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2013

5/7/2013

North Commuter Parkway Project Functional Planning Study

North Commuter Parkway Project

DRAFT

Executive Summary

In June 2012, City Council adopted the Integrated Growth Plan. One strategy within

that plan is the need to identify additional infrastructure (new roads and bridges) to

address the growing demands throughout the city.

A discussion about river crossings identified:

“The Perimeter Highway will serve a strategic role as a component of the

National Highway system and will serve some commuter traffic demand.

However it is also necessary to provide an additional river crossing to adequately

provide for commuter traffic between east side neighbourhoods and the north

end employment area. Likewise, a new route for traffic between west side

neighbourhoods and north end employment will also be required.”

The North Commuter Bridge crossing the South Saskatchewan River is required to

assist in addressing the travel demand of our rapidly growing city to the 500,000

population. The North Commuter Bridge will link the Marquis Industrial area with the

University Heights area, providing relief to the existing Circle Drive Bridge. The North

Commuter Bridge is not intended to function as a designated truck route; rather,

commercial trucks will utilize the Circle Drive bridges or the future Perimeter Highway.

This functional planning study is the initial step of planning this crossing. This study

evaluates the relative merits of crossings at particular locations, and how each crossing

contributes to transportation system performance in the future. Once a set of possible

alignments are identified, the merits and constraints of each alignment are examined

during different traffic projection scenarios (based on population growth projections).

Finally, the details of the required road network are planned.

Construction of the bridge will occur over a minimum of 2 full years. In order for the

bridge construction to be completed by 2016, all planning work, approvals and land

acquisition will be required to be completed by the end of 2013 in order to prepare

proper documentation to secure a contractor.


DRAFT

The estimated cost of the bridge-only component of the project is $102.5 Million. This

cost estimate includes all planning and design, as well as the land acquisition for both

the bridge itself and the connecting roadways. The construction costs include only

those for the bridge itself.

The estimated cost of the connecting roadways on the east side of the river is $58.0

Million. It is expected that the construction can be staged over several years; although,

poor traffic operations along staged roadways may advance completion of some

segments.

The estimated cost of the entire project, at final build-out is $160.5 Million.

Depending on the exact configuration and staging of the connecting arterial roads,

opening day average daily traffic volumes (ADT) for the North Commuter Bridge are

expected to be between 14,600 and 21,700 vehicles/day.


DRAFT

Table of Contents

Executive Summary ........................................................................................................ 2

Table of Contents ............................................................................................................ 4

1. Introduction ........................................................................................................... 5

2. Route Selection .................................................................................................... 9

3. Proposed Arterial Cross Sections & Design Elements ....................................... 12

4. Northeast Swale Crossing .................................................................................. 16

5. River Crossing Details ........................................................................................ 17

Horizontal Alignment .......................................................................................... 17

Vertical Alignment ............................................................................................... 17

Plan & Profile ...................................................................................................... 18

Staging Opportunities ......................................................................................... 18

6. Property Impacts ................................................................................................ 20

7. Initial Budget Estimate ........................................................................................ 22

8. Projected Traffic Operations ............................................................................... 24

300,000 Population ............................................................................................. 24

400,000 Population with Perimeter Highway ...................................................... 25

400,000 Population without Perimeter Highway ................................................. 25

9. Public Consultation ............................................................................................. 28

10. Recommendations .............................................................................................. 29

List of Figures .......................................................................................................... 31


DRAFT

1. Introduction

In June 2012, City Council adopted the Integrated Growth Plan. One strategy within

that plan is the need to identify additional infrastructure (new roads and bridges) to

address the growing demands throughout the city.

The discussion about river crossings identified:

“The Perimeter Highway will serve a strategic role as a component of the National

Highway system and will serve some commuter traffic demand. However it is also

necessary to provide an additional river crossing to adequately provide for commuter

traffic between east side neighbourhoods and the north end employment area.

Likewise, a new route for traffic between west side neighbourhoods and north end

employment will also be required.”

The North Commuter Bridge crossing the South Saskatchewan River is required to

assist in addressing the travel demand of our rapidly growing city to the 500,000

population. The North Commuter Bridge will link the Marquis Industrial area with the

University Heights area, providing relief to the existing Circle Drive Bridge. The North

Commuter Bridge is not intended to function as a designated truck route; rather,

commercial trucks will utilize the Circle Drive bridges or the future Perimeter Highway.

Four alignments were examined using a travel demand model and a 300,000 population

scenario. In this 300,000 population scenario, Circle Drive South is complete, as well

as the Kensington, Stonebridge, Rosewood, Evergreen, Willowgrove, and Hampton

Village neighbourhoods. The first neighbourhood in the Holmwood sector is complete,

as well as the second Blairmore (north of 33rd St) and second University Heights

(northeast of Evergreen) neighbourhoods.

The four north bridge options examined (see Figure 1):

• Pinehouse Drive, 2-lane minor arterial (50 km/hr) bridge

• Lenore Drive, 4-lane major arterial (50 km/hr) bridge

• Marquis Drive, 4-lane major arterial (60 km/hr) bridge

• Perimeter Highway, 4-lane controlled access highway (110 km/hr) bridge


DRAFT

Of the four possible alignments for a north river crossing, the connection at Marquis

Drive is superior and is recommended.

Table 1 shows the relative merits and impacts on the transportation network of adding a

bridge at each location. The estimated total user delay and fuel savings in the peak

hours represents the expected system-wide improvements provided by that connection.

This aggregates such things as intersection delay and improved travel times (reduced

delay) at a network-scale; individual links and nodes in the model can be expected to

receive different outcomes depending on the connection tested.

Three locations provide similar returns on investment; Perimeter Highway provides the

smallest return for the largest investment.

Table 2 summarizes the relative merits of each proposed crossing location. In general,

the greatest advantage for the Marquis Drive location is the leveraging of existing

transportation infrastructure relative to current development plans. The biggest

disadvantage is the impact on a single private industrial site. The extension of

McOrmond Drive also will require an amendment to the University Heights Sector Plan

(to accommodate the new roads), a crossing of the Northeast Swale for the extension of

McOrmond Drive, and re-alignment of the intersection of McOrmond Drive and Fedoruk

Drive (under construction in 2012).

Traffic projections for the 300,000 population (based on the “old” growth plan) show the

proposed bridge significantly supplementing the available capacity for trips between the

employment center developing in the Marquis Industrial Area and the suburban

expansion in the University Heights and Holmwood sectors.

The Perimeter Highway river crossing is a Saskatchewan Ministry of Highways &

Infrastructure project, the two advantages of this crossing are the early start to the

development of Perimeter Highway, and the very high-capacity river crossing that would

be constructed. However, the City of Saskatoon may have little input on project timing,

Perimeter Highway is a controlled access highway and by design will have limited

integration with City of Saskatoon road infrastructure, and ultimately, it would provide a


DRAFT

less direct route between the Marquis Industrial Area and University Heights and

Holmwood Sectors.

Table 1: Corridor Screening at 300,000 Population Bridge Location

Estimated Total Delay & Fuel Savings

(in the Peak Hours)

Initial Cost

Estimate

Pay-back period (years)

Estimated

ADT Pinehouse Drive, 2-lane minor arterial, 50 km/hr (Central Ave. to Spadina Cres.)

$14.9M $52.6M 3.5 23,200

Lenore Drive, 4-lane arterial, 50 km/hr (Central Ave. to Whiteswan Dr.)

$20.2M $59.6M 3.0 27,800

Marquis Drive, 4-lane arterial , 60 km/hr (Central Ave. to Wanuskewin Rd.)

$21.9M $78.7M 3.6 21,200

Perimeter Highway, 4-lane highway, 110 km/hr (Central Ave. to Wanuskewin Rd.)

$20.6M $243.0M 11.8 19,200


Table 2: Relative Merits of Each River Crossing Corridor Pinehouse

Drive (Central Ave. to Spadina Cres.)

Lenore Drive (Central Ave. to Whiteswan Dr.)

Marquis Drive (McOrmond Dr. to Wanuskewin Rd.)

Perimeter Highway (Central Ave. to Wanuskewin Rd.)

Traffic impact on adjacent

residential neighbourhoods

High High (school zones)

None None

Leverages existing road infrastructure

Yes Yes Some No

Impact on private property

Little Little Yes High

Requires new roads to be

constructed

Little Some: extend Central Avenue

Significant: extend Central Avenue, McOrmond Drive

Extensive: extend Central Avenue, McOrmond Drive, build Perimeter Highway

Provides good network

connectivity

No Yes Yes Limited

Traffic impacts on 51 st St. &

Wanuskewin Rd.

Little Increased traffic

Little Little

Traffic impacts on Central Ave. &

Attridge Dr.

Increased traffic

Increased traffic

Decreased traffic, improved traffic operations

Increased traffic

Traffic impacts on McOrmond Dr.

& College Dr.

None None Improved operations

None

Impact on Northeast Swale

None None Yes Yes


DRAFT

2. Route Selection

Originally identified as a river crossing connecting Central Avenue to Wanuskewin

Road, the Marquis Drive river crossing provided some benefit to Circle Drive; however,

at the 300,000 population scenario much of the utility of the river crossing is not realized

from the expanding University Heights and Holmwood Sectors. University Heights

traffic would likely be concentrated on Central Ave at either Attridge Drive or Fedoruk

Drive; Holmwood traffic would likely be concentrated on McOrmond Drive, and then

dispersed along College and Attridge Drives, some traffic would be diverted from Circle

Drive to Central Avenue and connections to the east abutment.

The utility of the Marquis Drive bridge connection is completely captured by extending

McOrmond Drive from Fedoruk Drive to Central Avenue and the east abutment of the

proposed bridge. This provides a direct link between the Holmwood Sector and the

Marquis Industrial Area via McOrmond Drive. This direct connection is both shorter in

distance and in travel time. As well, the provision of an alternate river crossing to Circle

Drive should help accommodate the increasing traffic demands on that bridge.

Figures 2 and 3 show the expected traffic volumes on the corridor at a population

projection of 300,000 people.

The 300,000 population scenario of the “old” suburban growth plan completes all

neighbourhoods currently planned and in progress. At the current annual population

growth rate of 2.5%; the 300,000 population may be reached as soon as 2024.

Confidence in the 300,000 scenario should be relatively high, as this assumes the City

will continue to grow in the ways Saskatoon has been growing recently.

Impacts on Attridge Drive & Central Avenue:

• In both the AM and PM peak hours, the existing problematic movements (the

southbound right-turn and eastbound left-turn) are marginally improved by the

diversion of demand (compared to the no bridge operation). Further intersection

improvements may be required to improve operation.


DRAFT

Impacts on McOrmond Drive & Highway 5:

• McOrmond Drive through movements increase in expected volumes (compared

to the no bridge operation) and both left- and right-turn demand volumes

decrease in the peak hours simplifying traffic operations.

• In particular, the southbound right-turn demand in both AM and PM peak hours is

reduced, and northbound left-turn demand is reduced and eliminates the need for

a loop in the northeast quadrant; instead a basic left turn phase at a signalized

intersection should be adequate.

Impacts on Circle Drive:

• The proposed North Commuter Bridge provides a more direct travel path

between the North Industrial Area and the developing neighbourhoods within the

University Heights and Holmwood Sectors; the impacts of this additional river

crossing are shown in Table 3. In general, all existing river crossings are

expected to benefit from reduced traffic demand with the proposed North

Commuter Bridge. The largest impacts are expected on the Circle Drive South

crossing.

• Within the transportation model, the proposed North Commuter Bridge “unloads”

demand on Circle Drive between Idylwyld Drive and Attridge Drive; however,

these improvements in travel time “pull” trips towards the improved corridor,

further unloading each river crossing. It appears the utility of the Circle Drive

South river crossing was highest with a congested Circle Drive bridge but with

the alignment of desire lines and the network north of Circle Drive, trips and

travel demand more closely align to the growth and development plan.

Confidence in the 400,000 population scenario of the “old” suburban growth plan is

much lower. This growth plan does not include a significant infill component; nor does it

incorporate the impacts of changing the way Saskatoon grows as described by the

Strategic Plan, the Vision or the implementation of the policies of the Integrated Growth

Plan. However, until the policies and plans in those documents are developed, the “old”


DRAFT

suburban grow plan will be a “worst-case” scenario for planning the North Commuter

Bridge.

Table 3: Relative Impacts on River Crossing Traffic Volumes at 300,000 and 400,000 Populations with the North Commuter Bridge (relative to no North Commuter Bridge) Bridge

300,000 Population

400,000 Population

Circle Drive -11% -18% University -7% -15% Broadway -8% -17% Traffic n/a -9% Buckwold -6% -16% Circle Drive South -27% -27%

At the 400,000 population scenario, the extension of McOrmond Drive to the east

abutment of the bridge provides significantly shorter (quicker) routes than the original

College Drive-to-Circle Drive and McOrmond Drive-to-Attridge Drive-to-Central Avenue

routes.

Figures 4 and 5 show the expected traffic volumes on the corridor at a population

projection of 400,000 people, without Perimeter Highway.

Figures 6 and 7 show the expected impacts on traffic volumes on the corridor at a

population of 400,000 people, if Perimeter Highway were available. Perimeter Highway

has the potential to divert enough traffic from the proposed river crossing to suggest a

four-lane cross section is adequate; however, if Perimeter highway is delayed or

relocated, the river crossing may require six driving lanes. Table 4 summarizes the

projected Average Daily Traffic (ADT) for the North Commuter Bridge corridor.

Table 4: Projected Average Daily Traffic on Proposed North Commuter Bridge (veh./day) 300,000

Population without

Perimeter Highway

400,000 Population

without Perimeter Highway

400,000 Population

with Perimeter Highway

North Commuter Bridge 35,400 65,700 49,600


DRAFT

3. Proposed Arterial Cross Sections & Design Elements

McOrmond Drive south of Fedoruk Drive is a controlled access arterial road, with a

raised centre median and sound attenuation berms on either side adjacent to residential

areas. Controlled access arterial roads serve the mobility demands of drivers quite well;

however, they do not serve the needs of transit patrons, pedestrians and cyclists very

well. Nor do they facilitate neighbourhood development; instead they function to

separate neighbourhoods,

McOrmond Drive north of Fedoruk Drive is proposed to be an urban arterial road with

frontage, running through the centers of the future University Heights neighbourhoods.

Access management will be an important element of this type of arterial road to

maintain the mobility needs of its users; driveway access to McOrmond Drive should be

prohibited. Frontage, which may or may not include on-street parking, will have to be

designed carefully to meet the needs of pedestrians, cyclists and transit users.

Figure 8 shows the proposed McOrmond Drive arterial road alignment from Fedoruk

Drive to the proposed river crossing. Figure 9 shows the proposed arterial cross

sections along McOrmond Drive from Fedoruk Drive to the proposed river crossing.

The traffic projections at both the 300,000 and 400,000 population scenarios show the

need for a four-lane arterial cross section between Fedoruk Drive and Central Avenue.

In the absence of Perimeter Highway, the river crossing should allow expansion from a

four-lane to a six-lane bridge; this will require the development of a six-lane arterial on

the east-bank between Central Avenue and the east bridge abutment. The proposed

cross section sets aside a wide boulevard for possible expansion in the future to six-

lanes.

The intersection of Central Avenue and McOrmond Drive is projected to have large turn

and through traffic demands in the peak hours in the 400,000 population scenario with

or without Perimeter Highway. An unconventional high-volume intersection will be

considered – a “town center” appears to be a promising solution (a set of intersecting

one-way couplets separating opposing traffic by at least one city block). The

intersection configuration will be determined through a subsequent functional planning


DRAFT

process. The “town center” may also be the appropriate solution to support the

adjacent land use. Within the University Heights Sector Plan, the area around this

intersection is described as “mixed-use core area”. Street-oriented commercial

developments are expected, requiring on-street parking, wider sidewalks and well-

planned crosswalks.

The residential neighbourhoods within the University Heights Sector are expected to be

designed with McOrmond Drive as a major roadway near the centre of each

neighbourhood. The arterial road is expected to have frontage, but also have access

management.

As a commuter system, the operating speed of the proposed roadway and bridge west

of Central Avenue is expected to be 70 km/hr. The curves along this section of

McOrmond Drive are superelevated by removing the crown; wide intersection spacing,

no driveways and strict access management will be required to ensure high operating

speeds and safety.

The operating speed of the proposed roadway east of Central Avenue is expected to be

50 km/hr. The curves along this roadway are not superelevated to permit roadside

development and discourage higher driving speeds. This lower-speed zone is intended

to operate as the center of adjacent residential neighbourhoods and will fully embrace

the principles of Complete Streets and the Integrated Growth Plan.

Most of the proposed roadway will be centered within residential neighbourhoods,

therefore the road should be designed to accommodate infrequent large trucks, but the

extension of McOrmond Drive is not intended to operate as a truck route.

Transit is expected to use some or the entire proposed road network in the future.

The combination of bikeway and sidewalk is provided along the entire length of the

proposed arterial road. Marquis Drive, west of Wanuskewin Road has the path on the

north side; along the west bank, the owner of the adjacent parcel has requested the

sidewalk be located only on the south side of the road. Through the University Heights

residential neighbourhoods, a sidewalk and bikeway will be provided on both sides of


DRAFT

the roadway. Through the Northeast swale, the sidewalk may be expanded in width to

accommodate recreational uses within the swale.

Off-street bikeways will be provided on all arterial roads north of Fedoruk Drive and

extending across the bridge. The bikeways will terminate at the intersection of Marquis

Drive and Wanuskewin Road and tie-in to the existing bike lanes and multi-use

pathways along Wanuskewin Road and Marquis Drive.

Table 5 shows the design criteria used to develop the proposed cross sections.


DRAFT

Table 5: Design Criteria Element Value Design Speed 80 km/hr west of Central Avenue,

60 km/hr east of Central Avenue, 60 km/hr along Central Ave

Desired Posted Speed 70 km/hr west of Central Avenue, 50 km/hr east of Central Avenue, 50 km/hr along Central Ave

Vertical Curb & Gutter 200mm Separate Sidew alk 1.5m wide both sides of arterial road,

No sidewalk provided on north side of river crossing

Separate Bike way 2.0m wide, both sides Access Management No driveways, on-street parking permitted Street -oriented Development Frontage encouraged east of Central

Avenue Design Vehicle COS Transit Bus Control Vehicle WB-20 Not intended to be a truck route Maximum Bridge Grade 3.0% Driving lanes 3.6m Crossfall 2.5% Super -elevation Remove crown west of Central Avenue,

None east of Central Avenue Minimum centreline radius curve 400m Perimeter Highway Offset Approximately 450m Concept b ridge abutments Maximum 8.0m McOrmond Drive Central Ave. – Wanuskewin Rd.

4-lane cross section, wide ROW

McOrmond Drive Central Ave. – Fedoruk Dr.

4-lane cross section

Central Ave nue McOrmond Dr. – Fedoruk Dr.

4-lane cross section

North Commuter Bridge (River Crossing)

4-lane cross section Raised centre median 1.0m left and right outside shoulders 2.0m bikeways, both sides 1.5m sidewalk, south side only


DRAFT

4. Northeast Swale Crossing

In all population scenarios, the extension of McOrmond Drive (through the swale) to the

east abutment of the bridge (Figure 8) provides significantly shorter (quicker) routes

than the alternatives: Fedoruk Drive-to-Central Avenue or McOrmond Drive-to-Attridge

Drive-to-Central Avenue routes for residents in the University Heights sector.

The Northeast Swale is an important ecological resource and has a specific

management plan. The extension of McOrmond Drive through the Northeast Swale

was located after extensive discussions with the Meewasin Valley Authority (MVA) to

reduce the impact of the crossing on the swale and to preserve the largest continuous

blocks of grasslands and wetlands. Development Guidelines and a Resource

Management Plan for the Northeast Swale were produced by the MVA in 2013.

The cross-section of the arterial road has been chosen to reduce the attractiveness of

the right-of-way to wildlife by eliminating the center median. The driving lanes are

narrowed to reduce the entire paved surface and encourage drivers to lower their

vehicle speeds. At both ends of the parkway cross section “Wildlife Crossing” and “No

Stopping” signs should be installed. The MVA will be designing observation areas

along the multi-use trail in one or more locations within the swale; “Pedestrian Crossing”

signs will have to be installed along with enhanced pedestrian crossing facilities.

The MVA desires dark-sky compliant street lighting through the swale.


DRAFT

5. River Crossing Details

Horizontal Alignment

Four options were examined (see Figure 10):

A. Continuation of Marquis Drive; this is the preferred option. Wanuskewin Road

will be an at-grade intersection. This option leverages almost all the existing

road infrastructure on Marquis Drive and Wanuskewin Road. A simple 90°

intersection can be constructed on Wanuskewin Road. One parcel of private

property would be impacted (on the west side of the river).

B. Southward deflection of Marquis Drive east of Arthur Rose Avenue, an at-grade

intersection could be constructed at Wanuskewin Road; the intersection

geometry would be skewed and accommodation of pedestrian crossings and

right-turns would be more complex. Several parcels would be impacted.

C. Southward deflection of Marquis Drive at Arthur Rose Avenue, an at-grade

intersection could be constructed at Wanuskewin Road; the intersection

geometry is more complex because it would have to be constructed and operate

on a curve. Several parcels would be impacted.

D. Re-alignment of the river crossing to 71st Street was considered, but rejected

because of its proximity to proposed Perimeter Highway and the lack of

connecting road infrastructure. One parcel of private property would be

impacted.

Vertical Alignment

An at-grade intersection of Marquis Drive and Wanuskewin Road is preferred; it can

provide full access between the connecting roadways.

A grade-separation (Marquis Drive below Wanuskewin Road) was examined; it would

be highly disruptive to existing land access from Wanuskewin Road (which would be

raised) and completely disconnect land access from Marquis Drive (which would be

lowered) east of Arthur Rose Avenue.


DRAFT

• The resulting interchange cannot provide full access, and Arthur Rose Avenue

would have to be upgraded between Wanuskewin Road and 71st Street to

accommodate larger traffic volumes and signalized traffic control.

• The original intention for this bridge and connecting roadways is to provide an

arterial roadway; an interchange would introduce the expectation that the bridge

and roadways would function as an expressway with higher operating speeds.

Plan & Profile

Figure 11 shows the plan and profile of the proposed North Commuter Bridge.

Establishing existing ground at the intersection of Marquis Drive and Wanuskewin Road

controls the start of any possible vertical curves, essentially maintaining the west

abutment at or near existing ground elevation; the east abutment elevation can vary,

although to reduce embankment volumes it is also likely to be near the existing

elevation. This will require a grade on the proposed river crossing. For pedestrian and

cyclist use, a grade of less than 3% is desirable.

Staging Opportunities

Traffic projections for the 300,000 and 400,000 population show the need for a four-lane

cross section for the entire length of McOrmond Drive and the river crossing; given

recent population growth the entire proposed system of connecting roadways should be

available on opening day. Constructing a 4-lane arterial road connecting to

Wanuskewin road and Marquis Drive and a 4-lane arterial bridge will require 4-lane

connecting arterial roads on the east bank; there are limited opportunities to stage the

arterial roads (the typical 2-lane and later expansion to 4-lane) without creating traffic

bottlenecks and very vulnerable connections.

The recommendation for a 4-lane bridge and McOrmond Drive is based on the

assumption that the Proposed Perimeter Highway is completed by the Province of

Saskatchewan before the City of Saskatoon reaches the 400,000 population. That said,

it is recommended that the right-of-way be set aside to accommodate a later expansion

of McOrmond Drive (between Wanuskewin Road and Central Avenue) to 6-lanes. The

bridge foundations and piers should also be designed and constructed to support a

possible future expansion to 6-lanes, if Perimeter Highway is delayed.


DRAFT

The Opening Day (November 2016) traffic projection corresponds to a population of

approximately 260,000 people (Table 6). The projected ADT for opening day is 21,700

veh./day, assuming that all arterial connections are completed and available.

Table 6: Relative Impacts on River Crossing Traffic Volumes at 260,000 with the North Commuter Bridge (relative to no North Commuter Bridge) Bridge

Relative Traffic Impacts

Circle Drive -9% University -5% Broadway -3% Traffic n/a Buckwold -3% Circle Drive South -17%

The river crossing should be designed to accommodate a possible future expansion to

six lanes from four, on the assumption that Perimeter Highway may not be available as

quickly as the traffic demands require.

Marquis Drive between Wanuskewin Road and the river crossing should be designed

and constructed as a four-lane cross section on opening day.

McOrmond Drive between Central Avenue and the river crossing should be constructed

with four lanes at opening day and the later expansion to six lanes if required. The

staging of the remaining arterial roads within the University Heights sector reduce the

utility of the crossing for opening day traffic volumes for the North Commuter Bridge

(see Table 7). If both McOrmond Drive and Central Avenue north of Fedoruk Drive are

provided, two-lanes should be adequate for opening day, although completion of

McOrmond Drive may be required relatively soon afterward, depending on the build-out

of the adjacent residential neighbourhoods. Staged construction of these arterial roads

(initial 2-lane and later expansion to 4-lane) should be planned about the median, that

is, build the median and a driving lane on either side, include street lighting in that

median.

If only two-lanes of Central Avenue north of Fedoruk Drive are built for opening day

(McOrmond Drive is not), traffic volumes on the bridge are expected to be relatively


DRAFT

modest (14,600 ADT), and during the peak hours individual lanes may be operating at

reduced levels of service.

If only two-lanes of McOrmond Drive north of Fedoruk Drive are built for opening day

(Central Avenue is not), traffic volumes on the bridge are expected to be modest

(16,100 ADT), and during peak hours individual lanes will be operating at reduced levels

of service.

Table 7: Projected Traffic Volumes (veh./day) at 260,000 population (Opening Day), for Staged Development of the University Heights Arterial Roads

All four-lane

arterials,

four-lane

bridge

All two-lane

arterials,

four-lane

bridge

Two-lane

McOrmond

Drive,

NO Central

Avenue

Two-lane

Central

Avenue,

NO

McOrmond

Drive

North Commuter

Bridge

21,700 20,700 16,100 14,600

McOrmond

Drive

14,400 13,00 16,100 n/a

Central

Avenue

7,300 7,700 n/a 14,600

The functional plan for the intersection of Marquis Drive and Wanuskewin Road is

shown in Figure 12; expansion to accommodate a 6-lane Marquis Drive and North

Commuter Bridge is shown in Figure 13.

6. Property Impacts

Figure 14 shows the preliminary property acquisition plan from Wanuskewin Road to

McOrmond Drive. The right-of-way shown in Figure 14 will have to be modified to

incorporate toe-of-slope estimates, depending on the ultimate vertical alignment of the

proposed river crossing. Construction easements will be required, but are not shown.


DRAFT

On the west approach to the proposed bridge, the entire proposed right-of-way for the

recommended alignment is currently owned by Akzo Nobel.

• An Offer to Purchase has been made by the City of Saskatoon, but not yet

accepted by Akzo Nobel.

• Akzo Nobel has cooperated fully with the City of Saskatoon and has provided

copies of Environmental Site Assessments (ESA’s). A former waste disposal site

is identified within the ESA’s provided. The material within the site has been

characterized.

• An Environmental and Geotechnical Engineering Consultant has been retained

to review the documents provided by Akzo Nobel; to act as the City’s

representative to the Saskatchewan Ministry of Environment; and to work with

Akzo Nobel and the Ministry of Environment to develop a corrective action plan.

On the east approach and arterial road alignment, the required right-of-way is owned by

a number of entities. Offers to Purchase and/or discussions have begun.


DRAFT

7. Initial Budget Estimate

The scope of this project estimate includes the property acquisition, environmental

clean-up, detailed design and construction of a new North Commuter Bridge.

The estimated cost of the bridge-component of the project is $102.5 Million (see Table

8). This cost estimate includes all planning and design, as well as the land acquisition

and environmental cleanup for both the bridge itself and the connecting roadways. The

construction costs include only those for the bridge.

Table 8: Preliminary North Commuter Bridge Budget

2012

2013

2014

2015

2016

Total

Budget

Functional Planning Study $100K $100K

Preliminary Environmental &

Geotechnical Investigation

$500K $500K

Land Acquisition $7.1M $7.1M

Environmental clean-up $5.0M $5.0M

Detailed Design $2.0M $2.0M

Bridge Construction $87.8M $87.8M

Total $100K $7.6M $7.0M $87.8M $102.5M

A funding plan for the connecting roadways on the east side of the river must be

developed. Typically, arterial roadways are funded through the Arterial Road Reserve.

However, given that there will be limited development along the roadways for a number

of years; an alternative plan will be required (Table 9). The estimated cost for the

arterial roads component of this project is $58.0M. This cost estimate includes all

anticipated planning, design and construction costs.


DRAFT

Table 9: Preliminary Arterial Road Budget

Length

2016

Total

Budget

McOrmond Drive

Fedoruk Dr. to Central Ave.

4,077m $25.2M $25.2M

Central Avenue

Fedoruk Dr. to McOrmond

Dr.

2,891m $17.9M $17.9M

McOrmond Drive

(4-lane, wide ROW)

Central Ave. to east bridge

abutment

2,123m $13.2M $13.2M

Marquis Drive

Wanuskewin Rd. to west

bridge abutment

273m $1.7M $1.7M

Total 9,364m $58.0M $58.0M


DRAFT

8. Projected Traffic Operations

300,000 Population

At the 300,000 population, Marquis Drive will have a 4-lane cross section, as does

Wanuskewin Road. All left-turns are accomplished with single-lane bays. The

westbound Marquis Drive right turn (on to Wanuskewin Road northbound) has a right-

turn bay; as does the Wanuskewin Road northbound right-turn to Marquis Drive

eastbound. In the morning peak hour the intersection is expected to operate reasonably

well, with an overall level of service (LOS) of “B”. However, the afternoon peak hour is

not expected to operate as well, with an overall level of service of “D”. These results

are based on projected traffic volumes and an un-optimized signal timing plan; it can be

expected that actual operation will be better through the coordination of traffic signals

up- and downstream of this intersection. See Tables 10 and 11 for the summary of

these results.

Table 10: Traffic Operations at Marquis Dr. & Wanuskewin Rd., PM Peak Hour, 300,000 Population Projection NB SB EB WB

LT Thru RT LT Thru RT LT Thru RT LT Thru RT

Vol. 325 515 355 330 165 5 70 1,425 110 70 305 75

LOS C D A C D A D E D B C A

Overall LOS: D

Table 11: Traffic Operations at Marquis Dr. & Wanuskewin Rd., AM Peak Hour, 300,000 Population Projection NB SB EB WB


Vol. 105 165 50 35 190 5 5 125 150 245 1,320 315

LOS C C A C D A C C A B C A

Overall LOS: B


DRAFT

400,000 Population with Perimeter Highway

At the 400,000 population, with Perimeter Highway, Marquis Drive and all the

associated roadways and intersections can continue to operate acceptably without

substantial modification from their opening day configurations. See Tables 12 and 13

for a summary of these findings. In the evening peak hour, eastbound traffic volumes

are expected to increase by at least 40%; northbound volumes will more than double.

The projected level of service for individual movements is highly dependent upon future

signal operation and optimization should be able to balance the demands and improve

level of service beyond what is shown in Tables 12 and 13.

Table 12: Traffic Operations at Marquis Dr. & Wanuskewin Rd., PM Peak Hour, 400,000 Population Projection with Perimeter Highway NB SB EB WB


Vol. 60 1,105 650 240 430 5 20 2,000 105 290 545 125

LOS E E B C D A D E C B B A

Overall LOS: D

Table 13: Traffic Operations at Marquis Dr. & Wanuskewin Rd., AM Peak Hour, 400,000 Population Projection with Perimeter Highway NB SB EB WB


Vol. 70 315 265 52 525 5 5 320 70 561 1,945 135

LOS D D A C D A A C A D D C

Overall LOS: D

400,000 Population without Perimeter Highway

At the 400,000 population, without Perimeter Highway, Marquis Drive will require a 6-

lane cross section; Wanuskewin Road will remain a 4-lane arterial roadway.

Wanuskewin Road northbound (on to Marquis Drive westbound) is a single-lane left-

turn bay; all other left-turns are accomplished with dual-lane bays. The westbound

Marquis Drive right turn (on to Wanuskewin Road northbound) has a right-turn bay; as


DRAFT

does the Wanuskewin Road northbound right-turn to Marquis Drive eastbound. In the

morning peak hour the intersection is expected to operate with an overall level of

service of “D”. The afternoon peak hour is expected to operate with an overall level of

service of “E”. These results are based on projected traffic volumes and an un-

optimized signal timing plan; it can be expected that actual operation will be better

through the coordination of traffic signals up- and downstream of this intersection. See

Tables 14 and 15 for the summary of these results. An innovative signal timing plan

and/or operation may be able to improve the level of service for this intersection and

should be explored as traffic volumes develop.

Table 14: Traffic Operations at Marquis Dr. & Wanuskewin Rd., PM Peak Hour, 400,000 Population Projection NB SB EB WB


Vol. 90 750 720 580 660 5 5 2,315 35 295 695 495

LOS E D A E D B F F F E C A

Overall LOS: E

Table 15: Traffic Operations at Marquis Dr. & Wanuskewin Rd., AM Peak Hour, 400,000 Population Projection NB SB EB WB


Vol. 20 480 255 315 360 5 5 435 70 540 2,205 595

LOS F E A E D A E D A E D B

Overall LOS: D

The potential impact of Perimeter Highway on the expected traffic operations at

Wanuskewin Road and Marquis Drive is significant: Through the diversion of demand,

Perimeter Highway can delay or negate the need for a 6-lane North Commuter Bridge

with substantial savings; The reduced demand may also eliminate the need to expand

Marquis Drive from 4- to 6-lanes; The reduced demand may also maintain traffic

operations at the intersection of Marquis Drive and Wanuskewin Road at a reasonable

level of service.


DRAFT

Table 16: Level of Service Standards Average Control Delay (sec./veh.)

Level of Service

General Description

<= 10 A Free Flow >10 - 20 B Stable Flow (slight delays) >20 - 35 C Stable Flow (acceptable delays) >35 - 55 D Approaching unstable flow (tolerable delay, occasional

wait through more than one signal cycle before proceeding)

>55 - 80 E Unstable flow (intolerable delay) >80 F Forced flow (jammed)


DRAFT

9. Public Consultation

The public consultation for this project occurred Wednesday March 6, 2013. An Open

House was held in association with other planning activities in the area. More than 200

people attended the Open House. The information presented at the Open House was

also available at www.saskatoon.ca. Comments forms were received from 24 people at

the Open House, and 5 people commented via the project webpage:

• 3 comments were submitted indicating full support for the proposed North

Commuter Bridge project. 3 comments indicated the need to provide high-quality

pedestrian and cyclist facilities on the proposed North Commuter Bridge.

• There is confusion between the proposed North Commuter Bridge and the

proposed Provincial Perimeter Highway. As this project advances, the distinction

between the two projects will need to be clearly identified.

• There is a desire for a high speed connection (i.e. to complete the Provincial

Perimeter Highway); an arterial road (with traffic signals) is not viewed

favourably. 5 comments were submitted indicating a preference for Perimeter

Highway instead of the proposed North Commuter Bridge.

• There is a great deal of confusion about how the system of connecting roads and

the arterial bridge are intended to operate: “just like Broadway” was not viewed

favourably. 2 comments were submitted indicating a preference for an

uninterrupted facility.

• There is a great deal of apprehension from members of the Wildlife Federation

whose facility will be on the south side of the proposed McOrmond Drive. They

want a deflection of the proposed McOrmond Drive to the south of their facility, to

postpone the relocation of their facility. 6 Comments were submitted indicating a

desire to deflect the proposed McOrmond Drive to the south of the firing range.

• The Saskatoon Police Service also expressed concern with the proposed

alignment of McOrmond Drive and the continued operation of the firing range.

They want a deflection of the proposed McOrmond Drive to the south of the

Wildlife Federation, to allow time for planning and relocation of a new firing

range.


DRAFT

10. Recommendations

The North Commuter Bridge will link the Marquis Industrial Area with the University

Heights area, providing relief to the existing Circle Drive Bridge, and will function as an

arterial bridge, operating similar to the existing University and Broadway Bridges. It is

not intended to function as a designated truck route, nor as a freeway.

• The preferred alignment for the North Commuter Bridge river crossing extends

Marquis Drive across the South Saskatchewan River and connects to the

extension of McOrmond Drive at Fedoruk Drive.

• The North Commuter Bridge should be constructed initially as a four-lane bridge;

the foundations and piers should be designed to accommodate a possible

expansion to six-lanes in the future, if needed.

• McOrmond Drive between the river crossing and Central Avenue should be

constructed initially as a four-lane arterial roadway, with a wide right-of-way to

permit the possible future expansion to six-lanes in the future, if needed.

• McOrmond Drive through the Northeast Swale should be constructed as a

narrow arterial roadway with special considerations for reducing the impact on

wildlife and the natural resources along the crossing through the swale.

• McOrmond Drive between Central Avenue and Fedoruk Drive should be

constructed as a four-lane arterial roadway. Because of the residential and

commercial development along the roadway, very effective access management

requirements will be necessary to maintain the utility of the roadway.

• Central Avenue between McOrmond Drive and Fedoruk Drive should be

constructed as a four-lane arterial roadway, access management will be

important to maintain the utility of the roadway.

• All arterial roads should initially have a posted speed limit of 60 km/hr, and as

development proceeds along the roads, the posted speed limit should be

reduced to 50 km/hr. Through the Northeast Swale, the posted speed limit

should remain at 50 km/hr.

• If required, staged arterial roads can be provided. The center median with street

lighting is required, 1 driving lane and shoulder will be necessary on each side.


DRAFT

• The intersection of McOrmond Drive and Central Avenue will require special

design considerations; a “town center” intersection should be designed to support

the “mixed-use” core area identified in the University Heights Sector Plan.


DRAFT

List of Figures

Figure 1: North Bridge Alignments Examined

Figure 2: Projected Peak Hour Traffic Volumes (300,000 Population)

Figure 3: Projected Intersection Traffic Volumes (300,000 Population)

Figure 4: Projected Peak Hour Traffic Volumes (400,000 Population) Without

Perimeter Highway

Figure 5: Projected Intersection Traffic Volumes (400,000 Population) Without

Perimeter Highway

Figure 6: Projected Peak Hour Traffic Volumes (400,000 Population) With Perimeter

Highway

Figure 7: Projected Intersection Traffic Volumes (400,000 Population) With

Perimeter Highway

Figure 8: Marquis Drive to McOrmond Drive Arterial Road Alignment

Figure 9: Typical Arterial Road Cross Sections

Figure 10: Horizontal Alignments Examined for North Commuter Bridge

Figure 11: Proposed North Commuter Bridge Plan & Profile

Figure 12.1: Marquis Drive & Wanuskewin Road Intersection – Initial, Part 1



Figure 13.1: Marquis Drive & Wanuskewin Road Intersection – Final, Part 1




Figure 14.1: Preliminary Property Acquisition, Part 1

Figure 14.2: Preliminary Property Acquisition, Part 2

MANAGEMENT AREAU OF S LANDS - EAST

Attridge

25th

Circle

Lenore

Wan

uske

win

College

51st

60th

War

man

Kerr

Ber

ini

McOrmond

Cen

tral

71stSp

adin

a

7th

Cre

s

115th

Street

Street Roa

d

Roa

d

Street

Dr

Pinehouse Dr Whi

tesw

anD

r

Cre

s

Spadina

Street

Drive

DriveDrive

Ave

nue

Cen

tral

Ave

nue

Dr

Road

Ave

Drive

Street

Dr

Pre

ston

Ave

108th St W

105th St W

CollegeDrive

Ave

Ave

St

Ran

ge R

oad

3045

Ave

Circ

leD

rive

Agra

Colleg

e Driv

e

25 30

23 24 19

13 18

Low

e R

oad

374Twp. Road

Ran

ge R

oad

Ran

ge R

oad

Ran

ge R

oad

3051

Ran

ge R

oad

3050

McO

rmon

dDr

ive

Attridge

CP Rail

Marquis Drive

Fedoruk Drive

McOrmond Drive

Cen

tral

Avenu

e

Perimeter Highway

Proposed Provincial PerimeterCP Rail

N

Proposed Provincial

Wan

uske

win

Roa

d

LENORE DR

PINEHOUSE DR

McO

RM

ON

D D

R

NORTH BRIDGE ALIGMENTS EXAMINED

MARQUIS DR

PERIMETER HWY

ARegistered Plan 78S31217

65S22382

CC

Registered Plan 96S22416

MR3

LSD 11LSD 12

LSD 14LSD 13

Reg'd Plan

Fleury Road

Connects to

Kernan Farms

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

ROADWAY ALIGNMENT

PEAK HOUR TRAFFIC VOLUMES

ESTIMATED AVERAGE DAILY TRAFFIC

4-LANE DIVIDED (ARTERIAL CLASS B WIDE ROW)

4-LANE DIVIDED (ARTERIAL CLASS B)


4-LANE UNDIVIDED(ARTERIAL "PARKWAY")

PROPOSED ARTERIAL

RA

NG

E R

OA

D 3

051

AGRA ROAD

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

ADT (NOT OPEN)

2,110

445ADT 32,160

CE

NTR

AL

AV

E

480 160ADT 7,

345

255

100

ADT 5,015

3051,615

280

ADT 8,400

LEGEND

(CO

NC

EP

T)

ADT 24,810

(VEHICLES / HOUR)PM (AM) (250)

(1,880)

(200)

(75)

(365)

(1,505)

(140)

(225)

(135)

(CONCEPT)McORMOND DR

INTERSECTION CONFIGURATIONTO BE DETERMINED


65S22382

CC


MR3

Reg'd Plan

Fleury Road

Connects to

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

LSD 11LSD 12

LSD 13 LSD 14

(CONCEPT)

1,425

108

70

355

325 51

5

305

75

70

165(5

)

330

1,605470

35

5

145

15

3055

5

15

5

10

1305

100

35

5

355

115105

5

1,185

235

125

LOCATION ALOCATION B

LOCATION C

A

B

C

ROADWAY ALIGNMENT


PROPOSED ARTERIAL

LEGEND

(VEHICLES / HOUR)876

5

(190

)

(35)

(1,320)

(315)

(245)

(5)

(125)

(150) (105

)

(165

)

(50)

(25)

(15)

(5)

(5) (135)(65)

(5)(1,500)

(5)

(355)

(5) (15

)

(115

)

(445

)

(60)

(115) (145) (5)

(80)(5)

(140)

(5)

(5)

(865)

(149) PM (AM)



(NOT OPEN)


65S22382

CC


MR3

LSD 11LSD 12

LSD 14LSD 13

Reg'd Plan

Fleury Road

Connects to

Kernan Farms

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

ROADWAY ALIGNMENT

PEAK HOUR TRAFFIC VOLUMES PM (AM)






PROPOSED ARTERIAL

RA

NG

E R

OA

D 3

051

AGRA ROAD

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

ADT (NOT OPEN)

(1,005) 3,610

1,480 (3,335)ADT 65,720

CE

NTR

AL

AV

E

1,190 (190)

(780) 390ADT 17

,328

310 (285)

(340) 460

ADT 9,595

1,025 (1,935)

(610) 1,985

280 (250)

ADT 8,400

LEGEND

(CO

NC

EP

T)

ADT 38,675

(VEHICLES / HOUR)





65S22382

CC


MR3

Reg'd Plan

Fleury Road

Connects to

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

LSD 11LSD 12

LSD 13 LSD 14

(CONCEPT)

2,315

35

5

(255

) 72

0

(20)

90

(480

) 75

0

695

495

295

660

5

580

(775) 2,355

(120) 915(45) 135

(30) 5

(580)

220

(175)

175

1,095 (2,390)

10 (5)10 (5)

275

(75)

70 (1

15)

5 (5)

(110) 180

(75) 95(240) 175

(5) 5

(35) 7

0

(970)

995

80 (85)890 (150)5 (5)

1,140

(700

)

170

(30)

145

(35)


LOCATION C

A

B

C

ROADWAY ALIGNMENT


PROPOSED ARTERIAL

LEGEND

(VEHICLES / HOUR)876 PM (AM) (149)

(5) (3

60)

(315

)

(435)

(70)

(5)

(2,205)

(595)

(540)



(NOT OPEN)


65S22382

CC


MR3

LSD 11LSD 12

LSD 14LSD 13

Reg'd Plan

Fleury Road

Connects to

Kernan Farms

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

ROADWAY ALIGNMENT

PEAK HOUR TRAFFIC VOLUMES PM (AM)






PROPOSED ARTERIAL

RA

NG

E R

OA

D 3

051

AGRA ROAD

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

800 (1,625)

ADT 35,450(545) 2,195

(640) 2,880

960 (2,645)ADT 49,615

CE

NTR

AL

AV

E

1,330 (220)

(925) 415ADT 19

,635

280 (255)

(325) 355

ADT 8,460

630 (1,330)

(310) 1,395

280 (250)

ADT 8,400

LEGEND

(CO

NC

EP

T)

(VEHICLES / HOUR)

ADT 25,410





65S22382

CC


MR3

Reg'd Plan

Fleury Road

Connects to

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

LSD 11LSD 12

LSD 13 LSD 14

(CONCEPT)

2,000

105

20

(650

) 26

5

(60)

70

(1,1

05)

315

545

125

290

430

5

240

(455) 1,760

(80) 725(40) 230

(30) 5

5(150)

430

(240)

445

665 (1,780)

115 (80)30 (5)

580

(140)

60 (1

90)

90 (2

0)

(85) 150

75 (85)(245) 170

5 (5)

65 (4

5)

535

(700)

75 (55)95 (185)5 (5)

810

(420)

185

(25)

180

(35)


LOCATION C

A

B

C

ROADWAY ALIGNMENT


PROPOSED ARTERIAL

LEGEND

(VEHICLES / HOUR)876 PM (AM) (149)

(5) (5

24)

(55)

(320)

(70)

(5)

(1,945)

(135)

(565)



(OPEN)

RIDDELLPALEONTOLOGICALSITE

EVERGREEN

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

LEGEND

ROADWAY ALIGNMENT

NORTH EAST SWALEAPPROVED CROSSING LOCATION

CR

EE

K

PROPOSED ARTERIAL

ROADWAY CROSS SECTIONCHANGE

RA

NG

E R

OA

D 3

051

AGRA ROAD

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

CE

NTR

AL

AV

E

SEE DWG249-0061-102r002

PROPOSED PROVINCIAL

(CONCEPT)

R750

R1484.5

R1050

R614

R500

R15004-LANE DIVIDED

(ARTERIAL CLASS B WIDE ROW)





R500

R200

R200

R400



ARTERIAL CLASS B (WIDE RIGHT OF WAY)

ARTERIAL CLASS B

ARTERIAL PARKWAY

ARTERIAL B DESIGN

ARTERIAL B DESIGN

1. POSTED SPEED = 50 km/h

2. NO SUPERELEVATION ON CURVES

3. FRONTAGE MAY BE PERMITTED DEPENDING ON REVISIONS TO SECTOR PLAN

4. MANAGED ACCESS

5. POSSIBLE EXPANSION TO ARTERIAL CLASS A



3. FRONTAGE MAY BE PERMITTED DEPENDING ON REVISIONS TO SECTOR PLAN

4. MANAGED ACCESS

ARTERIAL PARKWAY DESIGN



3. SIGNS: WILDLIFE CROSSING PEDESTRIAN CROSSING NO STOPPING

CONCEPT ALIGNMENT PLANS

71 ST STREET

MARQUIS DR EAST WA

NU

SK

EW

IN R

D

BR

OD

SK

Y A

VE

ARTHUR ROSE

AVE

RA

NG

E R

D 3

051

(CE

NTR

AL

AV

E)

KIN

NE

AR

AV

E

PROPOSED PROVINCIAL

PERIMETER HIGHWAY

PLAN A

PLAN B

PLAN C

PLAN D

MARQUIS DR

WA

NU

SK

EW

IN R

D

A

A

B

B

C

C

SECTION A-A SECTION B-B

FILL

FILL

FILLFILL

CUT

CONCEPTFOR DISCUSSION ONLY

CONCEPTFOR DISCUSSION ONLY

McORMOND DR

SECTION C-C

PROFILE VIEW SHOWN 10XVERTICAL EXAGGERATION

2007 LIDAR BARE-EARTH SURFACE2011 AERIAL IMAGE SHOWN

CONCEPT BRIDGE GEOMETRIC CROSS SECTIONSCALE 1:250

LEGEND

INITIAL FOUR LANE BRIDGE300,000 POPULATION FUNCTIONAL GEOMETRICSTEMPORARY LANE CLOSURE

BR

OD

SK

Y A

VE

WA

NU

SK

EW

IN R

D

MARQUIS DR EAST

≥

LEGEND


WA

NU

SK

EW

IN R

D

MARQUIS DR EAST

MARQUIS DR EAST (CONCEPT)

WANUSKEWIN RD

WANUSKEWIN RD

MA

RQ

UIS

DR

EA

ST

LEGEND


BR

OD

SK

Y A

VE

WA

NU

SK

EW

IN R

D

MARQUIS DR EAST

LEGEND

SIX LANE BRIDGE WIDENING400,000 POPULATION FUNCTIONAL GEOMETRICS

≥

MARQUIS DR EAST (CONCEPT)W

AN

US

KE

WIN

RD

LEGEND


MARQUIS DR EAST

≥

WANUSKEWIN RD

WANUSKEWIN RD

MA

RQ

UIS

DR

EA

ST

LEGEND


71 ST S

TRE

ET

WANUSKEWIN RD

LEGEND


34 ac.

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

RA

NG

E R

OA

D 3

045

FEDORUK DR

PERIMETER HIGHWAY

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

045

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E

PROPOSED PROVINCIAL

SE 1/4 SEC 18-37-04-3ISC SURFACE PARCEL:165215819

OWNER: CITY OF SASKATOON

SITE AREA: 620847.439 sq.m

LSD 5-17-37-04-3ISC SURFACE PARCEL135827365






BLOCK A 101478821ISC SURFACE PARCEL135917747



NW 17-37-04-3ISC SURFACE PARCEL135917747



NE 1/4 SEC 18-37-04-3ISC SURFACE PARCEL 118558121



LSD 11LSD 12

LSD 13 LSD 14

BLOCK A 78-S-31217ISC SURFACE PARCEL: 118974639

OWNER: SASKATOON WILDLIFE FEDERATION


SE 24-37-05-3ISC SURFACE PARCEL: 118975090



LSD 11-24-37-05-3ISC SURFACE PARCEL: 135907375

OWNER: ROBERT GEORGE FINLEY

SITE AREA : 16102.244 sq.m







CITY OF SASKATOON CITY OF SASKATOON

CITY OF SASKATOONCITY OF SASKATOON

CITY OF SASKATOON


AREA 1

AREA 2AREA 3

CITY OF SASKATOON AREA 4 AREA 5

(CONCEPT)

CONSTRUCTION EASEMENTS SHALL BEREQUIRED TO CONTAIN THE TOE OF FILLSLOPE AND TOP OF SHOULDER OF THECUT SLOPE

CONSTRUCTION EASEMENTS SHALL BEREQUIRED TO CONTAIN THE TOE OF FILLSLOPE

OWNERSHIP AREA 1

3910 WANUSKEWIN DRBLOCK A REG'D PLAN 63-S-09313ISC SURFACE PARCEL 118974651

OWNER: AKZO NOBEL CHEMICALS INC

SITE AREA : 93197.228 sq. m

PROPOSED PROPERTY ACQUISITION:

+ 43.0 m ROW 13789.0 sq.m1.379 ha3.407 ac

OWNERSHIP AREA 2

LSD 9-23-37-05-3 ISC SURFACE PARCEL: 131687769LSD 10-23-37-05-3 ISC SURFACE PARCEL: 131687747LSD 11-23-37-05-3 ISC SURFACE PARCEL: 131687758

OWNER: L&L GRAVEL & RANCHING CO LTD



42.0 m ROW 41502.7 sq.m4.150 ha10.256 ac

OWNERSHIP AREA 3

LSD 12-24-37-05-3ISC SURFACE PARCEL 135907397




42.0 m ROW 16972.9 sq.m1.697 ha4.194 ac

OWNERSHIP AREA 4

SW 19-37-04-3ISC SURFACE PARCEL: 118558143

OWNER: CANADIAN CONF OF THE MENNONITE BRETHREN CHURCH OF NA



35.0 m ROW 28262.9 sq.m2.826 ha6.984 ac

OWNERSHIP AREA 5


OWNER: N & S CONSULTING INC101100639 SASKATCHEWAN LTD



35.0 m / 32.0 m ROW 18775.9 sq.m1.877 ha4.640 ac

OWNERSHIP AREA 6


ROW VARIES 117521.3 sq.m11.752 ha29.040 ac

WANUSKEWIN DR CORNER CUTOFFS

OWNER:

NW CORNER: 67.2 sq. m 0.0067 ha 0.0166 ac

SW CORNER: 50.0 sq.m 0.005 ha 0.012 ac

SEE FIGURE 14

.2


34 ac.

MARQUIS DR

WA

NU

SK

EW

IN R

D

McORMOND D

R

CENTRAL AVE

RA

NG

E R

OA

D 3

051

FEDORUK DR

PERIMETER HIGHWAY

CR

EE

K

RA

NG

E R

OA

D 3

050

RA

NG

E R

OA

D 3

050

LOW

E R

OA

D

AGRA ROAD

LOW

E R

OA

D

CE

NTR

AL

AV

E PROPOSED PROVINCIAL

SE 1/4 SEC 18-37-04-3ISC SURFACE PARCEL:165215819









BLOCK A 78-S-31217ISC SURFACE PARCEL: 118974639

OWNER: SASKATOON WILDLIFE FEDERATION















CITY OF SASKATOON


AREA 1

AREA 2AREA 3

CITY OF SASKATOON

(CONCEPT)

CONSTRUCTION EASEMENTS SHALL BEREQUIRED TO CONTAIN THE TOE OF FILLSLOPE AND TOP OF SHOULDER OF THECUT SLOPE

CONSTRUCTION EASEMENTS SHALL BEREQUIRED TO CONTAIN THE TOE OF FILLSLOPE

OWNERSHIP AREA 7


35.0 m ROW 22207.4 sq.m2.221 ha5.488 ac



CITY OF SASKATOON

CITY OF SASKATOONCITY OF SASKATOON

OWNERSHIP AREA 8


35.0 m ROW 73249.2 sq.m7.325 ha18.100 ac

OWNERSHIP AREA 9


35.0 m ROW 2023.6 sq.m0.202 ha0.500 ac

OWNERSHIP AREA 10


35.0 m ROW 3750.7 sq.m0.375 ha0.927 ac

CENTRAL AVENUE (CONCEPT)

TO ACQUIRE A 35.0 m ROWTHE FOLLOWING AREAS AREREQUIRED

CITY OF SASKATOON

SCALE 1:7500

ENLARGEMENT

TO ACQUIRE A 35.0 m ROWTHE FOLLOWING AREAS AREREQUIRED

SEE ENLARGED AREA


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