Plans for a Rail Rapid Transit System in Edmonton [1964]
By D. L MacDonald, Superintendent, and D. R. Walker, Transportation Engineer, Edmonton
Transit System
Just one year ago, preliminary studies were completed and plans prepared
for a future Rail Rapid Transit System in Edmonton, Alberta, a city of some 304,000 persons within its boundaries and
Canada's fourth largest city. Even considering the Metropolitan population of 350,000, it might seem strange that such a
moderately sized city should be considering a sophisticated rapid transit system.
However, from several projection methods it was concluded that the Metropolitan population of Edmonton would likely
double between 1961 and 1980, to about 660,000. Employment, as an indicator of the forecast activity within the Central
Business District, has been estimated at 88,400 in 1980, compared to 48,100 in 1961. Furthermore, reasonably reliable
projections indicate that Edmonton's Metropolitan population would very likely exceed a million persons before the turn
of this century.
Such changes would be well beyond the capabilities of the present transit, surface street and traffic systems and of the
parking facilities, particularly on the approaches and within the central downtown area. While Edmonton has indeed been
fortunate in that the present growth has been largely accommodated within the facilities provided for in the origins of
the city, these are approaching saturation and most certainly could not accommodate the projected increases in
transportation volumes nor any significant change in the choice of travel modes. In this respect Edmonton's traffic,
transit and parking outlook is substantially the same as that of older and somewhat larger North American cities.
With those factors recognized, transportation planning began in earnest about three years ago. Work was carried out to
examine and prepare in some detail plans for a suitable higher capacity, efficient and attractive public transportation
system to serve the needs of the future Edmonton. Thus the plans for a modern, high performance, high capacity, rail
rapid transit system were developed for Edmonton.
In summary, these plans provide sufficient detail so that the rights-of-way may be protected and the system ultimately
constructed at the most favorable cost. They provide the manufacturers of equipment with a guide to the needs of a
medium-sized city for consideration by research and development teams working on equipment for larger systems. In the
same context, these plans provide Edmonton with a useful standard of comparison for various proposals that may be
expected in the future. They provide the planners of Edmonton with sufficient information to incorporate the system
and its many implications in the long-range plans of the City. Subsequently, developments can be achieved in accordance
with these plans and derive maximum benefit from them. In the interim, the surface transit system would be adjusted
toward the new system, particularly in such phases as park and ride schemes and the like.
In conclusion, it is hoped that at best Edmonton will proceed with some initial sections of these plans (particularly
using the railway rights-of-way, and the downtown distributor subway) at some point within the next ten years to
relieve congestion in the downtown area and its approaches, along with a number of cross-town major roadway improvements.
Thus these transportation improvements could be coordinated from the outset rather than concentrating solely upon the
roadways as has been done in so many cities.
At the very least, these plans provide for the ultimate achievement of an efficient, higher performance system at the
most favorable cost in the future.
RAPID TRANSIT FOR THE CITY OF EDMONTON
Bechtel Corporation, San Francisco
A rapid transit system has a profound effect on the character, size,
shape and economy of a large metropolitan area. Responsible civic planners, city officials and students of urban affairs
have carefully documented each of these points in the public press and in association and technical journals.
The proponents of a wide dispersal of the Central Business District all too often urge decentralization because of the
belief that no other reasonable solution exists. However, sound zoning philosophy and sound economics, as well as
sociological considerations call for the grouping of certain activities and the dispersal of others. This very grouping
or zoning creates and enhances the central business and cultural area which supplies vitality and imparts character to
the entire urban structure. Good rapid transit, coordinated with a well-planned system of highways, parking facilities
and bus transport will contribute to the health and stability of the central business district and hence the entire
metropolitan area.
AN IMPORTANT ASSET
Rapid transit should be recognized as an important municipal asset, the value of which extends to all the citizens of
the area and not just to those who pay their fares for the privilege of riding the trains. It should be regarded as an
essential service in the same light that a good street system, a good water system, a good police and fire protection
system, and other public services are regarded.
Inordinate reliance upon the automobile is giving way to an enlightened appreciation of the necessity
for balanced transportation plans incorporating the best features of all modes. In 1962, over 90 percent of the
peak hour trips to downtown New York City were by mass transport, with comparable figures of 87 percent in Chicago, and
78 percent in Philadelphia. Similarly, Traffic Research Corporation of Toronto reports transit usage up to 80 percent
in Toronto. These figures indicate the degree to which these facilities are utilized.
PLANNING SAVES CASH
Planning for a rapid transit system in advance of the time when it should become a reality through necessity affords
many opportunities for cost savings. The common experience in large cities is that rapid transit becomes more expensive
as the need becomes more critical. Early planning provides the opportunity to select the best physical arrangement for
service to the public at optimum cost. Layout of the routes can be made with the least interference from or to existing
buildings, roads, industrial plants and residential property, and the most direct and economical routes with the best
station locations and spacing can be obtained.
Construction costs mount as the city becomes more densely developed. Also the construction itself contributes more to
the temporary disruption of the normal activities of the city. This is particularly acute in the central core where the
relocation of existing underground utilities can be a major cost item. Interference can be avoided because the planning
of new utilities can anticipate future construction. For example, in the San Francisco downtown portion of the Bay Area
Rapid Transit System, relocation work is estimated to be over 10 percent of the total construction cost.
STIMULATES CORE GROWTH
One of the most significant advantages of having a planned system lies in its influence on general land use. It is well
demonstrated that desired land development has been realized in cities such as Toronto, New York, Cleveland, Stockholm,
and Copenhagen, to mention but a few. In each case this high capacity mode of transportation, which requires the minimum
amount of land per passenger mile when compared with all other transportation modes, has enhanced and stimulated the
growth of the central core while implementing the desired development of land in outlying areas.
The City of Edmonton, by its determination to plan ahead, is making a serious effort to avoid the problems which so
many cities face today because the great peak hour tide of passenger movement has increased with a rapidity that has
completely overwhelmed their transportation facilities.
