Manitoba | Highways

[Carboy15]

Originally Posted by WildCake

Additional fun facts - St Anne's road used to go cross the floodway through Grande Pointe (Now Hallama dr./ PR 300), through Ile des chênes (now main street and Lamoureux rd.), following now PR 210 to Linden where there is still a road name St Anne's road.

It currently dead ends at a municipal road, so I can't piece together where it's alignment used to continue. I found online snippets saying it went to Ste Anne (as per the name) and Steinbach. Not sure if there was a branch in the road, or it wound itself northward to Ste Anne then south to Steinbach.

I was just looking at that today. It's alot like Dawson Road, but broken into a few segments. Many of those Historical Routes used to be all in one piece.

A bit irrelevant, but Angle Road in Portage La Prairie also used to run on the former Great Northern Railway Line. I believe it connected to Gretna with the BNSF at Neche.

[TimeFadesAway]

Originally Posted by Mr Tall Forehead

It must have hooked northeasterly from where it dead ends towards the town of Ste Anne.

https://www.gov.mb.ca/mao/map_landusedev/index.html

If you look at property boundaries of some of the river lot parcels southwest of Ste Anne you can see snippets of the closed right of way of the old road.

Pretty cool history. Similar to the part of Route 90 called Oak Point Highway which used to be the original trail out to the community of Oak Point on Lake Manitoba (I think Notre Dame is part of that original road as well) or Pipeline Road which used to go to Winnipeg's original water source up by Oak Hammock Marsh before the Shoal Lake pipeline was built in 1910's.

On a similar historical note, McPhillips (which becomes Highway 8) was the 2 mile road that marked the back end of the hay allowances of the river lots on the west side of the Red. The lots were 1 mile deep from an ownership perspective, but then the owner of that lot had first rights to hay on the next mile behind their property. After that was the road.

[Mr Tall Forehead]

Originally Posted by TimeFadesAway

On a similar historical note, McPhillips (which becomes Highway 8) was the 2 mile road that marked the back end of the hay allowances of the river lots on the west side of the Red. The lots were 1 mile deep from an ownership perspective, but then the owner of that lot had first rights to hay on the next mile behind their property. After that was the road.

Yep. I think Wilkes and Saskatchewan Ave were the two mile roads for the river lots along the Assiniboine River and I think Waverley was the two mile road on the west side of the Red.

[Carboy15]

https://engagemb.ca/pth1

[Dengler Avenue]

Originally Posted by Carboy15

https://engagemb.ca/pth1

Okay, so our discussion so far is indeed aligned with M.T.I.‘s intention.

[drew]

I really hope no significant efforts or costs were associated with investigating the feasibility of corridor options 4, 5 and 6... Obviously those make zero sense.

[Carboy15]

Originally Posted by drew

I really hope no significant efforts or costs were associated with investigating the feasibility of corridor options 4, 5 and 6... Obviously those make zero sense.

Totally agree. Why are they even listed, knowing they just twinned a brief segment of Highway 1. Would be astronomical anyways without giving much benefit.

[Carboy15]

For the please elaborate section, here's what I wrote:

Proposal for Twinning Highway 1 in Whiteshell, MB
As a frequent traveler on Highway 1 through the Whiteshell area, I have observed that the highway poses significant safety risks due to its narrow design and head-on traffic. To improve safety and efficiency, I strongly support twinning the highway using the existing alignment. The most effective approach would be:

Option 1: Expanding the Existing Alignment
This option is the most practical, cost-effective, and efficient way to twin Highway 1. The key elements include:
* Lane Expansion & Separation
* Constructing two additional lanes on the north side of the existing highway.
* Installing a tall concrete barrier (similar to the twinned section of Highway 1 east of Kamloops, BC) to prevent crossover collisions and improve safety.
* Access Management for Safety & Traffic Flow
* Barren Lake Access:
* The existing access would be removed to maintain a free-flowing highway.
* A full flyover would be costly, so a Right-In-Right-Out (RIRO) intersection would be a more affordable alternative.
* To allow for safe turnaround access, the interchange at Highway 301 near Falcon Lake and the flyover at 301 West could be upgraded to diamond or dumbbell interchanges.
* While this may require a longer route for Barren Lake residents, the impact would be minimal assuming most travellers probably perfer to use Highway 1 anyway.
* Lyons Lake Access:
* Instead of maintaining a direct intersection, traffic could be redirected to an intersection just east of the weigh station. This reduces the number of conflict points, decreasing the likelihood of accidents.
* The trumpet Interchange at 44 should have a slip lane allowing for Westbound travellers to turn around and go East to Lyons Lake.

Options 2 & 3: Full Road Realignment
* A complete realignment of Highway 1 would be unnecessarily expensive and excessive for the current and projected traffic levels.
* The existing alignment is functional, and modifications such as minor curve adjustments could be considered where needed, rather than a full redesign.

Conclusion
Expanding the highway using the existing alignment while incorporating safety barriers and controlled access is the most practical, cost-effective, and efficient solution. This approach improves safety, reduces head-on collisions, and minimizes unnecessary disruptions while keeping construction costs manageable.

[Carboy15]

https://stroadz.glide.page/dl/d0a5f4/s/c0a8e8/r/3xfBKoFj0WDCVHN5Dmw7

https://stroadz.glide.page/dl/d0a5f4/s/c0a8e8/r/RlnjWVa7KEwUleezcNeW

[Dengler Avenue]

Originally Posted by drew

I really hope no significant efforts or costs were associated with investigating the feasibility of corridor options 4, 5 and 6... Obviously those make zero sense.

I wonder if those options were listed before M.T.I. and MTO figured out where their respective portion of the twinned highway will meet.

[Mr Tall Forehead]

Originally Posted by drew

I really hope no significant efforts or costs were associated with investigating the feasibility of corridor options 4, 5 and 6... Obviously those make zero sense.

I was going to come post the same thing. It’s almost embarrassing that they included them. You just know this will result in some group of blowhards being stunned at the end of this all that the south of High Lake route wasn’t chosen FFS.

[Carboy15]

Originally Posted by Mr Tall Forehead

I was going to come post the same thing. It’s almost embarrassing that they included them. You just know this will result in some group of blowhards being stunned at the end of this all that the south of High Lake route wasn’t chosen FFS.

Totally. And for what purpose anyways? The existing alignment is functional, just needs to be twinned. And in landforms like this, that would be astronomical and beyond overkill. Even a North Barren Lake Bypass is a bit absurd. All that is needed there is a RIRO and redirect local traffic to interchanges.

[KnickKnack]

Originally Posted by Mr Tall Forehead

It must have hooked northeasterly from where it dead ends towards the town of Ste Anne.

https://www.gov.mb.ca/mao/map_landusedev/index.html

If you look at property boundaries of some of the river lot parcels southwest of Ste Anne you can see snippets of the closed right of way of the old road.

Pretty cool history. Similar to the part of Route 90 called Oak Point Highway which used to be the original trail out to the community of Oak Point on Lake Manitoba (I think Notre Dame is part of that original road as well) or Pipeline Road which used to go to Winnipeg's original water source up by Oak Hammock Marsh before the Shoal Lake pipeline was built in 1910's.

What is this witchcraft? I never knew this map existed, now I'll be wasting a few hours on there for sure.

Thanks Mr. Forehead

[bodaggin]

With the Federal Election on the horizon and infrastructure/trade being a heavy focus, there's no better time than now to pressure candidates to nationalize the Trans-Canada Highway. To complete full coast to coast twinning, grade separation, and 140kph design speeds. All with federal dollars.

This would take a massive load off our provincial gov finances.

Apply pressure.

[Chrisforpm]

Originally Posted by bodaggin

With the Federal Election on the horizon and infrastructure/trade being a heavy focus, there's no better time than now to pressure candidates to nationalize the Trans-Canada Highway. To complete full coast to coast twinning, grade separation, and 140kph design speeds. All with federal dollars.

This would take a massive load off our provincial gov finances.

Apply pressure.

This is a great idea! About 60 years overdue.

[craner]

Originally Posted by Carboy15

https://engagemb.ca/pth1

Personally I like Option 2 - Northern the best but I’ll just be happy to see this done.

[Carboy15]

Originally Posted by craner

Northern the best but I’ll just be happy to see this done.

Agreed. This should've been done 10 years ago. Sadly we had to wait for accidents happen in order to get this done.

[WildCake]

Originally Posted by Carboy15

Totally. And for what purpose anyways? The existing alignment is functional, just needs to be twinned. And in landforms like this, that would be astronomical and beyond overkill. Even a North Barren Lake Bypass is a bit absurd. All that is needed there is a RIRO and redirect local traffic to interchanges.

It might have been to appease any Falcon Lake residents complaining about how close to town the busy highway is. Now MTI/consultants can say "well we looked at moving the highway away from town but it would cost astronomically way too high plus MTO would have to meet us at the border too, so no can do".

Hopefully it was a matter of drawing in the wild alignments in that document and quickly filling in those coloured boxes on Excel, rather than sending surveyor Steve in the bush for an extended period of time.

[bomberjet]

They keep going with my ideas. The northern route is the best.

I do note the "accomodates future interchnages" line item in the scoring matrix. So that tells you everything about how it's going to be done.

[Carboy15]

Originally Posted by WildCake

It might have been to appease any Falcon Lake residents complaining about how close to town the busy highway is. Now MTI/consultants can say "well we looked at moving the highway away from town but it would cost astronomically way too high plus MTO would have to meet us at the border too, so no can do".

Makes sense. Noise could be a problem in the area, which is probably why the North Barren Lake Alignment would make sense.

https://stroadz.glide.page/dl/d0a5f4/s/c0a8e8/r/OoKVSdJJPTHfCYVV7MdK

I got an Interchange design for Freedom Road if that is the case. And the good thing is that it would still keep traffic moving during the construction period.

https://stroadz.glide.page/dl/d0a5f4/s/c0a8e8/r/k6Ac8oNpwWoNqRcNrINQ

And a diamond Interchange definetely should be considered at Highway 301 if a 1A gets proposed on the former alignment