicured lands and areas of native vegetation. The proposed project area encompasses portions of two natural areas in the North Saskatchewan River Valley (056 RV and 057 RV) as well as manicured areas and otherwise disturbed areas. The designated natural areas comprise communities of natural and semi-natural vegetation. While natural communities provide wildlife habitat, these communities are not unique in the North Saskatchewan River Valley in the City of Edmonton. Regardless, the proposed RVMA project will be situated so as to minimize clearing of native vegetation by taking advantage of pre-existing disturbances as much as possible. In particular, out of a total project impact area of 0.79 ha, 0.13 ha are natural plant communities dominated by native species. The proposed RVMA project plans to accommodate a variety of user groups and will promote primarily passive, low-intensity recreational pursuits (e.g., dog walking, bird watching, nature photography) as well as

January 2016 River Valley Mechanized Access – Final Site Location Study Page 18 Spencer Environmental contributing to a pedestrian and cyclist commuter route between downtown Edmonton and south side communities.

Intensity Range of Recreational Uses It is the policy of this plan that a low to high intensity range of recreational activities will be developed and managed within the River Valley. The proposed RVMA project will provide opportunities for a range of passive, low- intensity recreational uses (e.g., dog walking, bird watching, nature photography, running) as well enhance connectivity for a pedestrian and cyclist commuter route. The proposed project will facilitate access to the river valley for potential users with varying abilities and mobility limitations.

Location of Recreational Facilities It is the policy of the Plan to locate the higher intensity recreational and cultural facilities in close proximity to major roadways, public transit routes and direct River crossings, except in the Central area. The proposed RVMA project is located within the Central Area and is intended to provide a direct connection between downtown Edmonton and the river valley for all users, regardless of age or ability. To establish a well-connected system with easy access for non-motorized users, the proposed RVMA project is located in close proximity to major roadways (100 Street, McDougall Hill Road, Grierson Hill Road), public transit (numerous bus routes and Central LRT station), and a river crossing at the Low Level Bridge.

Ravines and River Edges It is a policy of this Plan that ravines and river edge lands will be used for low intensity outdoor recreational use. The proposed RVMA project will provide opportunities for a range of passive, low- intensity recreational uses (e.g., dog walking, bird watching, nature photography, running) and facilitate access to the river valley for potential users with varying abilities and mobility limitations.

Viewpoint Parks It is a policy of this Plan that selected sites with an existing and outstanding view potential will be encouraged to be developed as “viewpoint” parks. Currently, the top-of-bank at 100 Street and McDougall Hill Road and the existing wooden stair on McDougall Hill Road provide outstanding views of the North Saskatchewan River Valley, while drivers and passengers traveling along many of the roadways in the area, particularly traveling either north or south on McDougall Hill Road, also have partial views of the river valley. The Fairmont Hotel Macdonald provides outstanding views from its grounds and south-facing rooms. The proposed RVMA project design has purposely taken advantage of available views and viewpoint in the project area. The top-of-bank plaza will incorporate a viewpoint element, and the cantilevered lookout at the downslope terminus of the system will provide outstanding views from a lower vantage point. The urban stair will include several landings from

January 2016 River Valley Mechanized Access – Final Site Location Study Page 19 Spencer Environmental which users can enjoy the view, while the funicular will provide a range of views as it ascends and descends McDougall Hill.

Accessory Land Uses It is a policy of this Plan that accessory land uses such as cafes, restaurants, bicycle rentals or other commercial establishments which are complementary to recreational and open space opportunities and harmonious to the natural environment will be encouraged where land use districting permits. This policy is not relevant to this project.

Environmental Reserve Dedication It is a policy of this Plan that the City may acquire through subdivision all lands lying below the geomorphic limit of the River Valley and Ravine System as Environmental Reserve, in accordance with the provisions of the Planning Act. At the discretion of the Subdivision Officer or the Municipal Planning Commission, the geographic top-of- the-bank may replace the geomorphic limit in this Policy. This policy is not relevant to this project.

Capital City Recreation Park It is a policy of this Plan that the City will support the concept of the extension of the Capital City Recreation Park to the City’s Northeast and Southwest boundaries. This policy is not relevant to this project.

Trail System It is the policy of this Plan to establish pedestrian and other non-motorized vehicular movement systems; which includes bicycles, cross-country ski trail developments and equestrian trails in selected areas; as the primary modes of movement along and through the River Valley. The proposed RVMA project will facilitate pedestrian and cyclist access and connectivity to the existing river valley SUP system for users of varying abilities and with varying mobility limitations. The local SUP network in the Central Area will be preserved and enhanced for all permitted forms of transportation, including cycling. Pedestrian and cyclist movement across Grierson Hill Road will be improved with the addition of the new pedestrian bridge compared to the existing condition.

River and Ravine Crossings It is the policy of this Plan to develop and/or improve River and Ravine crossings for pedestrians and other non-motorized movement systems so as to connect recreational activity nodes and other park amenities. This policy is not relevant to this project.

Roadway Access and Parking It is the policy of this Plan to develop a vehicular distribution and parking system in the River Valley that permits access to parking areas but restricts vehicular penetration

January 2016 River Valley Mechanized Access – Final Site Location Study Page 20 Spencer Environmental through recreational and park areas. This policy does not restrict emergency vehicle access required for public safety. Roadway access to the proposed RVMA project area will comprise existing City of Edmonton roadways including Grierson Hill Road, McDougall Hill Road and 100 Street. Since the proposed project is considered a component of the river valley SUP system rather than a destination, access is expected to be primarily by pedestrians and cyclists accessing the system from existing sidewalks and SUPs. Public parking is provided throughout downtown Edmonton, with numerous parking meters and four parkades in close proximity to the proposed project area. Some parking for river valley park users is provided in nearby Louise McKinney Riverfront Park and Henrietta Muir Edwards Park.

Recreational Water Transportation It is the policy of this Plan to encourage and support recreational programmes and facilities for water-borne modes of transportation in conjunction with detailed plans for parks and recreation development. This policy is not relevant to this project.

Historic Resources Inventory It is the policy of this Plan to continue to develop and maintain an inventory of all historic and archeological resources and recognize those resources in planning or land use decisions. A Historical Resources Impact Assessment was completed in summer 2015 for areas of proposed surface disturbance associated with proposed RVMA construction. No historic resources were identified in the course of the HRIA field investigations (Turtle Island 2015). As a result, it was the conclusion of the HRIA that further concern for historical resources in the area is not warranted. A paleontological HRIA will be conducted as part of the construction monitoring program as required by Schedule A (Historical Resources Act Requirements), issued by Alberta Culture and Tourism. Regardless of these studies, if archaeological, paleontological, or historical resources are encountered during proposed construction activities, work will cease immediately and Alberta Culture and Tourism and/or the Royal Tyrell Museum will be notified.

Designation of Historic Resources It is the policy of this Plan that under the Historic Resources Act of Alberta, buildings or groups of buildings maybe designated as Municipal Resources or Municipal Historic Areas where appropriate. This policy is not relevant to this project.

Minimize Land Use Conflicts It is the policy of this Plan that land use conflicts between parks and nonparks uses will be minimized by appropriate facility siting, quality design, noise and visual buffering. Consistent with this policy, several steps have been taken during project preliminary design to minimize conflicts with existing uses. The majority of the proposed RVMA

January 2016 River Valley Mechanized Access – Final Site Location Study Page 21 Spencer Environmental system will be located on City-owned lands, with a small portion situated on an easement on the Fairmont Hotel Macdonald grounds.

As a result of comprehensive consultations with stakeholders, the RVMA project has been designed to aesthetically fit into the river valley setting and have a low profile on the landscape. The pedestrian bridge support piers have been located to minimize interference with sightlines for motorists on Grierson Hill Road. Operation of the funicular is expected to make relatively minimal noise, equivalent to a normal human conversation. The elevator structure and entrance adjacent to the existing river valley SUP will be situated so as to minimize interference between those wishing to access the elevator and those using the SUP. It is intended that the existing wooden stair remain operational for as much of the construction period as possible so that recreationalists and commuters may continue to use it.

Urban Design and Architectural Guidelines It is the policy of this Plan that all public development will conform to Council approved environmental, urban and architectural design guidelines to be developed in future studies and park development plans. The proposed RVMA project will conform to all relevant City of Edmonton design guidelines, consistent with all other existing river valley amenities.

Access for the Handicapped It is the policy of this Plan that recreational facilities will be designed, if feasible, to accommodate access and other requirements of the handicapped. The funicular and elevator components will provide barrier-free access to the River Valley and Ravine System for mobility-impaired and otherwise disabled people. The funicular will connect users at the 100 Street top-of-bank to the promenade and pedestrian bridge over Grierson Hill Road, and the elevator will take users from the pedestrian bridge to ground level at the river valley flats, with stops at both the Grierson Hill Road sidewalk level and at the existing SUP level. Paved trail tie-ins on relatively flat terrain will be constructed to connect the pedestrian bridge to existing river valley SUPs, promoting accessibility to a variety of users.

3.3 Environmental Protection Objectives To establish the River Valley and Ravine System as an environmental protection area. To consider environmental factors when planning for use in the River Valley. Criteria pertaining to alignment selection included impacts to parks and recreation, riparian zones and natural areas. The proposed alignment – within Bylaw 7188 boundaries – was determined to have potentially fewer impacts to such resources in comparison to alternate alignments. The EIA prepared for this project identifies means of mitigating impacts to the natural environment.

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3.3.1 Environmental Protection Policies Preservation of Natural Resource Areas It is the policy of this Plan to recognize the Plan Area as containing natural resource areas which will be preserved and enhanced for recreational, scenic, and ecological purposes. The entire proposed RVMA footprint will be located within Bylaw 7188 boundaries, in an area that supports semi-natural and natural areas, as well as manicured spaces. Clearing of natural and semi-natural plant communities will be required; however, clearing requirements will be minimized by the relatively linear (i.e., no meanders) alignment and compact construction footprint. The promenade, trail connector and access road will follow a previously disturbed trail on McDougall Hill. Manicured or previously disturbed areas will be used for construction staging areas to minimize clearing of natural vegetation.

Identification of Sensitive and Hazardous Lands It is the policy of this Plan to identify environmentally sensitive and hazardous lands through a detailed resource management approach. An EIA pursuant to Bylaw 7188 has been conducted in support of the proposed project. In addition, a geotechnical evaluation of all sensitive lands has been undertaken in support of preliminary design, and design has been influenced by the need to ensure slope stability throughout construction and operation. The slope at this location is considered currently stable, and design will account for any potential to destabilize. Additional slope stability monitoring may be required on an ongoing basis through construction and early operation to ensure continued stability.

Application of Environmental Impact Assessment It is the policy of this Plan to ensure the application of an environmental impact screening and assessment to all proposed public development and development on public land. An EIA pursuant to Bylaw 7188 has been undertaken as part of preliminary design and is submitted for review with this Site Location Study.

Development on Environmentally Sensitive Lands It is the policy of this Plan that when a development application is received, the Development Officer shall determine if the subject lands are environmentally sensitive to development, and may require additional information be provided. In determining whether a permit shall be issued and what conditions, if any, are required to eliminate or mitigate environmental damage, the Development Officer may consult with other civic departments and environmental agencies. The proposed project includes development within the central area of the North Saskatchewan River Valley Area Redevelopment Plan (Bylaw 7188). An EIA for the proposed project has been undertaken and will be subject to the standard review process conducted by City of Edmonton Sustainable Development.

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Development on Hazardous Lands – Unstable Slopes It is the policy of this Plan that development will avoid areas with unstable slope conditions. Where development in such locations is deemed to be essential or is permitted by existing regulation, the Development Officer may require, from a registered Professional Engineer, detailed construction techniques to ensure stability of land and buildings. The proposed project will be situated on McDougall Hill, extending from the top-of-bank to the river valley flats. The slope in this area is considered very steep, and inactive landslides were noted during geotechnical investigations (Thurber Engineering 2015). However, no significant slope movement was noted over the last four years of monitoring and the slope was considered relatively stable. Slope monitoring will continue throughout design, construction and operation to assess both short- and long-term movements. Stormwater will be managed to minimize changes to overland flow downslope, and vegetation clearing on the slope will be minimized, with disturbed areas revegetated as soon as possible following construction. Other recommendations include ensuring stockpiles are not situated on the slope and ensuring the addition of fill for grading improvements is kept to a minimum.

Floodplain Management Guidelines It is the policy of this Plan that the City will undertake, with other public authorities, the identification and designation of flood risk areas, and adopt floodplain management guidelines. Out of the whole project footprint, only the downslope terminus of the proposed project will be situated within the 1:100 year floodplain, as noted in the City of Edmonton Flood Protection Overlay. Project components in this area consist of an elevator and wooden stair and plaza that connect to a cantilevered lookout extending over the river valley flats. Flooding potential was considered during preliminary and detailed design.

3.4 Transportation Objectives To support a transportation system which serves the needs of the City and the Plan area, yet is compatible with the parkland development and the environmental protection of the River Valley and its Ravine System. This objective is not relevant to this project.

3.4.1 Transportation Policies Direct River and Direct Ravine Crossings by Major Transportation Corridors It is the policy of this Plan that new transportation corridors will not be approved except for direct River and direct Ravine crossings which are deemed essential and approved by City Council as in Policy 3.5.3. This policy is not relevant to this project.

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Negative Impacts of Existing and Future Transportation Facilities It is the policy of this Plan that existing and future transportation facilities will be reviewed with the objective to eliminate, minimize or mitigate the negative effects of the facilities through design and landscaping measures. This policy is not relevant to this project.

Environmental Impact Assessment for Transportation Facility Proposals It is the policy of this Plan that proposals for the upgrading of approved transportation corridors and attendant facilities be subject to an environmental impact screening assessment (Schedule D) and that the identified adverse impacts be eliminated, minimized or mitigated through design and landscaping measures. This policy is not relevant to this project.

3.5 Major Facility and Natural Resource Development Objectives To control the expansion and construction of major facilities and minimize the adverse impacts of major facilities on the natural environment and park development. The RVMA EIA documented the proposed alignment and the alternatives. The proposed alignment was selected, as it would result in the fewest potential adverse impacts to existing parks, recreation traffic, and utilities. The proposed alignment has a slightly larger footprint than the alternatives and would require slightly more vegetation clearing; however, this alignment utilizes an existing trail located midslope on McDougall Hill and consequently reduces the amount of clearing in native plant communities. The overall alignment is also relatively linear (i.e., no meanders), which further reduces the amount of clearing required in areas of natural vegetation.

3.5.1 Major Facility and Natural Resource Development Policies Development of Major Facilities It is a policy of this Plan that major public facilities shall not be constructed or expanded unless their location within the River Valley is deemed essential and approved by City Council. This Site Location Study meets the need for a location assessment for proposed major facilities. Further, based on the constraints analysis, this SLS concludes that it is essential that the major facilities proposed as part of the RVMA project be located within the North Saskatchewan River Valley.

Development of Natural Resource Extraction Industries It is a policy of this Plan that natural resource extraction industries shall not be developed unless their location within the River Valley is deemed essential by Council. This policy is not relevant to this project.

Site Location Study and Environmental Impact Screening Assessment It is a policy of this Plan that all proposals for the development of a major facility that is publicly owned or is developed on public lands shall be subject to an environmental impact screening assessment as outlined in Schedule D, and a detailed site location

January 2016 River Valley Mechanized Access – Final Site Location Study Page 25 Spencer Environmental study detailing costs, and social, environmental and institutional constraints which make a River Valley location essential must be prepared for Council approval. These studies shall be undertaken prior to Council committing funds for capital expenditure for the development of this proposal. On 23 January 2013, the City of Edmonton received $72.9-million in grants from the River Valley Alliance (RVA) and the provincial and federal governments, for specific capital projects described in five initiatives to improve public access to the North Saskatchewan River and connectivity within the river valley. The proposed RVMA project is one of those five funded initiatives and is fully-funded with a budget of approximately $24 million. The proposed project is considered a major facility pursuant to Bylaw 7188; therefore, an environmental impact assessment (under separate cover) and site location study (this document) have been prepared for City Council approval pursuant to Bylaw 7188. Construction will not commence until the EIA and SLS documents are approved by City Council. All mitigation measures and best management practices set out in the EIA will be adhered to during project detailed design and construction.

Protection of Unique Areas It is a policy of this Plan that the City will not support applications for facility development to the Energy Resources Conservation Board for resource extraction in those portions of the Plan area which possess unique environmental features (topographical, geological, historical, archaeological). This policy is not relevant to this project.

Landscaping and Site Design Requirements It is a policy of this Plan that landscaping and other design considerations for buffering extraction operations be a condition of approval of resource extraction operations. This policy is not relevant to this project.

Disposal Sites for Clean Fill It is a policy of this Plan that sites for storage of clean fill for reclamation of extraction operations shall be assigned as a condition of approval. This policy is not relevant to this project.

Reclamation and Restoration of Natural Resource Extraction Sites It is a policy of this Plan that a reclamation and restoration programme providing details on grading, landscaping or other treatments necessary to restore extraction sites for park or recreational use shall be condition of approval for resource extraction operations and Civic maintenance activities. This policy is not relevant to this project.

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Conformity to Provincial Land Conservation Guidelines It is a policy of this Plan that natural resource extraction operators conform to the Land Conservation Guidelines of the Alberta Land Surface Conservation and Reclamation Act. This policy is not relevant to this project.

Storm Water Management It is a policy of this Plan to employ the use of storm water management techniques to reduce the adverse impacts of increased volume and rate of stormwater discharges, particularly along the River Valley edge and its tributary ravines. The establishment of proposed RVMA infrastructure in the proposed project area is expected to result in changes to surface drainage patterns as a result of some vegetation removal, slope regrading and the introduction of new hard-surface infrastructure that will increase impermeable surfaces in the study area. Currently, surface water on McDougall Hill naturally infiltrates into the vegetated slope or flows downslope as runoff towards Grierson Hill Road where it enters the City’s storm sewer system. Similarly, surface water flows on the slope south of Grierson Hill Road naturally infiltrate into existing vegetated areas.

During operation, surface drainage patterns will be altered as a result of the construction of project components that will increase impermeable surfaces in the study area. This will result in increased surface runoff, creating the potential to overwhelm existing municipal drainage infrastructure, if not managed adequately, and cause erosion and sedimentation on steep slopes in the area. Drainage systems have, therefore, been designed not to overwhelm existing drainage infrastructure, via the use of LID elements such as a vegetated swale. That swale will contain a buried “French drain” to collect and remove the surface water collected by the swale. The swale and the drain will sit on an impermeable layer to manage the potential for water to migrate through the slope and saturate the ground immediately below the swale. The swale drain will be connected to outfall pipes along its length to allow the collected flow to daylight below the promenade. This will help mitigate the build-up of groundwater behind the promenade north supporting wall as well as allow surface water flows to infiltrate into the vegetated slope, thereby slowing and minimizing runoff into the municipal storm sewer system. A toe drain will also be supplied at the promenade north support wall to manage the natural flow of water that does locally occur.

The pedestrian bridge and lookout will have conventional deck drainage with surface water collected along a curb at the edge of the walking surface. Planted areas and rain gardens will absorb rainfall and not contribute to surface runoff. Surface water flows will be collected at the top of the elevator stairs and fed to the collection drain at the deck gradient break point on the north side of the elevator. The flow intercepted at this location will be fed back to the drainage points alongside the pier adjacent to Grierson Hill Road.

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Monitor and Regulation of Water Quality It is a policy of this Plan to monitor and to regulate water quality and flows where possible within the watershed and to operate with other governmental agencies in the achievement of effective control. The proposed RVMA project is not anticipated to affect river water quality, and design has included this consideration. Issues pertaining to water quality will be monitored during construction. Low Impact Development and best management practices were considered during project drainage design.

To control the further development of natural resource extraction and to minimize the adverse impacts of natural resource extraction operations on the natural environment and park developments. This policy is not relevant to this project.

To prohibit the development of utility corridors, including utility right-of-ways, except for direct river crossings. This policy is not relevant to this project.

To minimize the adverse environmental effects of all existing and future public works, landfill and solid waste disposal facilities. This policy is not relevant to this project.

To control the design and construction of future public works in a manner which will enhance the natural environment. This policy is not relevant to this project.

3.6 Agricultural Land Use Objectives To continue agricultural activities. This objective is not relevant to this project.

3.6.1 Agricultural Land Use Policy Agricultural Activities It is a policy of this Plan that existing agricultural activities may continue subject to Policies 3.2.7 and 3.2.8. This policy is not relevant to this project.

3.7 Residential Land Use Objectives To control residential development in the Plan area and to limit its impact and extent on the natural environment and the parks system. This objective is not relevant to this project.

January 2016 River Valley Mechanized Access – Final Site Location Study Page 28 Spencer Environmental

3.7.1 Residential Land Use Policies Present Residential Development It is a policy of this Plan to recognize existing residential development and those lands presently districted for residential development outside the Central Area. This policy is not relevant to this project.

3.8 Central Area Land Use Objectives To designate the Central Area as an area where community plans will be prepared. This objective is not relevant to this project.

To establish general land use guidelines and direction for the future land use of the Central Area of the River Valley. This objective is not relevant to this project.

3.8.1 Central Area Land Use Policies It is a policy of this Plan to recognize the existing communities of Rossdale and Cloverdale as illustrated on the Central Area Map (page 17) (of Bylaw 7188). The proposed project area is located adjacent to the northeast edge of the Rossdale community, which encompasses the western portion of McDougall Hill up to the 100 Street intersection. Thus, all project components will be situated outside Rossdale, within downtown Edmonton. Thus, no alterations to the existing community of Rossdale will be required.

It is a policy of this Plan that when the future land use of this area is determined, the detailed development plan and community plan proposals should consider the following guidelines:

1. Primarily residential development will be proposed in the designated areas of South Rossdale and South Cloverdale. (See Central Area Map p. 17) (of Bylaw 7188). This policy is not relevant to this project.

2. New or expanded major facilities which adversely impact the residential communities shall be discouraged. This policy is not relevant to this project.

3. Proposed new development should be designed to take advantage of the river location and should be integrated with design concepts of the Capital City Recreation Park. The proposed RVMA project, situated adjacent to the northeast portion of the Rossdale Neighbourhood, will take advantage of outstanding views of the river valley from McDougall Hill and will be integrated into the existing river valley SUPs via trail tie-ins from the elevator at the downslope terminus. Thus the proposed project links downtown Edmonton with the Capital City Recreation Park. Architectural design and landscaping that respect and complement the existing river valley aesthetic will integrate the proposed

January 2016 River Valley Mechanized Access – Final Site Location Study Page 29 Spencer Environmental

RVMA project with its surroundings. Hard and soft landscaping elements will soften the transition between project structures and their natural parkland surrounding, thereby integrating the structures as visual elements within the landscapes.

4. Additional commercial use may be proposed, and if so, should serve local residential development and existing recreational development, be compatible to parkland development, or be part of a city-wide facility. This policy is not relevant to this project.

5. Ensure the provision of pedestrian links to all the abutting neighbourhoods, including the Downtown and ensure that the facilities that provide these links are of sufficient capacity to accommodate the proposed development for this area. The proposed RVMA project will provide direct links for pedestrians and cyclists from Downtown to the Rossdale Neighbourhood and existing river valley SUPs. Through the construction of an urban stair, funicular, promenade, pedestrian bridge and elevator, pedestrians and cyclists of varying abilities will have barrier-free access to Downtown, the sidewalk along Grierson Hill Road and the existing river valley SUP network.

6. A marketing strategy for the disposal of City-owned lands in Rossdale and Cloverdale will be developed in conjunction with the preparation of the community plans. Disposal of lands will occur upon completion of these community plans and in a manner compatible with the community plans. This policy is not relevant to this project.

7. Residential and other suitable uses, including parks and recreational uses, may be considered in the Rossdale and Cloverdale community plan areas. The proposed RVMA project facilitates access for all users from Downtown to existing recreational amenities in the river valley.

Prohibit Additional Residential Development It is a policy of this Plan that additional residential lots will not be created, except in the Central Area. No additional residential lots will be created as a result of the propose RVMA project.

3.9 Upland Area In keeping with the Major Goals in Section 2.2 (of Bylaw 7188) and the Land Use Policies accompanying relevant objectives, Policy C542 Development Setbacks from River Valley/Ravine Crests will require that the design of development in all new or redeveloping areas abutting the River Valley and Ravine System provide for the separation of development from the river valley and ravine as generally illustrated in the accompanying Figure 1 (of Bylaw 7188), and as further described in Policy C542 and its accompanying Procedures.

January 2016 River Valley Mechanized Access – Final Site Location Study Page 30 Spencer Environmental

The purpose of the City of Edmonton’s Policy C542 is to ensure that urban development is reasonably safe from environmental hazards, such as slope instability, and to protect the river valley and ravine system from urban development that may compromise its long-term stability. The exception to this policy is the downtown and existing river valley communities, where development has already occurred either on the slope or in the floodplain of the River Valley and Ravine System. While the proposed RVMA project may be considered an exception to Policy C542 because of its location downtown, the project does satisfy the policy’s requirement to ensure the preservation of the River Valley and Ravine System as a significant visual and natural amenity feature, contribute to the ecological functionality of the City’s natural areas system, and provide a recreational opportunity for the citizens of Edmonton. In addition, several geotechnical investigations have been conducted in support of the proposed RVMA project and have informed preliminary design and the Bylaw 7188 Environmental Impact Assessment to ensure slope stability is maintained in the area.

January 2016 River Valley Mechanized Access – Final Site Location Study Page 31 Spencer Environmental

4.0 CONCLUSION

As documented in this Site Location Study, providing mechanized access and improving connectivity in the North Saskatchewan River Valley – within Bylaw 7188 boundaries – is essential to facilitate the expansion and connectivity of Edmonton’s SUP system for all users from downtown Edmonton to the river valley. Previous planning studies conducted by the City and previous decisions by City Council have determined that the site specific location of the proposed alignment has the potential for the fewest impacts, including impacts to the natural environment and socio-economic considerations. Based on the information collected and analyzed in this report, we are confident that the proposed alignment and design conforms to the goals, and applicable objectives and policies of the North Saskatchewan River Valley Area Redevelopment Plan (Bylaw 7188).

January 2016 River Valley Mechanized Access – Final Site Location Study Page 32 Spencer Environmental

5.0 REFERENCES

5.1 Literature Cited Carlyle and Associates, Cohos Evamy Integrated Design and Lea + Elliot. 2010. Mechanized Access: Concept/Feasibility Planning for Louise McKinney Riverfront Park, Phase 1 Report. Prepared for the City of Edmonton. Edmonton, Alberta.

City of Edmonton. 1992. Ribbon of Green: North Saskatchewan River Valley and Ravine System Master Plan. Edmonton, Alberta.

City of Edmonton. 2009. The Way We Move: Transportation Master Plan. City of Edmonton. Edmonton, Alberta.

City of Edmonton. 2010a. The Way We Grow: Municipal Development Plan, Bylaw 15100. City of Edmonton. Edmonton, Alberta.

City of Edmonton. 2010b. The Way We Live: Edmonton’s People Plan. City of Edmonton. Edmonton, Alberta.

City of Edmonton. 2011. The Way We Green: Environmental Strategic Plan. City of Edmonton. Edmonton, Alberta.

City of Edmonton. 2014. North Saskatchewan River Valley Area Redevelopment Plan, Bylaw No. 7188. February 1985. Office Consolidation September 2014. Edmonton, Alberta.

DIALOG. 2014. North Saskatchewan Central River Valley Mechanized Access. Prepared for the City of Edmonton. Edmonton, Alberta.

DIALOG. 2015a. River Valley Access Design Development Report. Prepared for the City of Edmonton. Edmonton, Alberta.

DIALOG. 2015b. River Valley Mechanized Access Formal Report. Prepared for the Edmonton Design Committee. Edmonton, Alberta.

River Valley Alliance. 2013. River Valley Alliance News Release: RVA Launches $90 Million Capital Project. http://www.rivervalley.ab.ca/news/90-million-capitol- budget-project-has-begun/. Accessed 15 May 2015.

River Valley Alliance. 2015. RVA Vision and Mission. http://www.rivervalley.ab.ca/about-rva/. Accessed 15 May 2015.

Turtle Island Cultural Resource Management Inc. 2015. Historical Resources Impact Assessment: North Saskatchewan River Valley Mechanized Access. Prepared for the City of Edmonton Sustainable Development Department. Edmonton, Alberta.

January 2016 River Valley Mechanized Access – Final Site Location Study Page 33 Spencer Environmental

Thurber Engineering Ltd. 2015. Mechanized River Valley Access Project (City Project #CP-3592): Stage 2 – Geotechnical Investigation. Prepared for DIALOG. Edmonton, Alberta.

Spencer Environmental Management Services Ltd. 2016. River Valley Mechanized Access Environmental Impact Assessment, Final Report. Prepared for the City of Edmonton Sustainable Development Department. Edmonton, Alberta.

January 2016 River Valley Mechanized Access – Final Site Location Study Page 34 Spencer Environmental

Appendix A. North Saskatchewan Central River Valley Mechanized Access (DIALOG 25 June 2014)

January 2016 River Valley Mechanized Access – Final Site Location Study Page A1 25 June 2014 NORTH SASKATCHEWAN CENTRAL RIVER VALLEY MECHANIZED ACcess

Prepared by Prepared for 2 DIALOG | Thurber Engineering | Acumen Cost Consulting Table of Contents

1.0 Introduction 1.1 Site Identification 1.2 Prior Mechanized Access Review 1.3 Opportunity for Mechanized Access 1.4 Relevant Issues 1.5 Study Objectives 1.6 Study Assumptions and Limitations

2.0 Mechanized Mode Summary

3.0 Geotechnical Summary

4.0 Site Alignment Opportunities 4.1 100 Street Alignment 4.2 104 Street Alignment 4.3 106 Street Alignment 4.4 110 Street Alignment 4.5 105 Street (South Bank) Alignment

5.0 Site Assessments

6.0 Construction Cost Estimate

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 3 100 Street 102 Avenue 102 Street 116 Street 115 Street 114 Street 113 Street 112 Street 111 Street 109 Street 108 Street 107 Street 106 Street 105 Street 104 Street 103 Street 101 Street

Jasper Avenue

1 100 Avenue

Low

BridgLevel e

2

MacDonald e JamesBridg

1 100 Street at McDougall Hill

River Valley Road 4

B.

y Bridge

Bridge s 3 Dudle

Level

Menzie

High

Saskatchewan

R E IV R N Drive A W E H TC NORTH SASKA

88 Avenue

87 Avenue

86 Avenue 98 Street

5 102 Street 100 Street 99 Street Gateway Boule 101 Street 109 Street

85 Avenue vard

STUDY SITE LOCATIONS 2 104 Street at 99 Avenue 0 100 250 500 1000m

4 DIALOG | Thurber Engineering | Acumen Cost Consulting 1.0 INTRODUCTION

1.1 Site Identification

This report offers the City of Edmonton a ‘high level’ review and assessment of the potential for a mechanized access conveyance for a number of alignments in the central part of the North Saskatchewan River Valley: North Side (Downtown) • 100 Street (“Hotel MacDonald stairs”) • 104 Street • 106 Street (at Alberta Legislature) • 110/109 Street (High Level Bridge) South Side (Strathcona) • 105 Street

3 106 Street at River Valley Road 5 105 Street at Saskatchewan Drive 4 110 Street at Ezio Faraone Park

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 5 95 Street 1.2 Prior Mechanized Access Review 96 Street

104 Avenue 97 Street Improvements to river valley access from the

109 Street 108 Street 107 Street 106 Street 105 Street 104 Street 103 Street 102 Street 101 Street 100 Street Downtown are identified in CCDP. Prior reviews of THE QUARTERS mechanized access have included:

103 Avenue • Louise McKinney Riverfront Park CIVIC • RFEOI for Mechanized Access along 104 Street OLIVER PRECINCT 104 STREET DOWNTOWN 102 Avenue PROMENADE 1.3 Opportunity for Mechanized Access

LOUISE MCKINNEY Mechanized Access offers the potential of connecting RIVERFRONT PARK major destinations with one another where there JASPER AVENUE is both potential demand and vertical elevation Jasper Avenue differences that make other modes not as suitable. RAFTERS This characteristic of connection is an inherent in the LANDING relation between the river, the river valley flats and the tableland destinations of Downtown and Strathcona. 100 Avenue 1.4 Relevant Initiatives Low Level Bridge 99 Avenue Significant initiatives of “city building” are underway in the central river valley focused on the Rossdale Flats: CLOVERDALE • West Rossdale

JamesBridge MacDonald • Urban Design Plan, ARP Amendment, DC zoning • Public Realm and Roadway Improvement project • Governance review ALBERTA • R ossdale Generating Station Repurposing/ River Valley Road LEGISLATURE Stabilization

• Walterdale Bridge Replacement, including • Pr ovision for “Touch The Water” Promenade along the north bank at the bridge Dudley B. • Int egration with the bridge of a “passerelle” or Menzies Bridge Shared Use Path (SUP) along the downstream High Level Bridge side to connect improvements in Queen Elizabeth Park with the Generating station and Saskatchewan Drive R E IV the River KINSMEN PARK R N WALTERDALE A W E BRIDGE H MILL CREEK NO ATC REPLACEMENT RTH SASK (under construction) RAVINE UNIVERSITY LEGEND LEGEND OF ALBERTA Existing Destination 88 Avenue Existing Destination

Existing On Road Bike Route Existing SharedExisting Use Path On Road Bike Route Existing StairExisting Shared Use Path 86 Avenue Existing Heritage Trail Existing LRTShared Alignment Use Path (within scope of Walterdale Existing LRT Alignment 85 Avenue Bridge Replacement project) STRATHCONA Existing Stair 84 Avenue Gateway Boulevard

109 Street 108 Street 107 Street 106 Street 105 Street 104 Street 101 Street 100 Street 99 Street 98 Street 97 Street Existing Heritage Trail 102 Street 83 Avenue Existing LRT Alignment

WHYTE AVENUE Existing LRT Alignment Existing Boat Dock EXISTING CONDITIONS EXISTING CONDITIONS Active Transportation and Destinations 0 1000 250 50 100 250 500 500 1000m 1000m Active Transportation and Destinations

6 DIALOG | Thurber Engineering | Acumen Cost Consulting 95 Street In combination these initiatives are set to create a ARENA AND EAC 96 Street ENTERTAINMENT GALLERIA destination neighbourhood in and surrounding West 104 Avenue DISTRICT 97 Street Rossdale. 117 Street 116 Street 115 Street 114 Street 113 Street 112 Street 111 Street 109 Street 108 Street 106 Street 105 Street 104 Street 103 Street 102 Street 101 Street 100 Street THE QUARTERS THE ARMATURE There are at the same time other initiatives in the area:

103 Avenue • LR T to the Southeast including a proposed station at the CIVIC . DOWNTOWN PRECINCT • North Rossdale proposed residential development OLIVER • Proposed boat dock and launches along the river 102 Avenue • SUP improvements such as the accessible route in the 104 STREET vicinity of 105 Street on the south side. PROMENADE LOUISE MCKINNEY RIVERFRONT PARK Each of these initiatives is directly or indirectly JASPER AVENUE Jasper Avenue improving the ‘active transportation’ network in the valley. They realize the potential of its character and amenity, including neighbourhoods and destinations that are highly walkable.

100 Avenue

Low Level Bridge 99 Avenue NORTH FEDERAL ROSSDALE VICTORIA PARK BUILDING AND PROPOSED CLOVERDALE CENTENNIAL DEVELOPMENT PLAZA JamesBridge MacDonald (under construction)

ALBERTA LEGISLATURE River Valley Road WEST ROSSDALE LEGEND Existing Features

Dudley B. On Road Bike Route Menzies Bridge Shared Use Path High Level Bridge TOUCH THE GENERATING WATER STATION Shared Use Path (within scope of PROMENADE Saskatchewan Drive REPURPOSING R Walterdale Bridge Replacement project) E KINSMEN PARK IV WALTERDALE R Stair N MASTER PLAN BRIDGE A W Heritage Trail E REPLACEMENT CH MILL CREEK (under construction) NORT KAT UNIVERSITY H SAS RAVINE LRT Alignment OF ALBERTA LRT Station LEGEND Dock and Boat Launch

Existing Lookout 88 Avenue Lookout Existing On RoadProposed Bike Route Features Existing Shared Use Path QUEEN ELIZABETH PARK Existing Stair Linkages (As proposed in CCDP) 86 Avenue MASTER PLAN Existing Heritage Trail Existing LRT AlignmentLRT Alignment 85 Avenue Existing LRT StationLRT Station

Existing Boat Dock 84 Avenue STRATHCONA Gateway Boulevard Dock and Boat Launch Proposed Mechanized Access (by others) 109 Street 108 Street 107 Street 106 Street 105 Street 104 Street 101 Street 100 Street 99 Street 98 Street 97 Street

102 Street Proposed LRT Alignment 83 Avenue Lookout (As proposed in Queen Proposed LRT StationElizabeth Park Master Plan and Proposed Boat Dock WHYTE AVENUE CCDP) Plans depicted for illustrative purposes only. No approved status. FUTURE CONDITIONS FUTURE CONDITIONS 0 50 100 250 500 1000m Active Transportation and Destinations Active Transportation and Destinations 0 100 250 500 1000m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 7 1.5 Study Objective

The review and assessment offers an information base for furthering the review of improved valley access via mechanized means. Each alignment is reviewed with respect to urban design (planning), structural, modal, geotechnical and cost (Class D). The assessed modes of mechanized access focus on elevator or inclined elevator. They offer a user experience that is unique, can operate without on-site staffing, and are durable within Edmonton’s climatic region.

The modal alignment is undertaken in tandem with an improved pedestrian stairway experience. It also identifies the feasibility for accommodating cyclists within the context of alternate routes as part of active transportation.

1.6 Study Assumptions and Limitations

To complete the site analysis, we use existing readily available City information and that from our own offices developed for prior projects:

1. Any previous geotechnical investigation within the vicinity of the site. 2. Topographic slope and existing features information, including plans of existing stairs, above below grade utilities. 3. Property limits and lot patterns.

8 DIALOG | Thurber Engineering | Acumen Cost Consulting 2.0 Technology Summary

Several mechanized systems have been built in urban environments to Funiculars people from higher to lower laying areas and vice versa. These include: Funiculars are cable-propelled systems that haul trains over an inclined track. Typically, funiculars operate using two vehicles fixed to opposite ends of a • Railways cable with gravity acting on the descending car used to aide in propelling the • Funiculars ascending car uphill. A traction motor provides the additional power to the • Vertical elevators system needed to overcome friction and the difference in weight between the • Inclined elevators ascending and descending vehicles. An emergency walkway adjacent to the • Escalators tracks is used for evacuation. • Gondolas/funitels • Chairlifts Funiculars are safe, require less maintenance than aerial systems, typically • Tramways and funifors have long service lives, and are not susceptible to strong winds. The size of cars can vary from as small as 10 passenger cars to cars that can Different types of operations are required for each of these systems. The accommodate up to 200 passengers. Cars can operate in pairs with single inclined and vertical elevator systems do not require operators and are or double track arrangements. However, they cannot operate in alignments manually controlled by the passenger. The system is fully automatic with many grade changes, unless self-leveling cars are used. As the cars are and does not require an operator. This system can be shut off when there is permanently fixed to the propelling cable, funiculars require evenly spaced no demand. The funicular and aerial systems (gondolas, funitels, chairlifts, stations if more than two stations are used for a system, unless stopping a tramways and funifors) require operating personnel, nominally between three car outside a station is accepted when the other car is in a station. Funiculars and six persons depending on the system and the service level. For systems create practically insurmountable access barriers when tracks are at-grade, without operators, special measures regarding CPTED need to be considered. necessitating support structures for elevating the tracks at crossings with Such measures include security cameras, emergency phones, and system shut- roads, shared use paths, and wildlife corridors. off during night time. Capacity expansion for funiculars is often challenging, as the carriage Upper Station + Funicular, Paris R ail BaSED and At-Grade Systems generally has to be exchanged and stations expanded. Rack/Cog Railway Inclined Elevators Rack/Cog wheel trains are similar to traditional railway systems, but have an additional geared wheel engaged to a continuous linear rack (a third rail) along Inclined elevators operate under the same principles as single-track single-car the track centreline to overcome grades steeper than 6%, which is roughly the funiculars. They are generally smaller and slower than funiculars and operate limiting grade for adhesion-based railway systems. The engagement between on an on-call basis. This system is appropriate for areas with lower ridership the wheel and the rack is not always permanent; it can be engaged in steep demand and is a low-energy option as it operates only when needed. This sections of the track and disengaged in flatter areas. system faces the same detriments as Funiculars.

This is a reliable, robust system with high passenger capacity and a Capacity expansion for inclined elevators is costly, as it requires the addition straightforward evacuation procedure. However, the size and capacity of a of another elevator. Furthermore, space constraints might not permit an railway system may not be suitable for the ridership and site conditions on additional system. the sites around the river valley. Additionally, the requirements for practically level sites for the train stations and the access barriers created by tracks at Vertical Elevators wildlife/pedestrian/vehicular crossings will complicate the design of the track alignment. Vertical elevators operate using a similar process to building elevators, moving in the vertical plane to tranport the occupants to different elevations. Vertical Capacity expansion for railway systems is often challenging, unless the elevators have similar ridership capacity to inclined elevators in that they stations are initially built for longer trains. are smaller and slower than funiculars while operating on an on-call basis. The vertical elevator system is also similar to the inclined elevator system in that it is a low-energy option and is appropriate for areas with low ridership. Inclined elevator – Chattanooga, Tennessee

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 9 However, the challenges of incorporating the physical extents of the vertical Capacity expansion for gondolas/funitels can generally be achieved by simply elevator into the surroundings may be less than with the inclined elevator as adding carriages to the system, provided that the capacity of the propulsion the structure can be integrated with existing structures. system is designed for expansion. This is one of the big advantages of gondolas/funitels. Capacity expansion for vertical elevators is costly, as it requires the addition of another elevator. Furthermore, space constraints might not permit an Disembarking in emergency situations, as with all other aerial systems, is additional system. inherently less safe in comparison to rail based and at-grade systems.

Outdoor Escalator Chairlifts

Outdoor escalators are mechanically identical to conventional escalators A more economical variant for gondolas/funitels are aerial chairlifts. These but require additional treatments to enable operation and ensure passenger operate under the same principles as pulsed gondolas and share basically all safety in adverse weather conditions. These measures include a canopy/ of their opportunities and disadvantages. The cars themselves are, essentially, roof structure, waterproofing components susceptible to moisture, and benches conveyed by overhead cable and typically accommodate 2-4 people heating systems. The linked escalator steps remain horizontal, allowing an per chair. The chairs are either fixed to a point on the cable or detachable for immobilized escalator to act as a normal staircase. For energy efficiency, better ease of loading/unloading. The detachable option is more desirable, the escalator can be stopped or mobilized based on passenger demand. This from the standpoint of accessibility and being able to adjust the number of system does not face the same disembarking challenges as a cable-based operating cars depending on demand. Commonly used in ski areas, these mechanized access system in the event of emergency evacuation. systems are demonstrably well-suited for use in lower temperatures. Auxiliary motors power a back-up system in case power is lost to the main engines Escalators’ fixed inclination will require specific elevation differences driving the cable, allowing passengers to disembark. Due to the carriages being between its ends. Escalator manufacturers also specify height and span open, passengers will be exposed to the elements. Furthermore, the vehicles limitations. In addition, Perhaps the greatest challenge for conventional themselves create accessibility barriers. escalators is barrier-free access. Capacity expansion for chairlifts can generally be achieved by simply adding Capacity expansion for escalators is costly, as it requires the addition of chairs to the system, provided that the capacity of the propulsion system is another escalator or the replacement of an existing escalator with a larger designed for expansion. This is one of the big advantages of chairlifts. one. Furthermore, space constraints might not permit an expansion. Aerial Tramways & Funifors Aerial Systems Aerial Tramways use at least two cables, with one or more fixed cables Aerial systems are generally susceptible to strong winds, particularly providing support and guidance, while a separate haul rope propels the car. single-cable systems supported and propelled along the same line. These Vehicle capacities range from 30 to 150 passengers per cabin. Tramways systems tend to require more maintenance than rail or at-grade systems have two operating configurations: jig-back and single-loop. In a jig-back necessitating either an auxiliary system in place or accepting a shut-down. configuration, the haul cable pulls the vehicles up and down without any Aerial systems also need a minimum length and ridership demand before Monograeme - Portland Oregon impact to other vehicles, negating the need for evenly spaced stations. For the becoming economically viable. Changes in the horizontal alignment are also single-loop configuration, a set of carriers move along a single path of , challenging. requiring evenly spaced stations if more than two are required. Funifors are a variation to Aerial Tramways. They are propelled and supported Aerial systems, however, do not interfere with other transportation corridors by two cables with the hanger structure as wide as the car which make them and can swiftly accommodate changes in vertical alignment. They are also more stable in high wind conditions. economically attractive for longer systems, especially when dealing with significant variations in grades along the alignment. C onclUSION

Gondolas/Funitels The rather large elevation difference and the moderate expected ridership do not validate the use of rack/cog railways to access the Edmonton River Valley. For / systems, cabins are supported and propelled by the same Due to their susceptibility to cold weather and trapping of debris, such as aerial cable(s). Cabins can operate one-by-one, or in platoons of 2 to 4 as sand in winter, escalators outside of fully enclosed buildings do not perform pulsed gondolas. Cabin capacities range from 5-15 passengers per cabin for well in Edmonton. Furthermore, full accessibility of escalators is challenging gondolas and about 25 for funitels. Gondola cabins are generally supported and therefore they are not further carried as an option in the present study. on one cable, but can be suspended from 2 or 3 closely spaced cables for Tramways and funifors typically operate on a scale that is significantly too added stability. Funitels are propelled by at least two cables that are spaced large for the proposed use and are thus not economical and not further two or more metres apart, providing more stability to the carriages. investigated, either. Chairlifts pose accessibility challenges and patrons are not adequately protected from the weather, which makes this mode another option For both, gondolas and funitels, cabins loop around the system generally on that is not adept for the Edmonton River Valley. one continuous cable and at the end stations are detached from the cable and mechanically pulled around a semi-circle without stopping the cable Funiculars, inclined and vertical elevators, and gondolas are all viable and drive or interrupting the operation of other cabins. It is while the cabins are winter-proven technologies to provide access to the North Saskatchewan River detached that and disembarking takes place. The detachment of Valley. Due to their generally lower life-cycle cost, preference will be given the carriages allows for an unevenly spacing of stations if more than two to inclined and vertical elevators over gondolas for each of the River Valley Elevator - Pamplona, Spain stations are used. access locations discussed in this report.

10 DIALOG | Thurber Engineering | Acumen Cost Consulting 3.0 Geotechnical Summary

All modes are considered equal from a geotechnical standpoint, assuming a common need for stable foundation with low tolerance for movement is required. Aerial systems might require less stringent movement control and could therefore be viewed as more favourable from a geotechnical point of view for unstable slope conditions. Where current slope stability appears good and there is no indication of deep seated movements, standard support is expected to consist of deep foundations (piles).

The controlling factor for design of piles is expected to be frost uplift (and/ or lateral load), not compression. CIP concrete piles to min. 8 m depth could be assumed for preliminary assessment (subject to results of further assessment), to support “bridge” type structures. The specific diameter of piles will depend on lateral loads.

Access to install foundations is generally poor due to slopes - add a factor for access (related to slope steepness; higher factor for steeper slope and lack of staging area).

It is understood that a uniform grade will be required for these modes. Cuts in the upper portions of the slopes and fills at the bottom of slopes are in general okay, however this should be assessed further for each specific site. If upon further study it is determined that deeper seated movements are occurring, additional mitigative measures such as toe berm and/or retaining wall structures may be required to enhance slope stability. This is more likely required for Queen Elizabeth Park than other sites, as some slope instability has been observed (refer to geotechnical comments in section 5.0, Site Assessments for additional information).

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 11 View of the North Bank from Saskatchewan Drive

12 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.0 Site Alignment Opportunities

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 13 95 Street

ARENA AND EAC 96 Street ENTERTAINMENT GALLERIA 104 Avenue DISTRICT 97 Street 117 Street 116 Street 115 Street 114 Street 113 Street 112 Street Street 111 109 Street 108 Street 106 Street 105 Street 104 Street 103 Street 102 Street 101 Street 100 Street THE QUARTERS THE ARMATURE

103 Avenue CIVIC DOWNTOWN PRECINCT

102 Avenue OLIVER 104 STREET PROMENADE LOUISE MCKINNEY RIVERFRONT PARK

Jasper Avenue JASPER AVENUE

100 Avenue

Low Level Bridge 99 Avenue NORTH FEDERAL ROSSDALE VICTORIA PARK BUILDING AND PROPOSED CLOVERDALE CENTENNIAL DEVELOPMENT PLAZA JamesBridge MacDonald (under construction)

ALBERTA LEGEND LEGISLATURE Existing Features River Valley Road WEST On Road Bike Route ROSSDALE Shared Use Path Shared Use Path (within scope of Walterdale Dudley B. Bridge Replacement project) Menzies Bridge High Level Bridge TOUCH THE GENERATING Stair WATER STATION PROMENADE Saskatchewan Drive REPURPOSING R Heritage Trail E KINSMEN PARK IV WALTERDALE R LRT Alignment N MASTER PLAN BRIDGE A W E REPLACEMENT CH MILL CREEK LRT Station (under construction) NORT KAT UNIVERSITY H SAS RAVINE OF ALBERTA Dock and Boat Launch LEGEND Lookout Existing Lookout 88 Avenue Proposed Features Existing On Road Bike Route Existing Shared UseLRT Path Alignment QUEEN ELIZABETH PARK Existing Stair 86 Avenue LRT Station MASTER PLAN Existing Heritage Trail Existing LRT AlignmentDock and Boat Launch 85 Avenue Existing LRT Station

Existing Boat Dock

Gateway Boulevard Potential alignments and connecting 84 Avenue STRATHCONA Proposed Mechanized Access (by others) 109 Street 108 Street 107 Street 106 Street 105 Street 104 Street 101 Street 100 Street 99 Street 98 Street 97 Street routes for mechanized access

102 Street Proposed LRT Alignment 83 Avenue Linkages (As proposed in CCDP) Proposed LRT Station

Proposed Boat Dock WHYTE AVENUE Plans depicted for illustrative purposes only. No approved status. FUTURE CONDITIONS POTENTIAL MECHANIZED ACCESS ALIGNMENTS Potential Mechanized Access Alignments 0 1000 50 250100 250 500 500 1000m 1000m

14 DIALOG | Thurber Engineering | Acumen Cost Consulting We have met with selected City staff to review and confirm alignments, their site character and conditions, modes and geotechnical considerations.

Each of the alignments offers connectivity to destinations in and beyond the valley, both existing and potential. There is an ease of pedestrian access to the alignment from surrounding neighbourhoods and associated destinations. Each alignment examines:

• Views, • Amenity and lighting given the variation of season • Lighting to address long winter nights, and • T erminus integration with their surroundings at both top and bottom of the access, opportunities and constraints. • Operation and maintenance requirements • It is given that stairs are to be retained and improved in addition to the mechanized access.

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 15 View of the top of the existing stairs at 100 Street and McDougall Hill

16 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.1 100 Street Alignment North Bank at McDougall Hill

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 17 100 STREET ALIGNMENT Core Mechanized Access Improvements Jasper Avenue • Improved plaza at top of bank with lighting, furnishings and planting.

100 Street

• Mechanized access with parallel stair (min. 4.2m

101 Street width) from top of bank to landing 7m above roadway.

• Pedestrian bridge over Rossdale Road and

Grierson Hill Grierson Hill to berm at existing overpass.

• SUP extends west to 100 Street along proposed accessible route to connect with North Rossdale and 100 Street.

Potential Access Improvements MacDonald Drive • SUP loops under pedestrian bridge and existing ER IV Grierson Hill overpass then under the upstream R N side of the Low Level Bridge and up to the A W existing SUP on the downstream side of the E H C bridge. T McDougall Hill A K S A • P otential pedestrian bridge over McDougall Hill S to top of existing stair near Hotel MacDonald to H T R improve access from proposed Heritage Trail. O N • P otential improved connections to Louise McKinney Riverfront Park and proposed Muttart LRT Station. Low Level Bridge

LEGEND Existing Features

SUP Stair

Rossdale Road Walkway

100 Street Pedestrian Crossing

Proposed Features

Plaza

Pedestrian Bridge NORTH Mechanized Access ROSSDALE SUP James MacDonald Bridge Stair Pedestrian crossing Heritage Trail On-Road bike route CONCEPT DIAGRAM 100 Street Alignment 0 50 100 200m

18 DIALOG | Thurber Engineering | Acumen Cost Consulting 100 Street 100

Terminus and loading area plaza

Conveyance alignment

MacDonald Drive Stairway

McDougall Hill Potential pedestrian bridge over McDougall Hill to MacDonald Drive Terminus and loading area plaza at 7m over roadway

Pedestrian bridge over road to built up berm

Rossdale Road Grierson Hill

Legend Accessible route and Scope of construction stairs down to access cost estimate North Rossdale and Louise Drainage McKinney Park Water Communications Power Gas

Preliminary Plan 100 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 19 20 DIALOG | Thurber Engineering | Acumen Cost Consulting NOTE: Unless noted otherwise: structures are founded on drilled concrete piles. Some grading necessary to maintain slope of rail support structure Inclined elevator rail support.

Reinforced concrete piers

Minimum 6m clearance to underside of structure at roadway

Uphill Landing Structure; reinforced concrete. Dimensions will be dependent on manufacturer of the mode chosen, geotechnical parameters, and ridership Grierson Hill Rossdale Road Rossdale Road

Section - Conveyance Structure 100 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 21 View up the existing stairs on 104 Street between 98 and 99 Avenue.

22 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.2 104 Street Alignment North Bank from 98 Avenue to 99 Avenue

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 23 104 STREET ALIGNMENT Core Mechanized Access Improvements Associated Access Improvements - West Rossdale Roads and Public Realm 100 Avenue •a Plaz with lighting, furnishings, and planting at top of bank between McKay Avenue School and Improvement Concept Plan 104 Street and 99 Avenue. • Broad pedestrian crossing across 97 Avenue on west side of 104 Street • Mechanized access extends from top of slope at McKay Avenue School to northeast corner of 104 • P arallel walk and SUP on west side of 104 Street

105 Street 103 Street Street and 98 Avenue intersection. • Plaza/pedestrian crossing at 104 Street and • Mechanized access occupies existing east parking Rossdale Road to Generating Station Site 99 Avenue lane from bottom of existing slope to 98 Avenue.

• V ehicular access to existing apartments on Associated Access Improvements east side of 104 Street accommodated under mechanized access. • Esplanade along east side of Generating Station site to Touch the Water Promenade View of 104 Street looking North from 98 Avenue from August 2013 Pre-design for • Stair parallel to mechanized access extends south 104 Street Mechanized Access. For illustrative purposes only. No approved status. to existing landing at base of slope. • Touch the Water Promenade extends west under Walterdale Bridge Replacement 98 Avenue • Create on-road bicycle route from 98 Avenue to 97 Avenue.

97 Avenue

WEST ROSSDALE LEGEND Proposed Features Existing Features Plaza 96 Avenue On-road bicycle route View of 104 Street looking North from 96 Avenue with parallel walkway and SUP Heritage Trail west of roadway. (West Rossdale Roads and Public Realm Improvement Concept Plan) For illustrative purposes only. No approved status. Park SUP Mechanized Access SUP (Within scope of Walterdale SUP Bridge Replacement project) Plaza/ Stair pedestrian Walkway crosing at On-road bicycle route Rossdale Road Lookout with Public Art Integration (Walterdale Bridge)

GENERATING STATION Proposed West Rossdale Roads and Public REPURPOSING Realm Improvement Concept Plan

Walkway

SUP

Pedestrian crossing WALTERDALE BRIDGE REPLACEMENT Touch the Water West Rossdale Roads and Public Realm Improvement plan Promenade depicted for illustrative purposes only. No approved status. SUP on the Walterdale Bridge Replacement (Walterdale Bridge Replacement Concept Planning Study) CONCEPT DIAGRAM 104 Street Alignment 24 DIALOG | Thurber Engineering | Acumen Cost Consulting NOTE: Full potential extent of mechanized access illustrated. Further study is required to determine appropriate extent. 104 Street

99 Avenue

Terminus and loading area plaza

Conveyance alignment

Stairway

Landing and lookout

Plaza with amenities at landing

Clearance for vehicles to access properties east of 104 Street

Terminus and loading area plaza Legend Scope of construction 98 Avenue cost estimate Drainage Water Communications Power Gas Property Line Preliminary Plan 104 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 25 Looking south on the Walterdale Bridge Replacement SUP. For illustrative purposes only. Enhancements depicted have no approved status.

Looking east on the SUP below the Walterdale Bridge Replacement. For illustrative purposes only. Enhancements depicted have no approved status. Proposed repurposing of Rossdale Generating Station site and Touch the Water Promenade. For illustrative purposes only. No approved status.

Proposed repurposing of Rossdale Generating Station site and Touch the Water Promenade. For illustrative purposes only. No approved status.

26 DIALOG | Thurber Engineering | Acumen Cost Consulting NOTE: Unless noted otherwise: Downhill Landing Structure on Assume truss frames on piles Uphill Landing Structure, build out from structures are founded on drilled Grade; likely a slab on grade. supporting W Sections hillside. Size depends on ridership, and concrete piles. geotechnical constraints. Raised track for inclined elevator

Minimum 6m clearance to underside of structure at vehicular access

98 Avenue

Section - Conveyance Structure 104 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 27 View across River Valley Road to existing slope at 106 Street alignment

28 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.3 106 Street Alignment North Bank from River Valley Road to Legislature Grounds

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 29 106 STREET ALIGNMENT Core Access Improvements

• No mechanized access required due to minimal 106 Street 104 Street 105 Street elevation change. Rossdale Road Rossdale

97 Avenue • Provide stair access with accessible trail/SUP from top of bank to River Valley Road.

• Create new pedestrian crossing on River Valley Road to plaza at terminus of Touch the Water Promenade

Potential Access Improvements • Extend on-road bicycle route from Fortway Drive, east on 96 Avenue to 106 Street and south to top of bank.

• Create pedestrian access through existing parking lot to top of bank. 96 Avenue •  Proposed pedestrian crossing on River Valley ALBERTA Road ties into proposed Touch the Water LEGISLATURE WEST Promenade GROUNDS ROSSDALE Park NOTE: Alignment developed conceptually to link desired destinations. Consultation with the Province of Alberta required.

LEGEND Plaza/ Existing Features pedestrian On-road bicycle route crosing at Rossdale Road SUP

SUP (Within scope of Walterdale River Valley Road Bridge Replacement project) Walkway

Pedestrian Crossing GENERATING STATION Proposed Features REPURPOSING Plaza

SUP NORTH SASKATCHEWAN RIVER Stair On-road bicycle route

Proposed West Rossdale Roads and Public Realm Improvement Preliminary Design

WALTERDALE BRIDGE Walkway REPLACEMENT Touch the Water SUP (under construction) Promenade Pedestrian Crossing

West Rossdale Roads and Public Realm Improvement plan depicted for illustrative purposes only. No approved status. Concept Diagram 106 Street Alignment 0 50 100 200m 30 DIALOG | Thurber Engineering | Acumen Cost Consulting Stalls removed for walkway and parking

Walkway extends through parking area

View south through parking area

Landing with amenity

Arcade of tree planting along slope and through parking to mark alignment

View north through parking area

Access to Touch the Water Promenade River Valley Road

Legend Scope of construction cost estimate Drainage Water Communications Power Gas Preliminary Plan 106 Street Alignment 0 10 25 50m

SUP along River Valley Road

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 31 View from Ezio Faraone Park at top of existing stairs to High Level Bridge

32 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.4 110 Street Alignment North Bank and South Bank, Ezio Faraone Park

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 33 HIGH LEVEL BRIDGE Core Access Improvements • Improve stairs from Ezio Faraone Park to Fortway 109 Street

111 Street 110 Street drive.

• Create plaza across Fortway Drive from pedestrian bridge to base of stairs.

• Elevator from west side of High Level Bridge down to new plaza/lookout along SUP on River Valley Road.

• Elevator from west side of High Level Bridge EZIO FARAONE down to new plaza along SUP at Kinsmen Park. PARK • SUP from bottom of stair plaza to existing ALBERTA pedestrian crossing at Fortway Drive and River LEGISLATURE Valley Road. GROUNDS

Potential Access Improvements • SUP connection from Alberta Legislature grounds under north abutment of High Level Bridge to Ezio Faraone Park.

• Pedestrian bridge extending from existing Dudley Menzies Bridge over River Valley Road to For tway Drive proposed pedestrian crossing/plaza at Fortway Drive.

River Valley Road

LEGEND To Walterdale Bridge, Existing Features Generating Station and West Rossdale On-road bicycle route SUP NORTH SASKATCHEWAN RIVER Walkway Dudley Menzies Bridge Pedestrian Crossing

High Level Bridge Proposed Features

Plaza

SUP

Stair On-road bicycle route Pedestrian bridge over roadway KINSMEN PARK Elevator

CONCEPT DIAGRAM 110 Street Alignment 0 50 100 200m

34 DIALOG | Thurber Engineering | Acumen Cost Consulting Entry plaza with seating

Stairway with landings and seating

SUP extending to existing pedestrian crossing at Fortway Drive and River Valley Road

Fortway Drive furnishings

Fortway Drive

Potential bridge connec- tion from Fortway Drive to Dudley Menzies Bridge SUP

River Valley Road

Legend Scope of construction cost estimate High Level Bridge Drainage North Bank Elevator - High Level Bridge Water to River Valley Road. Similar elevator at Communications south bank Power Gas Dudley Menzies Bridge

Preliminary Plan 110 Street Alignment 0 10 25 50m North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 35 View of proposed elevators to High Level Bridge

36 DIALOG | Thurber Engineering | Acumen Cost Consulting NOTE: Unless noted otherwise: structures are founded on drilled Elevator core structure; High Level Bridge concrete piles. 500 thick walls, 37m Retaining wall supported on piles height

Fortway Drive

River Valley Road

Section - Elevator Structure 110 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 37 View down existing stairs at 105 Street and Saskatchewan Drive

38 DIALOG | Thurber Engineering | Acumen Cost Consulting 4.5 105 Street Alignment South Bank from Saskatchewan Drive to Queen Elizabeth Park

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 39 122

PEDEstrIaN ovErPass

• the overpass provides a grade-separated pedestrian connection between the upper and lower park areas. the proposed overpass will be integrated into the site topography, with the mound providing a landing spot for the overpass on the north side of the road. 122 • the overpass is to have a light, elegant profile, with ExaMPlE of PEdEstrian simple and contemporary detailing. the design should ovErPass froM iCEland complement that of the future walterdale bridge and PEDEstrIaN ovErPass new art pieces. • the overpass provides a grade-separated pedestrian connection between the upper and lower park areas. WALTERDALE BRIDGE REPLACEMENT 105 STREET ALIGNMENT • Pedestrians will be able to take advantage of the new the proposed overpass will be integrated into the site topography, with the mound providing a landing spot (Under construction) Core Access Improvements vantage points from the overpass to experience the for the overpass on the north side of the road. • Mechanized access with parallel stair (min. 4.2m Edmonton skyline. the mound and overpass will also • the overpass is to have a light, elegant profile, with ExaMPlE of PEdEstrian SUP under simple and contemporary detailing. the design should ovErPass froM iCEland width) to Queen Elizabeth Park. frame views of the new walterdale bridge, thereby complement that of the future walterdale bridge and Walterdale enhancing the entry experience for people travelling new art pieces. Bridge • Improved pedestrian crossing at 105 Street and • Pedestrians will be able to take advantage of the new N Saskatchewan Drive with paving materials across north into downtown. vantage points from the overpass to experience the O R roadway and new lookout at top of bank c/w Edmonton skyline. the mound and overpass will also TH frame views of the new walterdale bridge, thereby S lighting, furnishings, and planting. • in addition to the lookouts at each end of the overpass, AS enhancing the entry experience for people travelling KA seating may be incorporated into the overpass to north into downtown. TC HE • Accessible trail/SUP through Queen Elizabeth Park provide more places to rest and enjoy views. • in addition to the lookouts at each end of the overpass, W Image of pedestrian bridge over roadway (Queen Elizabeth Park Master Plan) For Kinsmen AN seatingfiGUrE may be7.11: incorporated MoUnd into the and overpass ovErPass, to lookinG soUtH R to pedestrian bridge over Queen Elizabeth Park illusprovidetrative more purposes places to rest only. and enjoy views. IV fiGUrE 7.11: MoUnd and ovErPass, lookinG soUtH Sports ER Road. Centre • Accessible trail/SUP loops down and under pedestrian bridge and follows Queen Elizabeth overpass new walterdale bridge Park Road to tie into existing SUP network. overpass new walterdale bridge Potential Access Improvements Mound • Improved SUP with parallel walkway on Saskatchewan Drive. Mound • Cr eate on-road bicycle route along 105 Street Q u fiGUrEImage 7.12: of ProPosEd pedestrian aPProaCH bridge to tHE over nEw ovErPass roadway and MoUnd(Queen Elizabeth Park Master Plan). For e south to Whyte Avenue. e illustrative purposes only. new walterdale bridge n E new multi-use trail along l d iz north side of Queen at-grade lookout a a Elizabeth Park road o b R e ll th LEGEND i P H a Existing Features le rk a R d o r a e d Existing SUP lt fiGUrE 7.12: ProPosEd aPProaCH to tHE nEw ovErPass and MoUnd a W new walterdale bridge SUP (Within scope of Walterdale Bridge Replacement project) new multi-use trail along Existing stair north side of Queen at-grade lookout Elizabeth Park road fiGUrE 7.13: ProPosEd aPProaCH to tHE nEw waltErdalE bridGE QUEEN Existing shared vehicle/SUP ELIZABETH PARK Existing pedestrian route Existing pedestrian crossing Existing lookout

Existing lookout west of 105 Street alignment Proposed Features Plaza

Pedestrian Bridge Saskatchewan Drive Mechanized Access SUP fiGUrE 7.13: ProPosEd aPProaCH to tHE nEw waltErdalE bridGE Stair (4.2m width)

To Whyte Proposed SUP with parallel walkway Avenue

105 Street 106 Street 86 Avenue 104 Street Proposed on-road bicycle route Proposed pedestrian crossing Trail (Queen Elizabeth Park Master Plan) Concept Diagram 105 Street Alignment 0 50 100 200m

View of existing stairs

40 DIALOG | Thurber Engineering | Acumen Cost Consulting 105 STREET ALIGNMENT Core Access Improvements

Queen Elizabeth Park Road

Pedestrian bridge over Queen Elizabeth Park Road to connect north and south sides of park with ease of access. This SUP west of existing stair at 105 Street on Saskatchewan Drive is an approved element of the Queen Elizabeth Park Master Plan.

Accessible path from Saskatchewan Drive Terminus and loading

Mechanized access alignment Existing stair at 105 Street

Landing and lookout

Terminus Legend Saskatchewan Drive Scope of construction cost estimate Drainage Water Communications Power 105 Street Gas

Preliminary Plan 105 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 41 NOTE: Unless noted otherwise: Uphill Landing Structure structures are founded on drilled Downhill Landing Structure Concrete column concrete piles. supports Pedestrian overpass Raised track on Piers are as wide for Queen E. Park Road supports. Could infill as superstructure. existing grade to Reinforced concrete reduce support heights. Paved Walkway Approach slab

Minimum 6m clearance to underside of structure at vehicular access

Section - Conveyance Structure 105 Street Alignment 0 10 25 50m

42 DIALOG | Thurber Engineering | Acumen Cost Consulting Mechanized Access Site Assessment Matrix

Mechanized100 Street Access Site Assessment104 Street Matrix 106 Street 110 Street/High Level Bridge Queen Elizabeth Park

Mechanized100 Street Access Site Assessment104 Street Matrix 106 Street 110 Street/High Level Bridge Queen Elizabeth Park

· Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP transportation network Street, 99 Avenue) at top of bank Avenue, Fortway100 Drive) Street and SUP at 97 · Use existing pedestrian104 Street crossing at at top of bank 106 Street 110 Street/High Level Bridge Queen Elizabeth Park · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley River Valley Road · Connection to Queen Elizabeth Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley · Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth transportation transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Use existing pedestrian crossing at at top of bank Avenue for West Rossdale Park road, pedestrian bridge over network · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley River Valley Road · Connection to Queen Elizabeth Park roadway recommended Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley · Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth transportation transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Use existing pedestrian crossing at at top of bank Avenue for West Rossdale Park road, pedestrian bridge over network · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley River Valley Road · Connection to Queen Elizabeth Park roadway recommended · 1 - 1.5km via SUP · Walking distanceConnection to West Rossdale. to active · ·Walking Confusing distance existing to pedestrianWest Rossdale crossing, and ·Street 1 - 1.5km to West to Generating Rossdale Station, West · <1km to Generating Station, West accessible trail, SUP mid valley <1km to Generatingtransportation Station Site via 104 Generatingped bridge Station recommended via 96 Avenue, river Rossdale· Broad crosswalk via river valleyproposed trails at 97 Rossdale via SUP, Walterdale Bridge. · High volume traffic on Queen Elizabeth Connection to West Street SUP network valley SUP/ river promenade Avenue for West Rossdale Park road, pedestrian bridge over roadway recommended Rossdale/Generating · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West Station <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge. Connection to West Street SUP valley SUP/ river promenade Rossdale/Generating · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West Station · Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and ·<1km Access to to Generating River Valley Station Road Site SUP, via River 104 Generating· Base of alignment Station via is mid-valley 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge. Bridge Connection to West Walterdale Bridge PromenadeStreet SUP at Walterdale Bridge valley SUP/ river promenade Connection to River · SUP on East side of Low Level Bridge Rossdale/Generating Station · Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUP on East side of Low Level Bridge · Walking distance to Jasper Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature · Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature Bridge Walterdale Bridge Promenade at Walterdale Bridge · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP · SUP on East side of Low Level Bridge · Only accessible from East side of 100 · Walking distanceConnection to existing LRT,to River transit bicycle route Connection to · Walking distance to Jasper Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature Street · 1 - 1.5km to Civic Precinct Downtown Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature · Poor access to MacDonald · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Drive/Heritage Trail · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route Connection to · Walking distance to Jasper Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature Street · 1 - 1.5km to Civic Precinct Downtown Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature · Poor access to MacDonald · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP · 3 - 3.5km via SUP, Walterdale bridge · Drive/HeritageVia Walterdale TrailBridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Connection to · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Street · 1 - 1.5km to Civic Precinct Connection to Downtown · Connection to Kinsmen Park at river via · Poor access to MacDonald Strathcona Dudley Menzies Bridge · 3 - 3.5km via SUP, Walterdale bridge ·Drive/Heritage Via Walterdale Trail Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Connection to · Connection to Kinsmen Park at river via Strathcona Dudley Menzies Bridge · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · ·3km 3 - 3.5km via river via valleySUP, Walterdale trails, Low bridgeLevel ·· 3Via - 3.5km Walterdale via river Bridge valley trails, Low · Walking3km via distanceSUP to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Connection to Level Bridge Bridge Bridge Level Bridge Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Cloverdale · 1 - 1.5km to proposed Cloverdale LRT Connection to · Connection to Kinsmen Park at river via station Strathcona Dudley Menzies Bridge · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Connection to Level Bridge Bridge Bridge Level Bridge · Integration withCloverdale winter jogging loop at · ·Downtown 1 - 1.5km to- West proposed Rossdale Cloverdale connection LRT · Walking distance to cross country ski · Ties into winter jogging loop at both top · Ties into winter jogging loop bottom of bank providesstation year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Bridge · Walking distance to cross country ski country ski trails Level Bridge Bridge Bridge Level Bridge Connection to · Ties into winter jogging loop trails at Victoria Park · Integration with winter jogging loop at ·· Downtown1 - 1.5km to - Westproposed Rossdale Cloverdale connection LRT · Walking distance to cross country ski · Ties into winter jogging loop at both top · Ties into winter jogging loop Cloverdale · Walking distance to skating at Alberta · <1km to cros country ski trails at bottom of bank providesstation year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross Legislature Kinsmen Park Year Round Use Bridge · Walking distance to cross country ski country ski trails · Walking distance to skating at Alberta Potential · Ties into winter jogging loop trails at Victoria Park · Integration with winter jogging loop at Legislature· Downtown - West Rossdale connection · Walking distance to cross country ski · Ties into winter jogging loop at both top · Ties into winter jogging loop · Walking distance to skating at Alberta · <1km to cros country ski trails at bottom of bank ·provides < 1km to year skating round at Vitoriauser base Oval trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross Legislature Kinsmen Park Year Round Use Bridge · Walking distance to cross country ski country ski trails · Walking distance to skating at Alberta Potential · Ties into winter jogging loop trails at Victoria Park Legislature · Walking distance to skating at Alberta · <1km to cros country ski trails at · < 1km to skating at Vitoria Oval Year Round Use Legislature Kinsmen Park

(1) Potential (1) (1) (1) · Walking distance to skating at Alberta Current slope stability appears good ; Current slope stability appears good ; Current slope stability appears good ; Current slope stability appears good , Current local shallow slope stability Legislature upper and lower slopes about 25 degrees upper slope about 25 degrees. No short slopes 20 to 25 degrees. No including at the current stair location (27 appears marinal due to oversteepened · < 1km to skating at Vitoria Oval at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in further east. Fill at top of slope, (1) (1) just to the west), along the top of bank(1) upper 10 m; 30-35 degrees overall slope(1) Current slope stability appears good ; Current slope stability appears good ; Current slope stability appears good ; Current slope stability appears good , Current local shallow slope stability potentially aggravated by voids left (30 degree upper slope above portal) and to bench at old pool site). Unknown upper and lower slopes about 25 degrees upper slope about 25 degrees. No short slopes 20 to 25 degrees. No including at the current stair location (27 appears marinal due to oversteepened behind from coal mining activity, thought below the High Level Bridge (25 to 30 water source appears to be providing at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in to be cause of slope instability of degree upper slope) connecting to the destabilizing action at gabion basket wall further east. Fill at top of slope, (1) (1) just to the west), along the top of bank(1) upper 10 m; 30-35 degrees overall slope(1) (2) Current slope stability appears good ; legislatureCurrent slope grounds. stability No appearsindication good of deep; Currentlocated atslope top stabilityof slope appearsimmediately good west; Current slope stability appears good , Current local shallow slope stability adjacent roadway prior to repair . Deep potentially aggravated by voids left (30 degree upper slope above portal) and to bench at old pool site). Unknown Geotechnical upper and lower slopes about 25 degrees upper slope about (2)25 degrees. No shortof stairs. slopes No 20indication to 25 degrees. of active No deep including at the current stair location (27 appears marinal due to oversteepened seated movements reported in early behind from coal mining activity, thought seated movements . May require below the High Level Bridge (25 to 30 water source appears to be providing at the stairs and west, 30 degrees indication of deep seated movements (2). indicationseated movements of deep seated(2). Little movements opportunity(2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in Considerations (1967) studies likely will not be impacted to be cause of slope instability of retaining wall to create path under degree upper slope) connecting to the destabilizing action at gabion basket wall further east. Fill at top of slope, to slope flatten on top at current stair just to the west), along the top of bank upper 10 m; 30-35 degrees overall slope by low weight of mechanized access or (2) bridge, or consider suspending a pathway legislature grounds. No indication of deep located at top of slope immediately west adjacent roadway prior to repair . Deep potentially aggravated by voids left (30 degree upper slope above portal) and to bench at old pool site). Unknown stairs. No visible sign of shallow failures supported by the bridge. Security concern location. (2) of stairs. No indication of active deep Geotechnical seated movements reported in early seated movements . May require water source appears to be providing noted in area of stairs in the 1967 behind from coal mining activity, thought below the bridge. below the High Level(2) Bridge (25 to 30 Considerations (1967) studies likely will not be impacted retaining wall to create path under seated movements . Little opportunity destabilizing action at gabion basket wall studies, however this should be followed to be cause of slope instability of degree upper slope) connecting to the by low weight of mechanized access or (2) bridge, or consider suspending a pathway to slope flatten on top at current stair located at top of slope immediately west up with a more detailed assessment to adjacent roadway prior to repair . Deep legislature grounds. No indication of deep stairs. No visible sign of shallow failures supported by the bridge. Security concern location. (2) of stairs. No indication of active deep confirm. Geotechnical seated movements reported in early seated movements . May require noted in area of stairs in the 1967 below the bridge. (2) Considerations (1967) studies likely will not be impacted retaining wall to create path under seated movements . Little opportunity studies, however this should be followed by low weight of mechanized access or bridge, or consider suspending a pathway to slope flatten on top at current stair up with a more detailed assessment to Either a funicular or inclined elevator will New 104 Street mechanized access can N/Astairs. No visible sign of shallow failures A new retaining wall structure supported A funicular or inclined elevator will be supported by the bridge. Security concern location. confirm. be a suitable barrier-free means of be either a funicular or an inclined- noted in area of stairs in the 1967 on piles will need to be built for the required to overcome the steep grade below the bridge. conveying passengers between landings elevator with landings at the top of the studies, however this should be followed portion of the proposed connecting path immediately north of Saskatchewan at the top of the existing stair near the river bank and by 98 ave. The size of the up with a more detailed assessment to travelling near the north abutment of the Drive. The landing at the top of the bank Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be Hotel Macdonald and the abutment for a landings will vary, depending on the confirm. High Level Bridge. will need to be built out from the hill be a suitable barrier-free means of be either a funicular or an inclined- on piles will need to be built for the required to overcome the steep grade new pedestrian bridge over Grierson Hill system chosen, ridership, and side to accomodate the structure conveying passengers between landings elevator with landings at the top of the portion of the proposed connecting path immediately north of Saskatchewan and Rossdale Roads. The size of the geotechnical constraints. Special An elevator will connect the High Level required for the system and for at the top of the existing stair near the river bank and by 98 ave. The size of the travelling near the north abutment of the Drive. The landing at the top of the bank landings will vary depending on the type consideration needs to be given to the Either a funicular or inclined elevator will BridgeNew 104 to theStreet Shared mechanized Use Path access at River can N/Apassenger egress. The landing at the A new retaining wall structure supported A funicular or inclined elevator will be Hotel Macdonald and the abutment for a landings will vary, depending on the High Level Bridge. will need to be built out from the hill of system chosen, ridership, and locations of structural supports, to avoid be a suitable barrier-free means of Valleybe either Road. a funicular A concrete or anor steel-bracedinclined- bottom will be south of Queen Elizabeth on piles will need to be built for the required to overcome the steep grade new pedestrian bridge over Grierson Hill system chosen, ridership, and side to accomodate the structure geotechnical constraints. Girders conflicts with existing utilities. A conveying passengers between landings shaft,elevator founded with landingson piles atand the additionally top of the Park Road. The landings will vary in size portion of the proposed connecting path immediately north of Saskatchewan and Rossdale Roads. The size of the geotechnical constraints. Special An elevator will connect the High Level required for the system and for spanning between the landings at the top minimum of 6.0 m of vertical clearance at the top of the existing stair near the fixedriver laterallybank and by by the 98 Highave. LevelThe size Bridge, of the depending on the system chosen, travelling near the north abutment of the Drive. The landing at the top of the bank landings will vary depending on the type consideration needs to be given to the Bridge to the Shared Use Path at River passenger egress. The landing at the and bottom of the river bank and at the change in slope will be required to Hotel Macdonald and the abutment for a willlandings support will the vary, elevator depending cabin. on the ridership, and geotechnical constraints. High Level Bridge. will need to be built out from the hill of system chosen, ridership, and locations of structural supports, to avoid Valley Road. A concrete or steel-braced bottom will be south of Queen Elizabeth intermediate supports will be necessary accomodate vehicle access to the new pedestrian bridge over Grierson Hill system chosen, ridership, and Girders supported on piers will be side to accomodate the structure geotechnical constraints. Girders conflicts with existing utilities. A shaft, founded on piles and additionally Park Road. The landings will vary in size to support the rails of the mechanized buildings. Supports should be spaced to and Rossdale Roads. The size of the geotechnical constraints. Special required to support the mechanized An elevator will connect the High Level required for the system and for spanning between the landings at the top minimum of 6.0 m of vertical clearance fixed laterally by the High Level Bridge, depending on the system chosen, access mode chosen. Due to the limited allow vehicle access to the east of the landings will vary depending on the type consideration needs to be given to the system over the steep grade of the river Bridge to the Shared Use Path at River passenger egress. The landing at the and bottom of the river bank and at the change in slope will be required to will support the elevator cabin. ridership, and geotechnical constraints. number of locations that can accomodate existing stairs. of system chosen, ridership, and locations of structural supports, to avoid bank. A pedestrian bridge will be Valley Road. A concrete or steel-braced bottom will be south of Queen Elizabeth Structural intermediate supports will be necessary accomodate vehicle access to the Girders supported on piers will be piers, the girders may be rather deep. A geotechnical constraints. Girders conflicts with existing utilities. A necessary to allow barrier-free access shaft, founded on piles and additionally Park Road. The landings will vary in size Considerations to support the rails of the mechanized buildings. Supports should be spaced to required to support the mechanized 6.0 m vertical clearance is required for Structures will be supported on pile spanning between the landings at the top minimum of 6.0 m of vertical clearance over Queen Elizabeth Park Road. A 6.0 m fixed laterally by the High Level Bridge, depending on the system chosen, access mode chosen. Due to the limited allow vehicle access to the east of the system over the steep grade of the river the superstructure spanning over the foundations. and bottom of the river bank and at the change in slope will be required to vertical clearance is required for the will support the elevator cabin. ridership, and geotechnical constraints. number of locations that can accomodate existing stairs. bank. A pedestrian bridge will be roads. At the bottomStructural of the riverbank intermediate supports will be necessary accomodate vehicle access to the superstructure spanning over the road. Girders supported on piers will be piers, the girders may be rather deep. A necessary to allow barrier-free access either a ramp or Considerationselevator should be built to support the rails of the mechanized buildings. Supports should be spaced to required to support the mechanized 6.0 m vertical clearance is required for Structures will be supported on pile over Queen Elizabeth Park Road. A 6.0 m to allow access off of the new structure. access mode chosen. Due to the limited allow vehicle access to the east of the Alternatively, a gondola system could be system over the steep grade of the river the superstructure spanning over the foundations. vertical clearance is required for the number of locations that can accomodate existing stairs. used to connect the uphill landing by bank. A pedestrian bridge will be roads. At the bottomStructural of the riverbank superstructure spanning over the road. Alternatively, a gondola system could be piers, the girders may be rather deep. A Saskatchewan drive to the landing necessary to allow barrier-free access either a ramp orConsiderations elevator should be built used to convey passengers between 6.0 m vertical clearance is required for Structures will be supported on pile downhill of Queen Elizabeth Park Road. over Queen Elizabeth Park Road. A 6.0 m to allow access off of the new structure. Alternatively, a gondola system could be landings at the top of the existing stair the superstructure spanning over the foundations. Intermediate towers supporting the vertical clearance is required for the used to connect the uphill landing by and downhill of Rossdale Road. roads. At the bottom of the riverbank cables should allow for a minimum 6.0 m superstructure spanning over the road. Alternatively, a gondola system could be Saskatchewan drive to the landing either a ramp or elevator should be built clearance over the road. used to convey passengers between downhill of Queen Elizabeth Park Road. Structures will be supported on pile to allow access off of the new structure. Alternatively, a gondola system could be landings at the top of the existing stair Intermediate towers supporting the foundations. Structures will be supported on pile used to connect the uphill landing by and downhill of Rossdale Road. cables should allow for a minimum 6.0 m Alternatively, a gondola system could be foundations. Saskatchewan drive to the landing clearance over the road. used to convey passengers between downhill of Queen Elizabeth Park Road. Structures will be supported on pile landings at the top of the existing stair Intermediate towers supporting the foundations. Structures will be supported on pile and downhill of Rossdale Road. cables should allow for a minimum 6.0 m foundations. clearance over the road. Structures will be supported on pile foundations. Structures will be supported on pile foundations.

Modal Feasibility Elevator Not Recommended Not Recommended Not Recommended Recommended Not Recommended Inclined Elevator Recommended Recommended Not Recommended Not Recommended Recommended Funicular ModalFeasible Feasibility Feasible Not Recommended Not Recommended Feasible Elevator 5.0 SITE ASSESSMENTS Aerial System Feasible Not RecommendedFeasible NotNot RecommendedRecommended NotNot RecommendedRecommended RecommendedFeasible Not Recommended Inclined Elevator Recommended Recommended Not Recommended Not Recommended Recommended Funicular ModalFeasible Feasibility Feasible Not Recommended Not Recommended Feasible Aerial System ElevatorFeasible Not RecommendedFeasible Not Recommended NotNot RecommendedRecommended RecommendedFeasible Not Recommended Each of the alignments is assessed using a series of criteria summarized in Connection to active transportation: Inclined Elevator Recommended Recommended Not Recommended Not Recommended Recommended the following matrix. Criteria identified with City administration are: • Is there access to an SUP or bicycle route to connect users to the existing active transportation network? Funicular Feasible Feasible Not Recommended Not Recommended Feasible • Connection to active transportation network • Are there challenges for users to accessing an SUP or bicycle route Aerial System Feasible Feasible Not Recommended Not Recommended Feasible • Connection to West Rossdale/Generating Station such as heavy vehicular traffic, confusing wayfinding, or other • Connection to River hindrances? • Connection to Downtown • Connection to Strathcona Connection to West Rossdale/Generating Station, River, Dowtown, Strathcona, • Connection to Cloverdale and Cloverdale: Key Constraint Neutral Issue Key Opportunity • Year round use potential • Is the destination accessible via the active transportation network? • Geotechnical Considerations • What is the proximity to the destination? Less than 1km is • Structural Considerations considered a key opportunity, 1 - 2km considered neutral, and • Modal feasibility destinations greater than 2km considered a key constraint. Key Constraint Neutral Issue Key Opportunity

MechanizedThe assessment is Accesscategorized Site as either Assessment a key opportunity, Matrix neutral issue, or a Year round use potential: key constraint. The basis for evaluation is summarized below: • Does the alignment access the Winter Jogging Loop? Key Constraint Neutral Issue Key Opportunity • What is the proximity to active winter destinations such as skating, Mechanized Access Site Assessment100 Street Matrix 104and Street cross country skiing? 106 Street 110 Street 105 Street (South Bank)

100 Street 104 Street 106 Street 110 Street 105 Street (South Bank)

· Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing at top of bank · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley at River Valley Road · Connection to Queen Elizabeth Park Connection to active · Confusing· Poor connection existing to pedestrian top of bank crossing, active Street· Access to Westto signed Rossdale bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank accessible· Connection trail, to SaskatchewanSUP mid valley Drive SUP transportation pedtransportation bridge recommended network · Street,Broad crosswalk99 Avenue) proposed at top of at bank 97 Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing ·at High top volumeof bank traffic on Queen Elizabeth network · Connects to SUP at base Avenue· Tie into for proposed West Rossdale SUP route on 104 Avenue and River Valley at River Valley Road Park· Connection road, pedestrian to Queen bridgeElizabeth over Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale roadwayaccessible recommended trail, SUP mid valley transportation ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth network Avenue for West Rossdale Park road, pedestrian bridge over roadway recommended · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . Connection to West Street SUP valley SUP/ river promenade · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West Rossdale/Generating <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . StationConnection to West Street SUP valley SUP/ river promenade Rossdale/Generating Station

· Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUP· Access on East to both side banks of Low via Level Low BridgeLevel · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUP on East side of Low Level Bridge

· Walking distance to Jasper Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct accessNorth to Saskatchewan Oliver Central River Valley· 1.5 - • 2km Mechanized to Alberta Access Legislature | 24 June 2014 43 Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature · Walking· Walking distance distance to to existing Jasper Avenue,LRT, transit Jasper· Walking Avenue distance to 104 Street · ·<1km Walking to Jasperdistance Avenue to Alberta via designated Legislature, ·· <1kmDirect to access Jasper to AvenueOliver via SUP · 1.5 - 2km to Alberta Legislature Connection to · OnlyCivic accessiblePrecinct from East side of 100 · promenade,Walking distance Downtown to existing Farmers LRT, Market, transit bicycleFederal route Building/Centennial Plaza. · Walking distance to Alberta Legislature Downtown Street· Walking distance to existing LRT, transit · Jasper1 - 1.5km Avenue to Civic Precinct · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Connection to · Poor· Only access accessible to MacDonald from East side of 100 · Walking distance to existing LRT, transit bicycle route Downtown Drive/HeritageStreet Trail · 1 - 1.5km to Civic Precinct · Poor access to MacDonald Drive/Heritage Trail

· 3 - 3.5km via SUP, Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue · 3 - 3.5km via SUP, Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Connection to Walterdale Bridge ·Bridge Connection at top to of Kinsmen bank Park at river via · Walking distance to Whyte Avenue StrathconaConnection to Dudley· Connection Menzies to KinsmenBridge Park at river via Strathcona Dudley Menzies Bridge

· Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Connection to Level· Walking Bridge distance to South Bank at Low Bridge· 2km via river valley trails, Low Level Bridge· 3km via river valley trails, Low Level Level· 3 - 3.5km Bridge via river valley trails, Low · 3km via SUP CloverdaleConnection to · 1Level - 1.5km Bridge to proposed Cloverdale LRT Bridge Bridge Level Bridge Cloverdale station· 1 - 1.5km to proposed Cloverdale LRT station · Integration with winter jogging loop at · Downtown - West Rossdale connection · Walking distance to cross country ski · Ties into winter jogging loop at both top · Ties into winter jogging loop bottom· Integration of bank with winter jogging loop at provides· Downtown year - roundWest Rossdaleuser base connection trails· Walking at Kinsmen distance Park to crossvia Walterdale country ski and· Ties bottom into winter of valley jogging loop at both top ·· WalkingTies into distance winter jogging to Kinsmen loop Park Cross bottom of bank provides year round user base Bridgetrails at Kinsmen Park via Walterdale ·and Walking bottom distance of valley to cross country ski country· Walking ski distance trails to Kinsmen Park Cross · BridgeTies into winter jogging loop trails· Walking at Victoria distance Park to cross country ski country ski trails · ·Walking Ties into distance winter joggingto skating loop at Alberta ·trails <1km at to Victoria cross country Park ski trails at Year Round Use Legislature· Walking distance to skating at Alberta Kinsmen· <1km to Park cross country ski trails at Year Round Use Legislature Kinsmen Park Potential · Walking distance to skating at Alberta · Walking distance to skating at Alberta Potential Legislature Legislature · < 1km to skating at Victoria Oval · < 1km to skating at Victoria Oval

(1) (1) (1) (1) (1) (1) (1) (1) Current local shallow slope stability CurrentCurrent slope slope stability stability appears appears good good ; ; CurrentCurrent slope slope stability stability appears appears good good ; ; CurrentCurrent slope slope stability stability appearsappears goodgood ; ; CurrentCurrent slopeslope stabilitystability appearsappears goodgood ,, Current local shallow slope stability upperupper and and lower lower slopes slopes about about 25 25 degrees degrees upperupper slope slope about about 25 25 degrees. degrees. No No shortshort slopes slopes 20 20 to to 25 25 degrees.degrees. NoNo includingincluding atat thethe currentcurrent stairstair locationlocation (27(27 appearsappears marginal due to oversteepened (2) (2) upper slopes (up to 40-45 degrees in atat the the stairs stairs and and west, west, 30 30 degrees degrees indicationindication of of deep deep seated seated movements movements (2). . indicationindication of of deep deep seated seated movementsmovements (2).. degreedegree upperupper slopeslope atat thethe stairs,stairs, steepersteeper upper slopes (up to 40-45 degrees in furtherfurther east. east. Fill Fill at at top top of of slope, slope, justjust toto thethe west),west), alongalong thethe toptop ofof bankbank upperupper 10 m; 30-35 degrees overall slope potentiallypotentially aggravated aggravated by by voids voids left left (30(30 degreedegree upperupper slopeslope aboveabove portal)portal) andand toto benchbench atat oldold poolpool site). Unknown behindbehind from from coal coal mining mining activity, activity, thought thought belowbelow thethe HighHigh LevelLevel BridgeBridge (25(25 toto 3030 waterwater source appears to be providing toto be be cause cause of of slope slope instability instability of of degreedegree upperupper slope)slope) connectingconnecting toto thethe destabilizingdestabilizing action at gabion basket wall adjacentadjacent roadway roadway prior prior to to repair repair(2)(2). .Deep Deep legislaturelegislature grounds.grounds. NoNo indicationindication ofof deepdeep locatedlocated atat toptop ofof slopeslope immediatelyimmediately west (2)(2) of stairs. No indication of active deep GeotechnicalGeotechnical seatedseated movements movements reported reported in in early early seatedseated movementsmovements .. MayMay requirerequire of stairs. No indication of active deep (2)(2) ConsiderationsConsiderations (1967)(1967) studies studies likely likely will will not not be be impacted impacted retainingretaining wallwall toto createcreate pathpath underunder seatedseated movementsmovements .. LittleLittle opportunity byby low low weight weight of of mechanized mechanized access access or or bridge,bridge, oror considerconsider suspendingsuspending aa pathwaypathway toto slopeslope flattenflatten onon top at current stair location. Does not preclude development stairs.stairs. No No visible visible sign sign of of shallow shallow failures failures supportedsupported byby thethe bridge.bridge. SecuritySecurity concernconcern location. Does not preclude development of mechanized access on slope, but will notednoted in in area area of of stairs stairs in in the the 1967 1967 belowbelow thethe bridge.bridge. of mechanized access on slope, but will likely require additional slope studies,studies, however however this this should should be be followed followed likely require additional slope stabilization measures upon further upup with with a amore more detailed detailed assessment assessment to to stabilization measures upon further confirm. assessment. confirm. assessment.

Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be be a suitable barrier-free means of be either a funicular or an inclined- on piles will need to be built for the required to overcome the steep grade beconveying a suitable passengers barrier-free between means oflandings beelevator either awith funicular landings or anat theinclined- top of the onportion piles ofwill the need proposed to be built connecting for the path requiredimmediately to overcome north of Saskatchewanthe steep grade conveyingat the top passengers of the existing between stair nearlandings the elevatorriver bank with and landings by 98 ave.at the The top size of theof the portiontravelling of nearthe proposed the north connecting abutment ofpath the immediatelyDrive. The landing north atof theSaskatchewan top of the bank atHotel the top Macdonald of the existing and the stair abutment near the for a riverlandings bank will and vary, by 98 depending ave. The sizeon the of the travellingHigh Level near Bridge. the north abutment of the Drive.will need The to landing be built at outthe fromtop of the the hill bank Hotelnew Macdonaldpedestrian bridgeand the over abutment Grierson for Hill a landingssystem chosen,will vary, ridership, depending and on the High Level Bridge. willside need to accomodate to be built theout structure from the hill newand pedestrian Rossdale Roads. bridge The over size Grierson of the Hill systemgeotechnical chosen, constraints. ridership, andSpecial An elevator will connect the High Level siderequired to accomodate for the system the structure and for andlandings Rossdale will Roads. vary depending The size of on the the type geotechnicalconsideration constraints. needs to be Special given to the AnBridge elevator to the will Shared connect Use the Path High at RiverLevel requiredpassenger for egress. the system The landing and for at the landingsof system will chosen, vary depending ridership, onand the type considerationlocations of structural needs to besupports, given toto theavoid BridgeValley toRoad. the AShared concrete Use or Path steel-braced at River passengerbottom will egress. be south The of landing Queen at Elizabeth the ofgeotechnical system chosen, constraints. ridership, Girders and locationsconflicts ofwith structural existing supports, utilities. Ato avoid Valleyshaft, foundedRoad. A concreteon piles andor steel-braced additionally bottomPark Road. will Thebe southlandings of Queenwill vary Elizabeth in size geotechnicalspanning between constraints. the landings Girders at the top conflictsminimum with of 6.0existing m of utilities.vertical clearanceA shaft,fixed foundedlaterally byon pilesthe High and Leveladditionally Bridge, Parkdepending Road. onThe the landings system will chosen, vary in size spanningand bottom between of the the river landings bank and at the top minimumat the change of 6.0 in m slope of vertical will be clearance required to fixedwill support laterally the by elevator the High cabin. Level Bridge, dependingridership, and on thegeotechnical system chosen, constraints. andintermediate bottom of supportsthe river willbank be and necessary ataccomodate the change vehiclein slope access will be to required the to will support the elevator cabin. ridership,Girders supported and geotechnical on piers willconstraints. be intermediateto support the supports rails of will the bemechanized necessary accomodatebuildings. Supports vehicle accessshould tobe the spaced to Girdersrequired supported to support on the piers mechanized will be toaccess support mode the chosen.rails of Duethe mechanizedto the limited buildings.allow vehicle Supports access should to the be east spaced of the to requiredsystem over to support the steep the grade mechanized of the river Structural accessnumber mode of locations chosen. Duethat tocan the accomodate limited allowexisting vehicle stairs. access to the east of the systembank. A overpedestrian the steep bridge grade will of be the river piers, the girders may be rather deep. A necessary to allow barrier-free access StructuralConsiderations number of locations that can accomodate existing stairs. bank. A pedestrian bridge will be 6.0 m vertical clearance is required for Structures will be supported on pile over Queen Elizabeth Park Road. A 6.0 m Considerations piers, the girders may be rather deep. A necessary to allow barrier-free access 6.0the m superstructure vertical clearance spanning is required over the for Structuresfoundations. will be supported on pile oververtical Queen clearance Elizabeth is required Park Road. for theA 6.0 m roads. At the bottom of the riverbank superstructure spanning over the road. the superstructure spanning over the foundations. vertical clearance is required for the either a ramp or elevator should be built roads. At the bottom of the riverbank superstructure spanning over the road. to allow access off of the new structure. Alternatively, a gondola system could be either a ramp or elevator should be built used to connect the uphill landing by to allow access off of the new structure. Alternatively, a gondola system could be Alternatively, a gondola system could be Saskatchewan drive to the landing used to convey passengers between useddownhill to connect of Queen the Elizabeth uphill landing Park Road.by Alternatively,landings at the a gondolatop of the system existing could stair be SaskatchewanIntermediate towers drive tosupporting the landing the usedand todownhill convey of passengers Rossdale Road. between downhillcables should of Queen allow Elizabeth for a minimum Park Road. 6.0 m landings at the top of the existing stair Intermediateclearance over towers the road. supporting the andStructures downhill will of beRossdale supported Road. on pile cables should allow for a minimum 6.0 m foundations. clearanceStructures over will bethe supported road. on pile Structures will be supported on pile foundations. foundations. Structures will be supported on pile foundations.

Modal Feasibility Elevator Not Recommended Not Recommended Not Required Recommended Not Recommended Modal InclinedFeasibility Elevator Recommended Recommended Not Required Not Recommended Recommended ElevatorFunicular Not RecommendedFeasible Not RecommendedFeasible NotNot Required Required NotRecommended Recommended Not RecommendedFeasible InclinedAerial System Elevator RecommendedFeasible RecommendedFeasible NotNot Required Required NotNot RecommendedRecommended RecommendedFeasible Funicular Feasible Feasible Not Required Not Recommended Feasible Aerial System Feasible Feasible Not Required Not Recommended Feasible

Key Constraint Neutral Issue Key Opportunity

Key Constraint Neutral Issue Key Opportunity Mechanized Access Site Assessment Matrix

100 Street 104 Street 106 Street 110 Street 105 Street (South Bank)

· Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing at top of bank · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley at River Valley Road · Connection to Queen Elizabeth Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley transportation ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth network Avenue for West Rossdale Park road, pedestrian bridge over roadway recommended

· 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . Connection to West Street SUP valley SUP/ river promenade Rossdale/Generating Station

Mechanized Access Site· Access Assessment to both banks via Matrix Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUP on East side of Low Level Bridge 100 Street 104 Street 106 Street 110 Street 105 Street (South Bank)

· Walking distance to Jasper Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Connection to · Only· Poor accessible connection from to top East of side bank of active 100 · ·Walking Access todistance signed tobike existing routes LRT, (104 transit bicycle· Access route to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing at top of bank Downtown Street · 1 - 1.5km to Civic Precinct · Poor· Connects access to to SUP MacDonald at base · Tie into proposed SUP route on 104 Avenue and River Valley at River Valley Road · Connection to Queen Elizabeth Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley Drive/Heritage Trail transportation ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth network Avenue for West Rossdale Park road, pedestrian bridge over roadway recommended · 3 - 3.5km via SUP, Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Connection to · Connection to Kinsmen Park at river via Strathcona · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and Dudley· 1 - 1.5km Menzies to Generating Bridge Station, West · <1km to Generating Station, West <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . Connection to West Street SUP valley SUP/ river promenade Rossdale/Generating Station · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Connection to Level Bridge Bridge Bridge Level Bridge Cloverdale · 1 - 1.5km to proposed Cloverdale LRT station · Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley · IntegrationBridge with winter jogging loop at · Downtown - West Rossdale connection · WalterdaleWalking distance Bridge to cross country ski ·Promenade Ties into winter at Walterdale jogging loop Bridge at both top · Ties into winter jogging loop Connection to River bottom· SUP on of Eastbank side of Low Level Bridge provides year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross Bridge · Walking distance to cross country ski country ski trails · Ties into winter jogging loop trails at Victoria Park · Walking distance to skating at Alberta · <1km to cross country ski trails at Year Round Use · Walking distance to Jasper Avenue, · Walking distance to 104 Street Legislature· Walking distance to Alberta Legislature, Kinsmen· Direct accessPark to Oliver · 1.5 - 2km to Alberta Legislature Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature Potential · Walking distance to skating at Alberta · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Legislature · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route Connection to · < 1km to skating at Victoria Oval Downtown Street · 1 - 1.5km to Civic Precinct · Poor access to MacDonald Drive/Heritage Trail

(1) (1) (1) (1) Current· 3 - 3.5km slope via stability SUP, Walterdale appears good bridge; Current· Via Walterdale slope stability Bridge appears good ; Current· Walking slope distance stability to South appears Bank good via ; Current· Connection slope to stability Strathcona appears via Highgood Level, Current· Direct accesslocal shallow to Strathcona slope stability upper and lower slopes about 25 degrees upper slope about 25 degrees. No shortWalterdale slopes Bridge20 to 25 degrees. No includingBridge at attop the of currentbank stair location (27 appears· Walking marginal distance due to Whyte to oversteepened Avenue Connection to at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree· Connection upper toslope Kinsmen at the Park stairs, at steeperriver via upper slopes (up to 40-45 degrees in Strathcona further east. Fill at top of slope, justDudley to the Menzies west), Bridgealong the top of bank upper 10 m; 30-35 degrees overall slope potentially aggravated by voids left (30 degree upper slope above portal) and to bench at old pool site). Unknown behind from coal mining activity, thought below the High Level Bridge (25 to 30 water source appears to be providing to be cause of slope instability of degree upper slope) connecting to the destabilizing action at gabion basket wall adjacent· Walking roadway distance prior to South to repair Bank(2) at. Deep Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level legislature· 3 - 3.5km grounds. via river No valley indication trails, Lowof deep located· 3km via at SUPtop of slope immediately west Level Bridge Bridge Bridge Level Bridge (2) GeotechnicalConnection to seated movements reported in early seated movements . May require of stairs. No indication of active deep · 1 - 1.5km to proposed Cloverdale LRT (2) ConsiderationsCloverdale (1967) studies likely will not be impacted retaining wall to create path under seated movements . Little opportunity station by low weight of mechanized access or bridge, or consider suspending a pathway to slope flatten on top at current stair stairs. No visible sign of shallow failures supported by the bridge. Security concern location. Does not preclude development noted· Integration in area ofwith stairs winter in the jogging 1967 loop at · Downtown - West Rossdale connection · Walking distance to cross country ski below· Ties intothe bridge.winter jogging loop at both top of· Ties mechanized into winter access jogging on slope,loop but will bottom of bank provides year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross studies, however this should be followed likely require additional slope Bridge · Walking distance to cross country ski country ski trails up with a more detailed assessment to stabilization measures upon further · Ties into winter jogging loop trails at Victoria Park confirm. assessment. · Walking distance to skating at Alberta · <1km to cross country ski trails at Year Round Use Legislature Kinsmen Park (1) Based onPotential results of site reconnaissance and review of LiDAR imagery. No signs of major slope instability including · Walking distance to skating at Alberta Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be surface cracking, bulging, seepage or tree leaning (where present). Legislature be a suitable barrier-free means of be either a funicular or an inclined- on· < piles1km willto skating need to at beVictoria built for Oval the required to overcome the steep grade (2) Based on review of available geotechnicalconveying passengersinformation between from City landings of Edmonton elevator and with Thurber landings in-house at the files. top of the portion of the proposed connecting path immediately north of Saskatchewan at the top of the existing stair near the river bank and by 98 ave. The size of the travelling near the north abutment of the Drive. The landing at the top of the bank 44 DIALOG | Thurber Engineering | AcumenHotel CostMacdonald Consulting and the abutment for a landings will vary, depending on the High Level Bridge. will need to be built out from the hill new pedestrian bridge over Grierson Hill system chosen, ridership, and side to accomodate the structure and Rossdale Roads. The size of the geotechnical constraints. Special An elevator will connect the High Level required for the system and for Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1), Current local shallow slope stability landings will vary depending on the type consideration needs to be given to the Bridge to the Shared Use Path at River passenger egress. The landing at the upper and lower slopes about 25 degrees upper slope about 25 degrees. No short slopes 20 to 25 degrees. No including at the current stair location (27 appears marginal due to oversteepened of system chosen, ridership, and locations of structural supports, to avoid Valley Road. A concrete or steel-braced bottom will be south of Queen Elizabeth at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in geotechnicalfurther east. constraints. Fill at top of Girders slope, conflicts with existing utilities. A shaft,just to founded the west), on alongpiles andthe topadditionally of bank Parkupper Road. 10 m; The 30-35 landings degrees will overallvary in slope size spanningpotentially between aggravated the landings by voids at left the top minimum of 6.0 m of vertical clearance fixed(30 degree laterally upper by theslope High above Level portal) Bridge, and dependingto bench at on old the pool system site). chosen,Unknown andbehind bottom from of coal the rivermining bank activity, and thought at the change in slope will be required to willbelow support the High the Levelelevator Bridge cabin. (25 to 30 ridership,water source and appears geotechnical to be constraints.providing intermediateto be cause ofsupports slope instability will be necessary of accomodate vehicle access to the degree upper slope) connecting to the Girdersdestabilizing supported action on at piers gabion will basket be wall toadjacent support roadway the rails priorof the to mechanized repair (2). Deep buildings. Supports should be spaced to legislature grounds. No indication of deep requiredlocated at to top support of slope the immediately mechanized west Geotechnical accessseated mode movements chosen. reported Due to the in earlylimited allow vehicle access to the east of the seated movements (2). May require systemof stairs. over No indicationthe steep gradeof active of the deep river (2) StructuralConsiderations number(1967) ofstudies locations likely that will can not accomodate be impacted existing stairs. retaining wall to create path under bank.seated A movements pedestrian bridge. Little will opportunity be Considerations piers,by low the weight girders of may mechanized be rather access deep. orA bridge, or consider suspending a pathway necessaryto slope flatten to allow on topbarrier-free at current access stair 6.0stairs. m vertical No visible clearance sign of is shallow required failures for Structures will be supported on pile supported by the bridge. Security concern overlocation. Queen Does Elizabeth not preclude Park Road.development A 6.0 m thenoted superstructure in area of stairs spanning in the over 1967 the foundations. below the bridge. verticalof mechanized clearance access is required on slope, for but the will roads.studies, At howeverthe bottom this of should the riverbank be followed superstructurelikely require additional spanning slopeover the road. eitherup with a ramp a more or elevatordetailed assessmentshould be built to stabilization measures upon further toconfirm. allow access off of the new structure. Alternatively,assessment. a gondola system could be used to connect the uphill landing by Alternatively, a gondola system could be Saskatchewan drive to the landing usedEither to aconvey funicular passengers or inclined between elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported downhillA funicular of orQueen inclined Elizabeth elevator Park will Road. be landingsbe a suitable at the barrier-free top of the existing means ofstair be either a funicular or an inclined- on piles will need to be built for the Intermediaterequired to overcome towers supporting the steep thegrade andconveying downhill passengers of Rossdale between Road. landings elevator with landings at the top of the portion of the proposed connecting path cablesimmediately should north allow of for Saskatchewan a minimum 6.0 m Drive. The landing at the top of the bank at the top of the existing stair near the river bank and by 98 ave. The size of the travelling near the north abutment of the clearance over the road. Hotel Macdonald and the abutment for a landings will vary, depending on the High Level Bridge. will need to be built out from the hill Structures will be supported on pile new pedestrian bridge over Grierson Hill system chosen, ridership, and side to accomodate the structure foundations. Structures will be supported on pile and Rossdale Roads. The size of the geotechnical constraints. Special An elevator will connect the High Level required for the system and for foundations. landings will vary depending on the type consideration needs to be given to the Bridge to the Shared Use Path at River passenger egress. The landing at the of system chosen, ridership, and locations of structural supports, to avoid Valley Road. A concrete or steel-braced bottom will be south of Queen Elizabeth geotechnical constraints. Girders conflicts with existing utilities. A shaft, founded on piles and additionally Park Road. The landings will vary in size spanning between the landings at the top minimum of 6.0 m of vertical clearance fixed laterally by the High Level Bridge, depending on the system chosen, and bottom of the river bank and at the change in slope will be required to will support the elevator cabin. ridership, and geotechnical constraints. intermediate supports will be necessary accomodate vehicle access to the Girders supported on piers will be to support the rails of the mechanized buildings. Supports should be spaced to required to support the mechanized access mode chosen. Due to the limited allow vehicle access to the east of the system over the steep grade of the river Structural number of locations that can accomodate existing stairs. bank. A pedestrian bridge will be Modal ConsiderationsFeasibility piers, the girders may be rather deep. A necessary to allow barrier-free access Elevator 6.0 m verticalNot clearanceRecommended is required for Structures Notwill Recommendedbe supported on pile Not Required Recommended over QueenNot Elizabeth Recommended Park Road. A 6.0 m the superstructure spanning over the foundations. vertical clearance is required for the Inclined Elevator Recommended Recommended Not Required Not Recommended Recommended roads. At the bottom of the riverbank superstructure spanning over the road. Funicular either a ramp orFeasible elevator should be built Feasible Not Required Not Recommended Feasible Aerial System to allow access Feasibleoff of the new structure. Feasible Not Required Not Recommended Alternatively, a gondolaFeasible system could be used to connect the uphill landing by Alternatively, a gondola system could be Saskatchewan drive to the landing used to convey passengers between downhill of Queen Elizabeth Park Road. landings at the top of the existing stair Intermediate towers supporting the and downhill of Rossdale Road. cables should allow for a minimum 6.0 m clearance over the road. Structures will be supported on pile foundations. Structures will be supported on pile foundations.

Key Constraint Neutral Issue Key Opportunity

Modal Feasibility Elevator Not Recommended Not Recommended Not Required Recommended Not Recommended Inclined Elevator Recommended Recommended Not Required Not Recommended Recommended Funicular Feasible Feasible Not Required Not Recommended Feasible Aerial System Feasible Feasible Not Required Not Recommended Feasible

Key Constraint Neutral Issue Key Opportunity Mechanized Access Site Assessment Matrix

100 Street 104 Street 106 Street 110 Street 105 Street (South Bank) Mechanized Access Site Assessment Matrix

100 Street 104 Street 106 Street 110 Street 105 Street (South Bank) · Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · Connection to Saskatchewan Drive SUP transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing at top of bank · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley at River Valley Road · Connection to Queen Elizabeth Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley transportation ·ped Poor bridge connection recommended to top of bank active · AccessBroad crosswalk to signed bikeproposed routes at (104 97 · Access to signed bike routes (96 · Access to SUP at top and bottom of bank · ConnectionHigh volume to traffic Saskatchewan on Queen Drive Elizabeth SUP network transportation network Street,Avenue 99 for Avenue) West Rossdale at top of bank Avenue, Fortway Drive) and SUP at 97 · Access to existing pedestrian crossing atPark top road, of bank pedestrian bridge over · Connects to SUP at base · Tie into proposed SUP route on 104 Avenue and River Valley at River Valley Road ·roadway Connection recommended to Queen Elizabeth Park Connection to active · Confusing existing pedestrian crossing, Street to West Rossdale accessible trail, SUP mid valley transportation ped bridge recommended · Broad crosswalk proposed at 97 · High volume traffic on Queen Elizabeth network Avenue for West Rossdale Park road, pedestrian bridge over · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West roadway· <1km to recommended Generating Station, West <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . Connection to West Street SUP valley SUP/ river promenade Rossdale/Generating Station · 1 - 1.5km via SUP · Walking distance to West Rossdale. · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West · <1km to Generating Station, West <1km to Generating Station Site via 104 Generating Station via 96 Avenue, river Rossdale via river valley trails Rossdale via SUP, Walterdale Bridge . Connection to West Street SUP valley SUP/ river promenade Rossdale/Generating Station · Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUP on East side of Low Level Bridge

· Access to both banks via Low Level · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Bridge Walterdale Bridge Promenade at Walterdale Bridge Connection to River · SUPWalking on East distance side ofto LowJasper Level Avenue, Bridge · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Connection to · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route Downtown ·Street Walking distance to Jasper Avenue, · Walking1 - 1.5km distance to Civic to Precinct 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver · 1.5 - 2km to Alberta Legislature Civic· Poor Precinct access to MacDonald promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature ·Drive/Heritage Walking distance Trail to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Connection to · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route Downtown Street · 1 - 1.5km to Civic Precinct · Poor3 - 3.5km access via to SUP, MacDonald Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Drive/Heritage Trail Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Connection to · Connection to Kinsmen Park at river via Strathcona Dudley Menzies Bridge · 3 - 3.5km via SUP, Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Connection to · Connection to Kinsmen Park at river via · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Strathcona Dudley Menzies Bridge Connection to Level Bridge Bridge Bridge Level Bridge Cloverdale · 1 - 1.5km to proposed Cloverdale LRT station · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Connection to Level· Integration Bridge with winter jogging loop at Bridge· Downtown - West Rossdale connection Bridge· Walking distance to cross country ski Level· Ties intoBridge winter jogging loop at both top · Ties into winter jogging loop Cloverdale ·bottom 1 - 1.5km of bank to proposed Cloverdale LRT provides year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross station Bridge · Walking distance to cross country ski country ski trails · Ties into winter jogging loop trails at Victoria Park · Integration with winter jogging loop at · Downtown - West Rossdale connection · Walking distance to crossskating country at Alberta ski · Ties<1km into to crosswinter country jogging ski loop trails at bothat top · Ties into winter jogging loop Year Round Use bottom of bank provides year round user base trailsLegislature at Kinsmen Park via Walterdale andKinsmen bottom Park of valley · Walking distance to Kinsmen Park Cross Potential Bridge · Walking distance to crossskating country at Alberta ski country ski trails · Ties into winter jogging loop trailsLegislature at Victoria Park · Walking distance to skating at Alberta · <1km< 1km to to cross skating country at Victoria ski trails Oval at Year Round Use Legislature Kinsmen Park Potential · Walking distance to skating at Alberta Legislature · < 1km to skating at Victoria Oval Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1), Current local shallow slope stability upper and lower slopes about 25 degrees upper slope about 25 degrees. No short slopes 20 to 25 degrees. No including at the current stair location (27 appears marginal due to oversteepened at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in further east. Fill at top of slope, just to the west), along the top of bank upper 10 m; 30-35 degrees overall slope to bench at old pool site). Unknown Currentpotentially slope aggravated stability appearsby voids good left (1); Current slope stability appears good (1); Current slope stability appears good (1); Current(30 degree slope upper stability slope appears above portal) good (1) and, Current local shallow slope stability water source appears to be providing upperbehind and from lower coal slopesmining about activity, 25 degreesthought upper slope about 25 degrees. No short slopes 20 to 25 degrees. No includingbelow the at High the Levelcurrent Bridge stair (25location to 30 (27 appears marginal due to oversteepened to be cause of slope instability of degree upper slope) connecting to the destabilizing action at gabion basket wall at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in (2) located at top of slope immediately west furtheradjacent east. roadway Fill at prior top of to slope, repair . Deep justlegislature to the west),grounds. along No theindication top of bankof deep upper 10 m; 30-35 degrees overall slope (2) Geotechnical seated movements reported in early seated movements . May require toof benchstairs. Noat old indication pool site). of activeUnknown deep potentially aggravated by voids left (30 degree upper slope above portal) and (2) Considerations behind(1967) studiesfrom coal likely mining will activity,not be impacted thought belowretaining the wall High to Level create Bridge path under(25 to 30 waterseated source movements appears. Littleto be opportunityproviding toby below cause weight of slopeof mechanized instability access of or degreebridge, upperor consider slope) suspending connecting ato pathway the destabilizingto slope flatten action on top at gabionat current basket stair wall location. Does not preclude development adjacentstairs. No roadway visible sign prior of toshallow repair (2)failures. Deep supportedlegislature bygrounds. the bridge. No indication Security ofconcern deep located at top of slope immediately west of mechanized access on slope, but will Geotechnical notedseated in movements area of stairs reported in the in1967 early belowseated themovements bridge. (2). May require of stairs. No indication of active deep likely require additional(2) slope Considerations (1967)studies, studies however likely this will should not be followedimpacted retaining wall to create path under seated movements . Little opportunity stabilization measures upon further byup withlow weight a more of detailed mechanized assessment access toor bridge, or consider suspending a pathway to slope flatten on top at current stair assessment. stairs.confirm. No visible sign of shallow failures supported by the bridge. Security concern location. Does not preclude development Mechanized Access Sitenoted Assessmentin area of stairs in theMatrix 1967 below the bridge. of mechanized access on slope, but will studies, however this should be followed likely require additional slope Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be up with a more detailed assessment to stabilization measures upon further be a suitable barrier-free means of be either a funicular or an inclined- on piles will need to be built for the required to overcome the steep grade confirm. 100 Street 104 Street 106 Street 110 Street assessment.105 Street (South Bank) conveying passengers between landings elevator with landings at the top of the portion of the proposed connecting path immediately north of Saskatchewan at the top of the existing stair near the river bank and by 98 ave. The size of the travelling near the north abutment of the Drive. The landing at the top of the bank High Level Bridge. will need to be built out from the hill EitherHotel Macdonald a funicular andor inclined the abutment elevator for will a Newlandings 104 will Street vary, mechanized depending access on the can N/A A new retaining wall structure supported A funicular or inclined elevator will be side to accomodate the structure benew a pedestriansuitable barrier-free bridge over means Grierson of Hill besystem either chosen, a funicular ridership, or an and inclined- on piles will need to be built for the required to overcome the steep grade An elevator will connect the High Level required for the system and for conveyingand Rossdale passengers Roads. The between size of landingsthe elevatorgeotechnical with constraints. landings at Specialthe top of the portion of the proposed connecting path immediately north of Saskatchewan · Poor connection to top of bank active · Access to signed bike routes (104 · Access to signed bike routes (96 Bridge· Access to tothe SUP Shared at top Use and Path bottom at River of bank passenger· Connection egress. to Saskatchewan The landing atDrive the SUP atlandings the top will of thevary existing depending stair on near the the type riverconsideration bank and needs by 98 to ave. be givenThe size to theof the travelling near the north abutment of the Drive. The landing at the top of the bank transportation network Street, 99 Avenue) at top of bank Avenue, Fortway Drive) and SUP at 97 Valley· Access Road. to existing A concrete pedestrian or steel-braced crossing bottomat top of will bank be south of Queen Elizabeth Hotelof system Macdonald chosen, and ridership, the abutment and for a landingslocations willof structural vary, depending supports, on to the avoid High Level Bridge. will need to be built out from the hill geotechnical· Connects constraints.to SUP at base Girders conflicts· Tie into with proposed existing SUP utilities. route Aon 104 Avenue and River Valley shaft,at River founded Valley on Road piles and additionally Park· Connection Road. The to landingsQueen Elizabeth will vary Park in size Connection to active new· Confusing pedestrian existing bridge pedestrian over Grierson crossing, Hill systemStreet chosen, to West ridership, Rossdale and sideaccessible to accomodate trail, SUP the mid structure valley spanning between the landings at the top minimum of 6.0 m of vertical clearance fixed laterally by the High Level Bridge, depending on the system chosen, transportation andped Rossdale bridge recommendedRoads. The size of the geotechnical· Broad crosswalk constraints. proposed Special at 97 An elevator will connect the High Level required· High volume for the traffic system on andQueen for Elizabeth and bottom of the river bank and at the change in slope will be required to will support the elevator cabin. ridership, and geotechnical constraints. landings will vary depending on the type considerationAvenue for Westneeds Rossdale to be given to the Bridge to the Shared Use Path at River passengerPark road, egress.pedestrian The bridgelanding over at the network intermediate supports will be necessary accomodate vehicle access to the Girders supported on piers will be of system chosen, ridership, and locations of structural supports, to avoid Valley Road. A concrete or steel-braced bottomroadway will recommended be south of Queen Elizabeth required to support the mechanized geotechnicalto support the constraints. rails of the Girders mechanized conflictsbuildings. with Supports existing should utilities. be spaced A to shaft, founded on piles and additionally Park Road. The landings will vary in size system over the steep grade of the river spanningaccess mode between chosen. the Due landings to the at limited the top minimumallow vehicle of 6.0 access m of to vertical the east clearance of the fixed laterally by the High Level Bridge, depending on the system chosen, bank. A pedestrian bridge will be Structural andnumber bottom of locations of the river that bank can accomodateand atexisting the change stairs. in slope will be required to will support the elevator cabin. ridership, and geotechnical constraints. piers, the girders may be rather deep. A necessary to allow barrier-free access Considerations intermediate· 1 - 1.5km supportsvia SUP will be necessary accomodate· Walking distance vehicle accessto West to Rossdale. the · Walking distance to West Rossdale and · 1 - 1.5km to Generating Station, West Girders· <1km supportedto Generating on piers Station, will West be over Queen Elizabeth Park Road. A 6.0 m to6.0 support m vertical the clearancerails of the is mechanizedrequired for buildings.Structures<1km to SupportsGeneratingwill be supported should Station be on Sitespaced pile via to104 Generating Station via 96 Avenue, river Rossdale via river valley trails requiredRossdale to via support SUP, Walterdale the mechanized Bridge . vertical clearance is required for the Connection to West accessthe superstructure mode chosen. spanning Due to theover limited the allowfoundations.Street vehicle SUP access to the east of the valley SUP/ river promenade system over the steep grade of the river roads. At the bottom of the riverbank superstructure spanning over the road. StructuralRossdale/Generating number of locations that can accomodate existing stairs. bank. A pedestrian bridge will be Station piers,either thea ramp girders or elevatormay be rathershould deep. be built A necessary to allow barrier-free access Considerations Alternatively, a gondola system could be 6.0to allow m vertical access clearance off of the is new required structure. for Structures will be supported on pile over Queen Elizabeth Park Road. A 6.0 m used to connect the uphill landing by the superstructure spanning over the foundations. vertical clearance is required for the Saskatchewan drive to the landing roads.Alternatively, At the bottom a gondola of thesystem riverbank could be superstructure spanning over the road. downhill of Queen Elizabeth Park Road. eitherused· Access to a conveyramp to both or passengers elevator banks via should between Low beLevel built · Base of alignment is mid-valley · Direct access to River Promenade and · Access to River Valley Road SUP, River · Base of alignment is mid-valley Intermediate towers supporting the tolandings Bridgeallow accessat the topoff of the newexisting structure. stair Walterdale Bridge Promenade at Walterdale Bridge Alternatively, a gondola system could be Connection to River and· SUPdownhill on East of sideRossdale of Low Road. Level Bridge usedcables to should connect allow the foruphill a minimum landing by 6.0 m clearance over the road. Alternatively, a gondola system could be Saskatchewan drive to the landing usedStructures to convey will be passengers supported between on pile downhill of Queen Elizabeth Park Road. Structures will be supported on pile landingsfoundations. at the top of the existing stair Intermediate towers supporting the foundations. and· Walkingdownhill distance of Rossdale to Jasper Road. Avenue, · Walking distance to 104 Street · Walking distance to Alberta Legislature, · Direct access to Oliver cables· 1.5 - should2km to allowAlberta for Legislature a minimum 6.0 m Civic Precinct promenade, Downtown Farmers Market, Federal Building/Centennial Plaza. · Walking distance to Alberta Legislature clearance over the road. · Walking distance to existing LRT, transit Jasper Avenue · <1km to Jasper Avenue via designated · <1km to Jasper Avenue via SUP Structures will be supported on pile Connection to · Only accessible from East side of 100 · Walking distance to existing LRT, transit bicycle route foundations. Structures will be supported on pile Street · 1 - 1.5km to Civic Precinct Downtown foundations. · Poor access to MacDonald Drive/Heritage Trail

Modal Feasibility · 3 - 3.5km via SUP, Walterdale bridge · Via Walterdale Bridge · Walking distance to South Bank via · Connection to Strathcona via High Level · Direct access to Strathcona Walterdale Bridge Bridge at top of bank · Walking distance to Whyte Avenue Elevator Not Recommended Not Recommended Not Required Recommended Not Recommended Connection to · Connection to Kinsmen Park at river via InclinedStrathcona Elevator Recommended Recommended Not Required Dudley MenziesNot Recommended Bridge Recommended Funicular Feasible Feasible Not Required Not Recommended Feasible Modal Feasibility Aerial System Feasible Feasible Not Required Not Recommended Feasible Elevator Not Recommended Not Recommended Not Required Recommended Not Recommended · Walking distance to South Bank at Low · 2km via river valley trails, Low Level · 3km via river valley trails, Low Level · 3 - 3.5km via river valley trails, Low · 3km via SUP Inclined Elevator Recommended Recommended Not Required Not Recommended Recommended Connection to Level Bridge Bridge Bridge Level Bridge Feasible Feasible Not Required Feasible FunicularCloverdale · 1 - 1.5km to proposed Cloverdale LRT Not Recommended Aerial System station Feasible Feasible Not Required Not Recommended Feasible

· Integration with winter jogging loop at · Downtown - West Rossdale connection · Walking distance to cross country ski · Ties into winter jogging loop at both top · Ties into winter jogging loop bottom of bank provides year round user base trails at Kinsmen Park via Walterdale and bottom of valley · Walking distance to Kinsmen Park Cross Bridge · Walking distance to cross country ski country ski trails · Ties into winter jogging loop trails at Victoria Park · Walking distance to skating at Alberta · <1km to cross country ski trails at Year Round Use Key Constraint Neutral Issue Legislature Key Opportunity Kinsmen Park Potential · Walking distance to skating at Alberta Legislature · < 1km to skating at Victoria Oval

Key Constraint Neutral Issue Key Opportunity North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 45

Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1); Current slope stability appears good (1), Current local shallow slope stability upper and lower slopes about 25 degrees upper slope about 25 degrees. No short slopes 20 to 25 degrees. No including at the current stair location (27 appears marginal due to oversteepened at the stairs and west, 30 degrees indication of deep seated movements (2). indication of deep seated movements (2). degree upper slope at the stairs, steeper upper slopes (up to 40-45 degrees in further east. Fill at top of slope, just to the west), along the top of bank upper 10 m; 30-35 degrees overall slope potentially aggravated by voids left (30 degree upper slope above portal) and to bench at old pool site). Unknown behind from coal mining activity, thought below the High Level Bridge (25 to 30 water source appears to be providing to be cause of slope instability of degree upper slope) connecting to the destabilizing action at gabion basket wall adjacent roadway prior to repair (2). Deep legislature grounds. No indication of deep located at top of slope immediately west Geotechnical seated movements reported in early seated movements (2). May require of stairs. No indication of active deep (2) Considerations (1967) studies likely will not be impacted retaining wall to create path under seated movements . Little opportunity by low weight of mechanized access or bridge, or consider suspending a pathway to slope flatten on top at current stair stairs. No visible sign of shallow failures supported by the bridge. Security concern location. Does not preclude development noted in area of stairs in the 1967 below the bridge. of mechanized access on slope, but will studies, however this should be followed likely require additional slope up with a more detailed assessment to stabilization measures upon further confirm. assessment.

Either a funicular or inclined elevator will New 104 Street mechanized access can N/A A new retaining wall structure supported A funicular or inclined elevator will be be a suitable barrier-free means of be either a funicular or an inclined- on piles will need to be built for the required to overcome the steep grade conveying passengers between landings elevator with landings at the top of the portion of the proposed connecting path immediately north of Saskatchewan at the top of the existing stair near the river bank and by 98 ave. The size of the travelling near the north abutment of the Drive. The landing at the top of the bank Hotel Macdonald and the abutment for a landings will vary, depending on the High Level Bridge. will need to be built out from the hill new pedestrian bridge over Grierson Hill system chosen, ridership, and side to accomodate the structure and Rossdale Roads. The size of the geotechnical constraints. Special An elevator will connect the High Level required for the system and for landings will vary depending on the type consideration needs to be given to the Bridge to the Shared Use Path at River passenger egress. The landing at the of system chosen, ridership, and locations of structural supports, to avoid Valley Road. A concrete or steel-braced bottom will be south of Queen Elizabeth geotechnical constraints. Girders conflicts with existing utilities. A shaft, founded on piles and additionally Park Road. The landings will vary in size spanning between the landings at the top minimum of 6.0 m of vertical clearance fixed laterally by the High Level Bridge, depending on the system chosen, and bottom of the river bank and at the change in slope will be required to will support the elevator cabin. ridership, and geotechnical constraints. intermediate supports will be necessary accomodate vehicle access to the Girders supported on piers will be to support the rails of the mechanized buildings. Supports should be spaced to required to support the mechanized access mode chosen. Due to the limited allow vehicle access to the east of the system over the steep grade of the river Structural number of locations that can accomodate existing stairs. bank. A pedestrian bridge will be Considerations piers, the girders may be rather deep. A necessary to allow barrier-free access 6.0 m vertical clearance is required for Structures will be supported on pile over Queen Elizabeth Park Road. A 6.0 m the superstructure spanning over the foundations. vertical clearance is required for the roads. At the bottom of the riverbank superstructure spanning over the road. either a ramp or elevator should be built to allow access off of the new structure. Alternatively, a gondola system could be used to connect the uphill landing by Alternatively, a gondola system could be Saskatchewan drive to the landing used to convey passengers between downhill of Queen Elizabeth Park Road. landings at the top of the existing stair Intermediate towers supporting the and downhill of Rossdale Road. cables should allow for a minimum 6.0 m clearance over the road. Structures will be supported on pile foundations. Structures will be supported on pile foundations.

Modal Feasibility Elevator Not Recommended Not Recommended Not Required Recommended Not Recommended Inclined Elevator Recommended Recommended Not Required Not Recommended Recommended Funicular Feasible Feasible Not Required Not Recommended Feasible Aerial System Feasible Feasible Not Required Not Recommended Feasible

Key Constraint Neutral Issue Key Opportunity 46 DIALOG | Thurber Engineering | Acumen Cost Consulting 6.0 CONSTRUCTION COST ESTIMATE Mechanized Access Options

Construction cost estimates (Class D) for each alignment are 100 Street Alignment summarized. They address current costing for both the mechanized access product, stairways, on site building components including Top Plaza 640 000 640 000

lighting, and urban design amenities. Stair 720 000 720 000 100 Street 100 Operating costs are generally as follows: Bottom Plaza 640 000 640 000 • Staffed Mechanized Access $1 500 000/annum Bridge Over Roadway 3 900 000 3 900 000 • Elevators (2 x $300k) $600 000/annum Terminus and SUP 360 000 360 000 • Inclined Elevators $390 000/annum loading area plaza Bottom Stair 260 000 260 000 Inclined Elevator (1) 2 480 000 Inclined Elevator (2) 4 960 000 Conveyance alignment Sub-Total $9 000 000 $11 480 000 Contingencies (50%) 4 500 000 5 740 000 Sub-Total $13 500 000 $17 220 000 Soft Costs (25%) 3 375 000 4 305 000 TOTAL $16 875 000 $21 525 000

Stairway Scope of construction cost estimate

104 Street Alignment Terminus and loading area plaza at 7m over roadway Top Plaza 640 000 640 000 Stair 920 000 920 000 98 Avenue Plaza 300 000 300 000 Bottom Plaza 460 000 460 000 Inclined Elevator (1) 3 480 000 Inclined Elevator (2) 6 960 000 Pedestrian bridge over road Sub-Total $5 800 000 $9 280 000 to built up berm Contingencies (50%) 2 900 000 4 640 000 Sub-Total $8 700 000 $13 920 000 Soft Costs (25%) 2 175 000 3 480 000 TOTAL $10 875 000 $17 400 000

Accessible route and stairs down to access 105 Street Alignment Grierson Hill North Rossdale and Louise Top Plaza 1 020 000 1 020 000 McKinney Park Stair 490 000 490 000 Bottom Plaza 580 000 580 000 Bridge Over QEP Road 3 900 000 3 900 000 Preliminary Plan SUP 960 000 960 000 100 Street Alignment 0 10 25 50m Inclined Elevator (1) 1 880 000 Inclined Elevator (2) 3 760 000 Sub-Total $8 830 000 $10 710 000 North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 47 Contingencies (50%) 4 415 000 5 355 000 Sub-Total $13 245 000 $16 065 000 Soft Costs (25%) 3 311 000 4 016 000 TOTAL $16 556 000 $20 081 000

ACUMEN Mechanized Access Options

100 Street Alignment Top Plaza 640 000 640 000 Stair 720 000 720 000 Bottom Plaza 640 000 640 000 Bridge Over Roadway 3 900 000 3 900 000 SUP 360 000 360 000 Bottom Stair 260 000 260 000 Inclined Elevator (1) 2 480 000 Inclined Elevator (2) 4 960 000 Sub-Total $9 000 000 $11 480 000 Contingencies (50%) 4 500 000 5 740 000 Sub-Total $13 500 000 $17 220 000 Soft Costs (25%) 3 375 000 4 305 000 TOTAL $16 875 000 $21 525 000 105 Street 104 Street 103 Street 102 Street

104 Street Alignment 104 Street Alignment Area104 1Street Alignment Area 2c Top Plaza 640 000 640 000 Removals and Protection 474 100 Stair 920 000 920 000 Area 1 Streetscape Hardscaping 4 378 800 Mechanized Access 98 Avenue Plaza 300 000 300 000 Streetscape Planting 850 090 Bottom Plaza 460 000 460 000 Streetscape Lighting 1 126 180 Inclined Elevator (1) 3 480 000 Inclined Elevator (2) 6 960 000 Sub-Total $6 829 170 Sub-Total $5 800 000 $9 280 000 Contingencies (30%) 2 048 751 Contingencies (50%) 2 900 000 4 640 000 Soft Costs (19%) 1 297 542 Sub-Total $8 700 000 $13 920 000 TOTAL $10 175 463 Area 2a Soft Costs (25%) 2 175 000 3 480 000 Source: 104 Street Mechanized Access - Pre-Design, August 2013 104 Street, 98 TOTAL $10 875 000 $17 400 000 Avenue to 97 Avenue Scope of construction cost estimate 105 Street Alignment 97 Avenue 104Top PlazaStreet Alignment1 020 000 1 020 000 104 Street Alignment AreaStair 2a 490 000 490 000 Area 2 Total Bottom Plaza 580 000 580 000 Area 2a Total 4 644 330 Removals and Protection 309 000 Area 2b Bridge Over QEP Road 3 900 000 3 900 000 Area 2b Total 10 472 172 104 Street Streetscape Hardscaping 2 430 000 SUP 960 000 960 000 Area 2c Total 10 175 463 streetscape, 97 Streetscape Planting 42 000 Inclined Elevator (1) 1 880 000 Inclined Elevator (2) 3 760 000 TOTAL $25 246 965 Avenue to Rossdale Streetscape Lighting 336 000 Road Sub-Total $8 830 000 $10 710 000 Sub-Total $3 117 000 96 Avenue Contingencies (50%) 4 415 000 5 355 000 Contingencies (30%) 935 100 Sub-Total $13 245 000 $16 065 000 Soft Costs (19%) 592 230 Soft Costs (25%) 3 311 000 4 016 000 TOTAL $4 644 330 Source:TOTAL 104 Street Mechanized Access$16 556 - Pre-Design, 000 August 2013 $20 081 000

104 Street Alignment Area 2b

Earthworks and Removals 380 500 ACUMEN Roadways 569 200 River Valley Road Miscellaneous Roadways Items 1 522 100 Landscape Improvements 4 526 303 Area 2c Sub-Total $6 998 103 Esplanade east of Contingencies (30%) 2 099 430 Generating Station Soft Costs (19%) 1 329 639 from Rossdale Road to Touch the Water TOTAL $10 472 172 Promenade Source: West Rossdale Roads and Public Realm Improvement Concept Planning Report, October 2013

West Rossdale Roads and Public Realm Improvement plan depicted for illustrative purposes only. No approved status.

Preliminary Plan 104 Street Alignment 0 50 100 250m

48 DIALOG | Thurber Engineering | Acumen Cost Consulting Mechanized Access Options (continued)

106 Street Alignment Stair 740 000 SUP 700 000 Bottom Plaza 600 000 Sub-Total $2 040 000 Contingencies (50%) 1 020 000 Sub-Total $3 060 000 Soft Costs (25%) 765 000 TOTAL $3 825 000

110High Street Level Alignment Bridge Top Plaza 640 000 Stair 1 020 000 Bottom Plaza 320 000 Entry plaza with seating SUP 320 000 North Elevator 3 340 000 South Elevator 3 340 000 Sub-Total $8 980 000 Contingencies (50%) 4 490 000

Stairway with landings Sub-Total $13 470 000 and seating Soft Costs (25%) 3 368 000 TOTAL $16 838 000

NOTE: Elevator costs includes connection to High Level Bridge and plaza at grade.

Scope of construction cost estimate SUP extending to existing pedestrian crossing at Fortway Drive and River Valley Road

Fortway Drive furnishings

Fortway Drive

Potential bridge connection from Fortway Drive to Dudley Menzies Bridge SUP ACUMEN NOTE: This feature is not included in the construction cost estimate. High Level Bridge River Valley Road

North Bank Elevator - High Level Bridge to River Valley Road. Similar elevator at south bank NOTE: South bank elevator in included in construction cost estimate

Dudley Menzies Bridge

Preliminary Plan High Level Bridge Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 49 50 DIALOG | Thurber Engineering | Acumen Cost Consulting Mechanized Access Options

100 Street Alignment Top Plaza 640 000 640 000 Stair 720 000 720 000 Bottom Plaza 640 000 640 000 Bridge Over Roadway 3 900 000 3 900 000 SUP 360 000 360 000 Bottom Stair 260 000 260 000 Inclined Elevator (1) 2 480 000 Inclined Elevator (2) 4 960 000 Sub-Total $9 000 000 $11 480 000 Contingencies (50%) 4 500 000 5 740 000 Sub-Total $13 500 000 $17 220 000 Soft Costs (25%) 3 375 000 4 305 000 TOTAL $16 875 000 $21 525 000

104 Street Alignment Top Plaza 640 000 640 000 Stair 920 000 920 000 98 Avenue Plaza 300 000 300 000 Bottom Plaza 460 000 460 000 Inclined Elevator (1) 3 480 000 Inclined Elevator (2) 6 960 000 Sub-Total $5 800 000 $9 280 000 Contingencies (50%) 2 900 000 4 640 000 Sub-Total $8 700 000 $13 920 000 Mechanized Access Options (continued) Soft Costs (25%) 2 175 000 3 480 000 TOTAL $10 875 000 $17 400 000

106 Street Alignment 105 Street Alignment Stair 740 000 NOTE: SUP extends Top Plaza 1 020 000 1 020 000 along Queen SUP 700 000 Elizabeth Park Road Stair 490 000 490 000 Bottom Plaza 600 000 to intersection at Bottom Plaza 580 000 580 000 Sub-Total $2 040 000 Waterdale Hill Road Bridge Over QEP Road 3 900 000 3 900 000 Contingencies (50%) 1 020 000 SUP 960 000 960 000 Sub-Total $3 060 000 Inclined Elevator (1) 1 880 000 Inclined Elevator (2) 3 760 000 Soft Costs (25%) 765 000 Sub-Total $8 830 000 $10 710 000 TOTAL $3 825 000 Contingencies (50%) 4 415 000 5 355 000 Sub-Total $13 245 000 $16 065 000 NOTE: Alignment developed conceptually to link desired destinations. Consultation with the Soft Costs (25%) 3 311 000 4 016 000 Province of Alberta is required and may have a TOTAL $16 556 000 $20 081 000 cost implication. Queen Elizabeth Park Road High Level Bridge Scope of construction cost estimate Scope of construction cost estimate Top Plaza 640 000 Stair 1 020 000 Bridge over Queen Elizabeth Park Road Bottom Plaza 320 000 to connect north and south sides of park Walkway extends through with ease of access. This is an approved ACUMEN parkingSUP area 320 000 element of the Queen Elizabeth Park StallsNorth removed Elevator for walkway 3 340 000 Master Plan. andSouth parking Elevator 3 340 000 Sub-Total $8 980 000 Contingencies (50%) 4 490 000 LandingSub-Total with amenity $13 470 000 Soft Costs (25%) 3 368 000 TOTAL $16 838 000 Arcade of tree planting along slope and through parking to mark alignment

Accessible path from Saskatchewan Drive Terminus and loading

Mechanized access alignment

Landing and lookout Access to Touch the Water Promenade River Valley Road Terminus

LEGEND Saskatchewan Drive Utilities

Drainage Water Communications

Power 105 Street Gas ACUMEN Preliminary Plan Preliminary Plan 105 Street Alignment 0 10 25 50m 106 Street Alignment 0 10 25 50m

North Saskatchewan Central River Valley • Mechanized Access | 24 June 2014 51