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
Objectives Objectives • 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.
Study Background Study Background November 28 th 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 23 rd 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.
Highway 63 Concept Highway 63 Concept Option B- -2 2 Option B 2010 Solution (AMEC) 2010 Solution (AMEC)
Hwy 63 “ “Interim Interim” ” Expressway Expressway Stage Stage Hwy 63 2.3km R 2200 curve with 2.5% superelevation Average intersection at intersection spacing along Hwy 63 is 3.0 km Hwy 63 intersection provides direct 3.2km 2.7km 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
Hwy 63 “ “Ultimate Ultimate” ” Freeway Freeway Stage Stage Hwy 63 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.
Preferred Alignment – – Land Use Assumptions Land Use Assumptions Preferred Alignment 10 14 9 15 40 10 40 15 2 7 7 2 20 32 ha 7 4 4 12 3 2 10 10 34 20 14 31 5 22 16 27 34 32 9 Potential Developable Area: 42 44 437 ha – Industrial 37 36 139 ha – Commercial 91 ha – Future
The Preferred Option & Why? The Preferred Option & 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.
East Alignment Options Methodology East Alignment Options Methodology 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) Skeleton Lake Nova Gas Transmission Line The maximum achievable radius is R2400 to the north. Natural Gas Pipeline (60.3mm) Village of Boyle CN Rail Structure – Crossing at near 90 o Crude Oil Pipeline (559 / 609mm) Alberta Oil Sands Pipeline Ltd. Overburden from Rail Structure. The closer the interchange is pushed to the west, the tighter the Deficient: The maximum radius becomes and more deficient. achievable radius is R1600 . This is (See green line with R1400) below the R2200-to-R3000 radius needed for freeway facilities. At- grade intersections can’t be accommodated along its length. R1600 Radius The distance between the interchange and the rail structure must be separated by 1.1-to-1.3km (500m from top of Rail Structure & 800m to ramp) to meet sight line requirements from the top of the CN Rail structure to the beginning of the interchange ramp. An Interchange An Interchange - 1.6 km is illustrated Alberta Oilsands Pipeline Ltd. Directly East of Boyle Directly East of Boyle Pump Station Site Radio Cell Boyle Tower Alignment 60m east of RR 192 Major Design & Utility Constraints are Evident and 1.6km E of Hwy 831
Access to the Village of Boyle Access to the Village of Boyle 14.9 km to Hwy 55 14.8 km to Skeleton Lake Hwy 55 R3000m Radius ������ 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 R600 approximately + 2.7km. 0.7 km Wastewater Treatment Lagoons 85 o Angle with Hwy 831 could be extended to the CN Rail Crossing northwest to connect back to the Hwy 663 corridor. 0.7 km R2500m Radius 80 o Angle with 1.5 km Alberta Hwy 663E Rail Crossing Required. Oilsands Pipeline Ltd. R600 Pump Station Boyle Site Microwave Tower Site Hwy 831 Hwy 663E Cul-de- Sac’d on both sides Existing Hwy 63 Corridor would be Cul-de-Sac’d.
How would Hwy 663 Connect to Hwy 63? How would Hwy 663 Connect to Hwy 63? Length of Hwy 663 Realignment is Skeleton Lake approximately 4.4km. ������ R600 Radius Existing Rge Rd 192 Cul-de-Sac’d These alignments on either side of corridor to avoid intersection on curve. (6.3km) would revert to the County as they no longer serve a Possible Requirement for 2 nd Structure over Rail Corridor to Highway purpose. connect Hwy 663 to interchange. 80 o angle with Railway depicted. New RR 192 intersection spaced between curve and CN railway would be approximately 0.8km. 2.4 km Alberta Oilsands R650 Radius Pipeline Ltd. Boyle Pump Station Site 2.3 km 1.6 km 80 o angle with Railway necessary Microwave Tower Site Hwy 831 Hwy 663 E Cul-de-Sac’d to avoid to assure crossing of creek in intersection on curve. viable locations. Creek realignment may be necessary.
South Alignment South Alignment ������� Concepts Concepts Boyle CN Rail The south section of the alignments are south of Hwy 633 and potentially make use of Hwy 63 sections of Hwy 831. All options tie back into A Hwy 63 in the vicinity of the at-grade rail 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. Hwy 831
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