transportation_master_plan_2007_web_version_-_chapter_3_part_2 (1).pdf

7/23/2019 transportation_master_plan_2007_web_version_-_chapter_3_part_2 (1).pdf

1/10

3.0 Roadway Infrastructure

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.

47

N:\Project Files\1009 Town of Canmore\07 2006 TMP Update\C\Report\Draft and Final Reports\Final Report\3-Final Report.doc07/09/2007


2/10

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


3/10


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:

49



4/10


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.

50



5/10


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

51



6/10


Exhibit 3.6: Link Delay Function

Exhibit 3.7shows a plot of the model domain.

Exhibit 3.7: Model Domain

52



7/10


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.

53



8/10


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.

54



9/10


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.

55


Exhibit 3.9: Equilibrium Assignment Parameters for the Canmore Model


10/10


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.

56


Exhibit 3.10: PM Peak Hour Assignment Analysis

transportation_master_plan_2007_web_version_-_chapter_3_part_2 (1).pdf

Documents