Highway 63 Functional Planning Study from Township Road 642 to Highway 55
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Public Open House No. 3 Highway 63 Functional Planning Study From Township Road 642 to Highway 55 Date: September 17, 2013 Time: 5:00 pm Place: Village of Boyle Community Centre 5002 3rd Street, Boyle, Alberta ObjectivesObjectives • Review existing conditions, traffic operations and previous functional planning studies. • Develop a short- and long-term strategy for twinning Highway 63 that: – achieves the objectives of the Provincial Highway Network; and, – addresses the economic viability concerns of the Village of Boyle and Athabasca County. • Carry out a comprehensive public involvement process that: – addresses public and safety interests; and, – serves to build case for the selection of the recommended solution to enhance the Village of Boyle and Athabasca County’s desire for growth and prosperity. • Develop functional plans, right-of-way request plans and a final report documenting the study findings and recommendations. StudyStudy BackgroundBackground November 28th 2012: Public Open House No. 1 • Approximately 100 persons attended. • CastleGlenn presented 3 new concepts utilizing Hwy 63 through Boyle. • Over 30 comment sheets and/or e-mails were received from residents. • The majority of residents favoured Option 3. January 23rd 2013: Public Open House No. 2 • Approximately 75 persons attended. • CastleGlenn presented the Consultant’s preferred Option 3-a and why. • Over 150 comment sheets and/or e-mails were received from residents. • Resident preference was split among Option 3-a and a “Railway” Option. Summer 2013: AT retained CastleGlenn to evaluate an East Option • Identify and evaluated alignment alternatives. • Identify and evaluate the location for an interchange in the vicinity of Boyle. • Compare the east alignment option to Option 3-a and make final study recommendations. • Conduct Public Open House No. 3 to present study findings. HighwayHighway 6363 ConceptConcept OptionOption BB--22 20102010 SolutionSolution (AMEC) HwyHwy 6363 ““InterimInterim”” ExpresswayExpressway StageStage 2.3km R 2200 curve with Average intersection 2.5% superelevation spacing along Hwy 63 at intersection is 3.0 km Hwy 63 intersection provides direct 2.7km 3.2km 3.2km connection to Hwy 831 An acceptable 3.6% super elevation is maintained on the rail structure Proposed service road network leaves no land locked properties R 2200 curve with 2.9km 2.5% superelevation at intersection Twinning to the east avoids Fortis Utilities and allows for construction of new 4.5m NB Hwy 63 lane HwyHwy 6363 ““UltimateUltimate”” FreewayFreeway StageStage Hwy 55 interchange is located 16 km north of Boyle interchange. Purple lines illustrated service roads constructed at Expressway stage. Black lines depict service roads constructed at Freeway Stage. Next interchange south is located 20km away at Twp Rd 640. CN structure accommodates service road below structure to provide access to Miller Western. Interchange at Twp Rd 640 located 6.5 km south of Twp Rd 644. PreferredPreferred AlignmentAlignment –– LandLand UseUse AssumptionsAssumptions 10 14 9 15 40 10 40 15 2 7 7 32 ha 20 2 12 7 3 4 4 2 34 10 20 10 14 31 22 5 16 27 34 32 9 Potential Developable Area: 42 37 44 437 ha – Industrial 36 139 ha – Commercial 91 ha – Future TheThe PreferredPreferred OptionOption && Why?Why? Option “3-a” was preferred given that: • The future interchange avoids conflicts with major pipeline corridors; • A separation of 2.5 km exists between the future interchange and the CN railway corridor, enhancing constructability and design flexibility; • The design provides for: overall improved geometry and design consistency for the Hwy 63 corridor, a more direct connection and improved continuity between Hwy 63, Hwy 663 and Hwy 831; • Makes greatest use of existing Highway 63 corridor and infrastructure; • Has convenient interim access across Hwy 63 with an at-grade intersections; • Provides for ease of transition to a freeway standard when required; • Remains consistent with Village and County planning efforts and maximizes the economic benefit to the community; • A service road under the rail structure would connect Boyle to the north; and, • It was less expensive than other options. EastEast AlignmentAlignment OptionsOptions MethodologyMethodology Approach… • Segment the corridor north and south of Hwy 663. • Identify an interchange location. • Develop a new Hwy 63 alignment around the interchange. • Connect back to Hwy 63 south towards Newbrook. North of Hwy 663: – The location, visibility and ease of access to/from the interchange is of critical importance to the Village of Boyle. – How close can an interchange be placed directly to the east of Boyle? – Where would the interchange go? – How would you get in and out of Boyle? – What would an alignment to the east of Boyle look like? – Assessment and evaluation to determine impacts. South of Hwy 663: – Identify alignment corridor options. – Locate a southern interchange (if needed). – Assessment and evaluation to determine impacts. Natural Gas Pipeline (406mm) The maximum achievable Nova Gas Transmission Line Skeleton Lake radius is R2400 to the north. Natural Gas Pipeline (60.3mm) Village of Boyle CN Rail Structure – Crossing at near 90o Crude Oil Pipeline (559 / 609mm) Alberta Oil Sands Pipeline Ltd. The closer the interchange is Overburden from Rail Structure. pushed to the west, the tighter the radius becomes and more deficient. Deficient: The maximum (See green line with R1400) achievable radius is R1600. This is below the R2200-to-R3000 radius needed for freeway facilities. At- grade intersections can’t be R accommodated along its length. 1 6 0 The distance between the 0 interchange and the rail structure R a d must be separated by 1.1-to-1.3km i u (500m from top of Rail Structure & 800m to s ramp) to meet sight line requirements from the top of the CN Rail structure to the beginning of the interchange ramp. An Interchange Alberta -1.6 km is illustrated An Interchange Oilsands Pipeline Ltd. Pump Station DirectlyDirectly EastEast ofof BoyleBoyle Site Radio Boyle Cell Tower Alignment 60m east of RR 192 Major Design & Utility Constraints are Evident and 1.6km E of Hwy 831 AccessAccess toto thethe VillageVillage ofof BoyleBoyle 14.9 km to 14.8 km to Hwy 55 Skeleton Lake Hwy 55 R3000m Radius RR 194 West Ramp Terminal leads The distance between the directly into/out of Boyle. interchange and the rail structure Approx 400m extension. must be separated by 1.1-to-1.3km to meet sight line requirements from the top of the CN Rail structure to the beginning of the interchange ramp. -1.1 km is illustrated Length of Hwy 663 Realignment is approximately + 2.7km. R600 0.7 km Wastewater Treatment Lagoons o Hwy 831 could be extended to the 85 Angle with northwest to connect back to the CN Rail Crossing Hwy 663 corridor. 0.7 km R2500m Radius 1.5 km 80o Angle with Alberta Rail Crossing Required. Oilsands Hwy 663E R600 Pipeline Ltd. Boyle Pump Station Site Microwave Hwy 831 Hwy Tower Site Hwy 663E Cul-de- Existing Hwy 63 Corridor would be Sac’d on both sides Cul-de-Sac’d. HowHow wouldwould HwyHwy 663663 ConnectConnect toto HwyHwy 63?63? Length of Hwy 663 Realignment is approximately 4.4km. Skeleton Lake RR 194 R600 Radius Existing Rge Rd 192 Cul-de-Sac’d These alignments on either side of corridor to avoid (6.3km) would revert to intersection on curve. the County as they no longer serve a Possible Requirement for 2nd Highway purpose. Structure over Rail Corridor to connect Hwy 663 to interchange. 80o angle with Railway depicted. New RR 192 intersection spaced between curve and CN railway would be approximately 0.8km. m k .4 2 Alberta Oilsands Pipeline Ltd. R650 Radius Boyle Pump Station 2.3 km Site 1.6 km o Microwave 80 angle with Railway necessary831 Hwy Tower Site to assure crossing of creek in Hwy 663 E Cul-de-Sac’d to avoid viable locations. Creek intersection on curve. realignment may be necessary. SouthSouth AlignmentAlignment Hwy 663 ConceptsConcepts Boyle il a R The south section of the alignments are south N of Hwy 633 and potentially make use of C sections of Hwy 831. All options tie back into A Hwy 63 in the vicinity of the at-grade rail 63 Hwy Cone 1 crossing S of Twp Rd 624. • Numerous alignment possibilities were B identified. Cone 2 • The South Section was segmented into Athabasca County C three cones and unique alignments Thorhild County D developed internal to each cone (Options E “A” to “F”). Cone 3 F • The characteristics of each alignment were refined to develop a favored alignment within each of the coloured areas. Twp Rd 624 Hwy 831 Hwy SoilSoil TypesTypes Length (area) Through Various Soil Types (km) North of Hwy 663 – Option “F” Poorly- Well-Drained Roadway Segment Drained Soils Soils New Hwy 63 North of 663 0.89 3.63 Interchange Footprint 0.04 km2 0.38 km2 Hwy 663 (East of Hwy 63) 2.36 1.37 Hwy 663 (West of Hwy 63) 1.53 1.57 New Service Roads 1.9 6.07 South of Hwy 663 Roadway Fen Bog Poorly- Well-Drained 3-a Segment Soils Drained Soils Soils Option “B” 13.25 7.89 9.18 Option “D” 9.44 7.06 14.09 Option “F” 7.78 7.06 17.34 Option “F” offers the minimum intrusion through fen B bog soils and the maximum length through well- drained soils. D All three options involve 7-to-8 km of poorly drained FF soils along Hwy 831. Organics could be as deep as 6-7 m in some areas. Earthworks costs for poorly-drained soils excavation could be in the order of $45M-to-$100M. WetlandsWetlands && KeyKey WildlifeWildlife 3.3 km andand BiodiversityBiodiversity ZoneZone There are significantly more wetlands along Hwy 831 than Hwy 63 that would be impacted with twinning.