That looks so much better than before.
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No reason not to have them. |
So at no point along the kicking horse canyon project will there be 2 separate viaducts side by side, 1 for each direction. So strange how everywhere else in the world builds to that standard. But it’s BC so there will be excuses about cost…
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So does anyone have any info on the Highway one 4 lane expansion projects for Selkirk Mountain and Jumping Creek?
They are not on the BC transport projects website but are listed here as going to Procurement this summer... https://www.infrastructurebc.com/wp2...s-Brochure.pdf Also of note, not a single project in the Okanagan is listed here... The BC NDP really do hate the Okanagan it seems. |
^Hmmm - I see what you mean - but they are listed in the “Not yet Approved” section.
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I've been wondering about this now that I've tried to self-learn rock mechanics for a while.
The rock cut in question is here: https://www.google.com/maps/@51.2795...8i8192!5m1!1e4 It's a 90 m deep cut in the sedimentary rocks on both sides. My question: How is it that there hasn't been major rock falls through there since 2007? |
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BC MOTI will be busy with 2021 flood recovery for a few more years, I expect many of these minor projects (Boucherie and Westlake Road, Quesnel Bypass) to be on the backburner until then. |
Would still be nice to be linked a basic schematic on their website.
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Kicking Horse Canyon from late April.
https://live.staticflickr.com/65535/...24e43b07_h.jpg Protection Mesh Along Cut 4 by B.C. Ministry of Transportation and Infrastructure, on Flickr https://live.staticflickr.com/65535/...5a761b4c_h.jpg Excavation at Cut 4 by B.C. Ministry of Transportation and Infrastructure, on Flickr |
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Nice to see Ford to Tappen get underway.
Hoping BC announces a few fore “Projects Under Development” for their Kamloops to Alberta 4-Laning program soon. |
I just came across this for 101 on Sunshine Coast: https://www2.gov.bc.ca/gov/content/t...planning-study
That's cool. |
I saw today 4 laning plans on Hwy 1 east of Revelstoke between the McDonald snow shed and Jumping Creek.
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The Kicking Horse Phase 4 has been an enormous project, so after its completed, many smaller 4 laning projects will hopefully be announced. The work in Chase and Salmon Arm should be mostly completed by then, and Tappen 4 laning and RW Bruhn Bridge replacement in Sicamous should be well underway.
After the 2 Chase projects, the 2 Salmon Arm projects, and Tappen project are completed, there will be less than 20km of 2 or 3 lane highway remaining between Kamloops and Salmon Arm. BC should work on getting that all finished up, so then its 4 or more lanes continuously from Horseshoe Bay to Salmon Arm. And, the title of the entire initiative could be shortened 'Salmon Arm to Alberta 4 laning' instead of 'Kamloops to Alberta'. Seems a little less daunting of a name. On the outskirts of Chase there will be a short section of 2 lanes remaining, through the Neskonlith Indian Band. Planning for the widening of this section is supposed to be in the works. The government is in much consultation with the First Nations and working out a land swap. There will likely be many band members and companies working on the project when it happens. At least when that one is complete, the continuous 4 lanes from the coast will end at Chase. Not quite Salmon Arm, but really shouldn't be much to finish through Sorrento and from Tappen to Salmon Arm. |
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Maybe you missed the entire conversation about the lack of Federal funding and the extreme price per km. |
@Ozabald might have Sorrento and Salmon Arm in mind in that comment.
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Thanks tv |
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:cheers: |
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Look at the Inland Island highway (BC-17). Many planned interchanges were not built and the original highway was shoehorned in to be used between Lantzville and Parksville; rather than upgrading or building a new stretch. |
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There's no need for a full freeway from Kamloops to Alberta. Putting an interchange at frickin Craigellachie doesn't add any benefit. There are two reasons for upgrading a highway: traffic flow and safety. Traffic flow is not affected by a small rural access road. Safety is also not an issue at this type of intersection. What about the Manitoba bus crash? That was not just a rural access road, it was the main access to the town of Carberry. An interchange is warranted here. Same with Valleyview, Chase, Sorrento, Salmon Arm, Sicamous, Revelstoke, and Golden. But a full freeway is overkill. Don't get me wrong, there should be 4 lanes from Kamloops to Alberta yesterday. Build it up to the standard that other western provinces have. Not a freeway.
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There are other criteria than AADT when upgrading a highway to a freeway. The importance of the corridor, its connectivity, promoting economic development and safety are other factors. The TCH between Kamloops and Calgary is the primary trade corridor in Western Canada. It connects to the largest port in Canada and one of the largest on the West Coast; plus connects the 3rd largest CMA to the 5th largest CMA in the country. Plus, it's an unsafe highway in many parts. Absolutely, the TCH should be a fully control-access four lane highway built to US Interstate or Ontario 400-series standards. |
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Good article.
https://fvcurrent.com/p/fraser-valle...-highway-delay |
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Just checked some trucking videos, none of the recently upgraded section have driveway access, even the Salmon Arm segment. Frontage road are built on both sides, so shouldn't be too difficult for the upgrade to freeway eventually. Not sure how they will do it for the downtown segment though.. maybe bypass starting from the 10th Ave intersection? But again that's probably not something to worry about before the entire highway is upgraded to 4 lanes first. The exit number for the new Salmon River Road interchange seems to be 478. PS. video for the Salmon Arm upgrade is quite hard to find... |
Extended fall Highway 1 closures east of Golden for final construction push
http://https://news.gov.bc.ca/releases/2023MOTI0143-001417 |
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I would agree that while TC-1 needs to be upgraded to a 4-lane expressway, it doesn't need to be a full freeway between Kamloops and Alberta border. Interchanges should be required in all urban areas, as already listed, as well as the general requirement that no traffic signals would be permitted - if it needs signals, build an interchange. Going against the current gov't philosophy that "highways connect communities, not bypass them", TC-1 should bypass built up areas where you can't construct interchanges, but maintaining an expressway standard in rural areas. With other corridors also needing long-overdue upgrades and limited funding, the reality is that BC freeway investments could be better spent elsewhere. Saying that, BC should also be required to also have a long-term access management strategy for TC-1 along the entire route. Even if rural access interchanges wouldn't be initially needed/constructed, locations should be identified and ROW established, so they could be more easily added at a later time. Even if that Craigellachie or Donald interchange isn't needed today, provisions should be included so it could be built 50+ years from now. |
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This is not acceptable for the TCH: https://www.google.com/maps/@51.0377...8192?entry=ttu or this: https://www.google.com/maps/place/Me...NzBs?entry=ttu Low volume intersections should be closed or if they have to be maintained, a culvert underpass can be used. Newfoundland uses them for very low volume interchanges on the four-lane sections of their TCH. Much more cost efficient than a diamond interchange. Here's an example for the entrance to Butterpot Provincial Park; west of St. John's. https://www.google.com/maps/@47.3818...6656?entry=ttu |
A good example to learn from will be MTO twinning TCH between Thunder Bay and Nipigon. Interchanges are all future-proofed.
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The challenge in the prairies is the Dominion Land Survey, where you theoretically have a rural road crossing the highway in 1-mile increments (granted not all were built). There are also some minor/secondary highway crossings that wouldn't initially require interchanges. At least Alberta has been doing some planning to address their sections, with ROW set aside for bypasses around Strathmore and Medicine Hat, as well as developing an access management strategy to convert its section to a freeway. Who knows when any of it will be funded. But like the BC Interior, a lot the rural prairie sections don't have the traffic to warrant a full freeway/interstate conversion. |
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