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as part of the 2006 TMP scope of work, it is recognized that this corridor is in need of
improvement. It is therefore recommended that the Town consider reconstructing this
section of roadway as either (a) a two lane, two way roadway with separate parking lane
and consolidation of access where possible (similar to the treatment implemented in
Golden, BC), or (b) development of the roadway as a two lane one way operation, alsowith a separate parking lane and consolidation of access (similar to the treatment
implemented in Airdrie, AB). There may be merit to retaining two way operation, or
converting it to one way operation, though this would require further study prior to
developing a recommended plan. As such, the necessary exercise would entail the
undertaking of an Access Management Plan and Conceptual Design Study. It is
recommended that the Town seek to undertake this study in the near term.
3.3.9 Summary of Short Term (Immediate) Traffic Improvements
The analysis outlined in Section 3.3 identified a series of Short Term improvements for
immediate implementation. Most of these were identified previously in the 20012 TMP.
A summary of the Short Term improvements are illustrated on Exhibit 3.4.
3.4 LONG-TERM TRAFFIC VOLUME PROJECTIONS
3.4.1 Background
The 1993 Town of Canmore Transportation Studyprepared by IMC Consulting Group,
Inc (IMC study) contained some specific recommendations for the long-term roadwaynetwork for a 20,000 population horizon. The forecasting undertaken in the 2001
Transportation Master Plan involved a manual adjustment and linear extrapolation of the
IMC forecasts based on changes in road network and other factors. Specific changes
included in the 2001 analysis included the following:
The proposed Spine Road that was recommended to connect the Three
Sisters area to the Trans Canada Highway via a new bridge over the Bow River
is not included in the long term road network. Instead, the Mid-point
Interchange will be used as the primary route between the Three Sisters area
and the Trans Canada Highway.
The loop roadway from Silvertip to Eagle Terrace has been modified such that
no direct travel between these two areas is currently permitted.
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C:\h_drive\projects\Bunt\1009 07\1009 07_Exhibits_3 7_3 8.cdr 13/04/07 WOZ
IMPROVE MID BLOCK CROSSINGS
- TRIM AND MAINTAIN VEGETATION
- INSTALL ADVANCE WARNING SIGNS
- BAN NORTH SIDE PEDESTRIAN CROSSING
- APPLY CHIP SEAL TO SOUTHBOUND APPROACH
- PROVIDE PEDESTRIAN SIGNAL PHASES
- INSTALL SIGNAGE
- INSTALL PEDESTRIAN BUMP-OUT
IMPROVE PEDESTRIAN CROSSING SAFETY BY
PROVIDING IMPROVED SIGHT LINES AND
ADVANCE WARNING SIGNAGE
INSTALL REDUCED SIGHT DISTANCE SIGNS
REPLACE EXISTING 3-WAY STOP WITH
A 2-WAY OR 4-WAY STOP CONTROL
INSTALL LANE STRIPING
POSSIBLE FUTURE ROUNDABOUT LOCATION
PROVIDE PEDESTRIAN SIGNAL PHASES
IMPROVE INTERSECTION GEOMETRY
OTHERRECOMMENDATIONS
UNDERTAKE ACCESS MANAGEMENT STUDY
CONSTRUCT AT GRADE
TRAIL CROSSING OVER RAIL
- CONSTRUCT A REGIONAL MULTI-USE TRAIL
- CONSTRUCT A PEDESTRIAN BARRIER
ALONG TRANSCANADA HIGHWAY
CONSTRUCT SIDEWALK TO PROVIDE
CONTINUOUS PEDESTRIAN LINK
CONSTRUCT SIDEWALK
MONITOR TOWN
CENTRE INTERSECTIONS
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The future traffic volume projections developed in 2001 were coarse, and were intended
for a high level review of possible infrastructure improvements. The RFP issued by the
Town for the 2006 update included consideration of a full re-working of the forecasts for
the 30,000 population horizon to specifically consider new land use, population and
employment data, approved ASPs developed in the time since the 2001 TMP, and theuse of a computer based tool to provide the Town with a means to re-assess the adequacy
of the road network and associated infrastructure improvements in the future.
Bunt & Associates chose to utilize the VISUM software package, a traffic forecasting
model developed by the PTV Group. Bunt & Associates initially recommended using T-
model for this purpose, but it was found that this model was no longer being supported
and that it had been integrated into the VISUM framework. Bunt & Associates therefore
included PTV on the project team to participate in the development of a VISUM model
for the Town of Canmore for the 30,000 population horizon.
3.4.2 Development of Traffic Forecasting Model
This document is intended as a guide for those using the City of Canmore model, to
understand in a general sense how the model was crafted and implemented. The model is
a four-step model process containing: trip generation, trip distribution, mode choice, and
assignment. The first part will review the data provided and network assumptions.
Following, the model validation will be described.
3.4.2.1 Data and Network
Road and Intersection Coding
The VISUM software platform was used, specifically, version 9.44-4. Base network
information was imported from NAVTEQ tiles. Roadway classification, speeds and
capacity were provided to PTV and modified to best fit the vehicle counts provided. In
select cases the speed was modified on arterial links to 70 km/hr (kph). A table of the
link coding is below:
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Table 3.2: Assumed Link Volumes and Speeds
Link TypePer Lane per Hour Capacity
(vehicles)Speed (kph)
Freeway 2000 110
Provincial Highway 1700 70
Ramps 1500 50
Arterials 1500 60
Secondary Highway 1500 60
Collectors 1400 50
Local 1200 varies
Intersection control was coded based on data provided to PTV for the project. Table 3.3
describes the control type.
Table 3.3: Intersection Control Modeling
Node Type Type Number K4
Uncontrolled 1 1
Two-Way Stop 2 0.35
Signal 3 0.45
Ramp Diverge 4 1
Ramp Merge 5 1
All-way Stop Roundabout 6 0.30
K4 is the coefficient for node capacity calculation. Junction capacity in the Canmore
model is calculated as the capacity of the inbound roads multiplied by K4. Intersection
control information was provided to PTV by Bunt Engineering and Associates. Two-way
stop control had special delay links coded. Special delay links assign the delay to the
approaches that must stop and wait for the opposing movement to clear in order to pass.
Roundabouts are coded as if they were an all-way stop. Roundabouts and all-way stops
share the delay for each approach leg.
Turning movements at intersections were also coded. Table 3.4 summarizes the input
parameters showing single-lane capacity, delay, and allowed movements for each turn
type in the Canmore transportation model network. U-turns were not allowed. Other
movements may not be allowed based on information received by PTV from the Bunt
Engineering & Associates.
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Table 3.4: Intersection Delay and Capacity
Turn Type Delay (seconds)Per Hour Capacity
(turning vehicles)
Through 0 no restriction
Left 10 180
Right 6 400
U-turn 0 not allowed
Link and node delay are defined in the model stream. Exhibits 3.5 and 3.6demonstrate
an example of the link and node delay function used in the Canmore model. Delay
functions serve to define how much impedance one experiences by using a specific road
or passing through an intersection. The same function with coefficients specific to each
network type is used for all links and nodes except uncontrolled local street intersections
which are a coded with a constant amount of delay.
Exhibit 3.5: Node Delay Function
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Exhibit 3.6: Link Delay Function
Exhibit 3.7shows a plot of the model domain.
Exhibit 3.7: Model Domain
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Land Use and Transportation Analysis Zones (TAZ)
Canadian census geography defined the structure for the Canmore model. Census
information provided to PTV was the basis for TAZ boundaries and provided the
activities for trip generation. In TAZ 25 and 27 the commercial land uses were updatedbased on field information provided to PTV. Connectors were coded in multiple
locations to provide access points to the zones. Land use types are listed in Table 3.5.
Table 3.5: Land Use Modeling
Land Use Category Units
Permanent Resident Residents
Non-Permanent Resident Residents
Office Employees
Commercial (including retail) Employees
Education Employees
Hotel Employees
Manufacturing Employees
Trip Generation, Distribution, and Assignment
The Canmore model is a land use based evening peak hour simulation. Trips were
generated based on data provided from a recent travel survey conducted in Canmore.
The survey was especially helpful in estimating external trip activities (i-x, x-i, and x-xtrips). The travel survey also helped define the number of trips by purpose. In the future
additional survey data would help refine travel characteristics used in model
development.
Trips are created in the Canmore model simply by factoring land use activities by a trip
generation factor specific for each activity. The subsequent trips need to then be
distributed to develop an origin-destination matrix. A modified gravity type formula is
used for each trip purpose. An example of the function is included in Exhibit 3.8.
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Exhibit 3.8: Trip Distribution Function for Home-Work Trip Purpose
The travel survey conducted in Canmore was also helpful in setting the parameters for the
trip distribution step. These parameters defined the frequency distribution of trips by
time interval. The trip distribution parameters are listed in Table 3.6by trip purpose.
Table 3.6: Trip Distribution Modeling
ParametersTrip Purpose
a b c
Home-Work -2.5 2 100
Work-Home -2.5 2 100
Home-Other -2 3 200
Other-Home -2 3 200
Non-Home -2.5 2.5 100
The only mode in the Canmore model was the automobile mode. Other modes can be
built into the model in the future as data and analysis needs support these enhancements.
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Assignment is a multi-equilibrium procedure. Equilibrium assignment is an optimal
strategy method where as all paths are assigned in the system aggregate routing reaches a
minimum time, distance, or combination of the two. In the Canmore model equilibrium
assignment routing is based on optimal time strategies. The initial impedance is defined
as the average of the free-flow and constrained routing in the network. The processiterates until the assignment reaches its solution. The assignment process of trips gives
us what many people first look at in a modeling system: roadway volumes and the
subsequent operational characteristics. The parameters of the assignment are listed in
Exhibit 3.9.
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Exhibit 3.9: Equilibrium Assignment Parameters for the Canmore Model
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Multi-point assignment (MPA) was used in the Canmore model. MPA allows discrete
shares to be assigned to the network at logical locations for transportation analysis zone
ingress and egress. VISUM allows shares and connectors to be modified as access and
land use changes in a zone using multi-point assignment.
Model Validation
PTV received vehicle ground data for the evening peak hour. Turning movement, daily
volume, and evening peak hour counts were used to validate the model set for Canmore.
To accept a model, an evaluation of model roadway volumes are compared to observed
counts. A corresponding plot of this comparison is generated and statistical outcomes are
measured. Generally accepted practice is an R-squared value of 0.88 or greater, a slope
near 1.0, the percent (In) greater than 75, and an RMSE less than 35 percent. An R-
squared value above 0.9 is considered well calibrated. The model assignment analysis is
illustrated below in Exhibit 3.10. The Canmore model is well within the prescribedthresholds for acceptable practice having an R-squared value greater than 0.9, a percent
in of greater than 90, and the RMSE less than 32.
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Exhibit 3.10: PM Peak Hour Assignment Analysis
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