6. Traffic Operations Analysis

Traffic operations analyses were carried out as a supplement to the INTEGRATION modelling, and were used to provide an initial indication of problem areas, a check on the modelling results and a means of diagnosing operational deficiencies. The analysis examined each component of the Highway 417 corridor individually. As such it does not completely reflect interactions among the components (e.g., "metering" of flow into a highway section due to an upstream capacity constraint), but it facilitates identification of specific operational problems and quick testing of improvements.

6.1 Analysis Methodology

6.1.1 Procedures

The traffic operations analysis of the Highway 417 mainline was carried out according to the procedures of the Highway Capacity Manual, 2000 Edition (HCM). Calculations were performed using the Highway Capacity Software, Version 4.1c (HCS). The HCM procedures for freeways require that the facility be broken down into the following segments for analysis:

• Weaving sections are the parts of the freeway mainline that are between adjacent on and off ramps, a maximum of 750 m apart;
• Ramp influence areas are the parts of the freeway mainline that are within 450 m upstream of off-ramps and 450m downstream of on-ramps, except weaving areas;
• Basic freeway segments are all parts of the freeway that are not within weaving areas or ramp influence areas.

Signalized or unsignalized intersection analyses were also completed for all ramp terminal intersections and for certain key intersections near ramp terminals. The intersection analyses were generally completed using HCM procedures and HCS. Synchro 5 software was used for the analysis of five-leg intersections and intersections where accurate representation of actuated signal operations was required to match analysis results with actual operating conditions. For example, where the transitway intersects with Woodroffe Avenue, the bus signal is actuated and is only called when a bus is present. Synchro accurately represents the actuation pattern produced by the actual bus volumes, while HCS assumes actuation of the bus phase to its maximum green time on every cycle. The Synchro software can provide outputs similar to HCS for individual intersections, based on HCM procedures.

6.1.2 Limitations

The HCM analysis methodologies incorporate several limitations that must be kept in mind when interpreting the results. The most important limitations include:

• Weaving sections longer than 750 m and ramp speed change lanes longer than 450 m cannot be directly analyzed. They are treated as combinations of ramp influence areas and basic freeway segments.
  
• Continuous auxiliary lanes between interchanges are treated as basic lanes if the upstream on-ramp is more than 900m from the downstream off-ramp. The basic freeway segment methodology does not provide any capacity adjustments for inclusion of a continuous auxiliary lane in the segment.
  
• As noted above, interaction between adjacent segments is not fully represented. Calculations for ramp junctions include some allowance for the effects of adjacent ramps, and intersection analysis makes some allowance for the operational effects of adjacent intersections. However, none of the methodologies capture the effects of queuing from adjacent segments.
  
• The analysis is not fully calibrated to local conditions. In accordance with the HCM methodologies, default/calculated values were used for several factors that adjust for conditions such as terrain, truck percentages, driver population, etc. The values of these adjustment factors are based on research conducted at various locations throughout North America. Although they can be assumed to provide a reasonable approximation of North American driver/traffic behaviour, they may not fully represent driver/traffic behaviour in the Ottawa area.

6.1.3 Results

The results of the traffic operations analysis are stated in terms of level of service (LOS). The LOS is assigned on the basis of one or more measures of effectiveness generated by the analysis procedures; LOS definitions vary, depending on the type of facility being analyzed.

For all freeway facilities, including basic freeway segments, weaving sections and ramp influence areas, the HCM defines LOS in terms of density (passenger cars per lane km). Density provides a measure of drivers' ability to manoeuvre within the traffic stream. As density increases, drivers' ability to select their desired lane and travel speed is increasingly restricted and their comfort level is diminished. The HCM LOS definitions for basic freeway segments, weaving sections and ramp influence areas are summarized in Table 6.1.

Table 6.1 - Level of Service Definitions for Freeway Facilities (HCM 2000)

	Density (passenger cars/km/lane)
Level of Service	Basic Freeway Segment	Weaving Section	Ramp Infuence Area	Comments
A	≤7	≤6	≤6	Free-flow
B	> 7-11	> 6-12	> 6-12	Minor manoeuvrability reduction
C	> 11-16	> 12-17	> 12-17	Manoeuvrability restricted; speeds near free-flow
D	> 16-22	> 17-22	> 17-22	Limited manoeuvrability; speeds decline; minor incidents cause queues
E	> 22-28	> 22-27	> 22	Operation up to capacity; unstable - any incident causes major queues
F	> 28	> 27	*	Breakdown (demand > capacity); congested operation; within queue

* Density not calculated at LOS F

For intersections, the HCM defines LOS in terms of average control delay per vehicle. Control delay is defined as the increased travel time of a vehicle approaching and passing through a signal or stop controlled intersection compared with a (theoretical) free-flow vehicle approaching and passing through the intersection with no control. The control delay ranges for each LOS for signalized and unsignalized intersections are summarized in Table 6.2.

Table 6.2 - Level of Service Definitions for Intersections (HCM 2000)

	Average Control Delay (s/veh)
Level of Service	Signalized	Unsignalized
A	≤10	≤10
B	> 10-20	> 10-15
C	> 20-35	> 15-25
D	> 35-55	>25-35
E	>55-80	>35-50
F	>80	>50

6.2 Highway 417 Mainline

The existing and projected future levels of service (LOS) for all Highway 417 mainline sections (basic freeway segments, ramp merge/diverge areas, weaving sections) are summarized in tables provided in Appendix G. These tables list all of the mainline segments for each direction of travel, in the order in which a driver would encounter them, to assist in identifying LOS patterns and problem areas. The results are also summarized on the schematic maps in Appendix F.

6.2.1 Existing Traffic Operations Problems

The analysis of weaving sections, ramp influence areas and basic freeway segments indicated that the following sections of the Highway 417 mainline currently experience traffic operations problems:

• Eastbound from the Woodroffe Avenue interchange to the Carling Avenue/Kirkwood Avenue interchange in the a.m. peak hour -- The analysis results indicate significant congestion throughout this section. Most ramp merge and diverge areas at the Woodroffe Avenue, Maitland Avenue and Carling Avenue/Kirkwood Avenue interchanges are operating at LOS F. The basic freeway segment between Maitland Avenue and Carling Avenue also operates at LOS F.
  
• Westbound at the Maitland Avenue interchange in the p.m. peak hour -- The analysis indicates an area of congestion, localized at the interchange, with the Maitland Avenue ramp N/S-W merge area operating at LOS F. The basic freeway segment between Carling Avenue and Maitland Avenue operates at LOS E, indicating unstable, near capacity operations upstream of the interchange.
  
• Eastbound between Parkdale Avenue and Rochester Street interchanges -- The analysis shows this basic freeway segment to be operating near capacity, at LOS E, in the a.m. peak hour.
  
• Eastbound between the O'Connor Street/Metcalfe Street interchange and the Vanier Parkway interchange, a.m. and p.m. peak hours -- The analysis indicates several areas of near capacity and congested operation through this section. The weaving section between Metcalfe Street and Nicholas Street operates at LOS E in the a.m. peak hour and F in the p.m. peak hour. The weaving section between Lees Avenue and Vanier Parkway operates close to capacity (LOS E) in the p.m. peak hour. The O'Connor Street exit ramp diverge area operates at LOS F in the a.m. peak hour, and the Vanier Parkway on-ramp merge areas operate at LOS F in the p.m. peak hour.
  
• Westbound between the Vanier Parkway interchange and the O'Connor Street/Metcalfe Street interchange, a.m. and p.m. peak hours -- The analysis indicates that this section also includes several areas of congested and near capacity operation. The weaving sections between Vanier Parkway and Nicholas Street (analyzed as two ramp influence areas, due to length of section > 750 m) and between Nicholas Street and Metcalfe Street operate at LOS F in the a.m. peak hour. In the p.m. peak hour, the Vanier-Nicholas weave operates at LOS F, while the Nicholas-Metcalfe weave is close to capacity (LOS E). The O'Connor Street on-ramp merge area operates at LOS F in the a.m. peak hour. In addition, the basic freeway segment between Metcalfe Street and O'Connor Street operates near capacity (LOS E) in the a.m. peak hour.
  
• The St. Laurent Boulevard ramp N-W merge area operates at LOS F in the a.m. peak hour.

6.2.2 Future Traffic Operations Problems

The following is a summary of the most significant traffic operations problems indicated by the traffic operations analysis of the 2011 and 2021 traffic volume projections.

Eastbound a.m. Peak Hour

• Pinecrest Road/Greenbank Road interchange to the Parkdale Avenue interchange -- Existing congestion (LOS F) is projected to remain through 2021 at most ramp merge/diverge areas through the Woodroffe Avenue, Maitland Avenue and Carling Avenue interchanges and at the Maitland Avenue to Carling Avenue basic freeway segment. By 2011, congested operations are projected to extend to the Pinecrest Road/Greenbank Road interchange, with near capacity operations (LOS E) from Carling Avenue to the Parkdale Avenue exit ramp diverge. By 2021, congested operations are projected for most mainline sections from the Pinecrest Road/Greenbank Road interchange to the Parkdale Avenue interchange.
  
• Between the Parkdale Avenue and Rochester Street interchanges -- Existing near capacity operation of the basic freeway segment is projected to continue through 2011 and develop into congested operations by 2021. Congested operations are also expected at the Rochester Street W-N/S ramp diverge by 2011.
• Kent Street Exit Ramp diverge area -- Congestion is projected to occur by 2011 and continue through 2021.
  
• Metcalfe Street to Nicholas Street weaving section -- Existing near capacity operations of this weaving section are projected to continue, worsening to congested operations by 2021.

Eastbound p.m. Peak Hour

• Between the Maitland Avenue and Carling Avenue interchanges -- This basic freeway segment is projected to operate near capacity (LOS E) by 2011 and experience congested operations (LOS F) by 2021.
  
• Metcalfe Street interchange to Innes Road interchange -- Existing congestion through the section from Metcalfe Street to St. Laurent Boulevard is projected to remain through 2021. The analysis indicates near capacity operation of the St. Laurent to Ottawa Road 174 and Ottawa Road 174 to Innes Road weaving sections starting by 2011, with congested operations in these sections by 2021. Field observations and INTEGRATION modelling found significant existing congestion in the St. Laurent Boulevard to Ottawa Road 174 weaving section. The operations analysis results indicate operations better than indicated by observation. This discrepancy appears to result from a combination of a downstream bottleneck on Ottawa Road 174 and over-estimation of the weaving section capacity by HCS.
  
• Innes Road interchange to Hunt Club Road interchange -- The analysis indicates near capacity operation of the basic freeway segment between Innes Road and Walkley Road by 2011, but by 2021 congested operations are projected for most mainline sections from the Innes Road interchange to the Hunt Club Road interchange.

Westbound a.m. Peak Hour

• Hunt Club Road interchange to Innes Road interchange -- Congested (LOS F) and near capacity (LOS E) operations are projected to occur by 2011 upstream of Walkley Road and Innes Road. Congestion is projected to spread throughout the section between the Hunt Club Road interchange and the Innes Road interchange by 2021.
  
• Innes Road interchange to Bronson Avenue interchange -- Existing congested areas are concentrated between the Vanier Parkway and O'Connor Street interchanges. By 2011, congested operations are projected for almost all sections from the Aviation Parkway ramp diverge to the O'Connor Street ramp merge, with near capacity operation in the Innes Road to Ottawa Road 174 and Lyon Street to Bronson Street weaving sections. By 2021 congested operations are projected throughout the area from Innes Road to O'Connor Street, with continued near capacity operation of the Lyon Street to Bronson Street weaving section.
  
• Carling Avenue interchange to Maitland Avenue interchange -- The analysis projects congested operation at the Carling Avenue interchange and near capacity operations in the downstream basic freeway segment by 2011. By 2021, congested operations are expected for most mainline sections from the Carling Avenue interchange to the Maitland Avenue interchange.

Westbound p.m. Peak Hour

• Vanier Parkway Interchange to Metcalfe Street interchange -- The existing congested operations of the Vanier Parkway ramp N-W merge area are projected to continue through 2021. The E-N ramp diverge at Nicholas Street is also projected to become congested by 2021. The existing near capacity operation of the Nicholas Street to Metcalfe Street weaving section is projected to continue through 2021. The improved operations indicated by the HCS analysis for the Metcalfe Street to O'Connor Street section results from a minor decrease in volumes as part of the balancing of the Existing Condition volumes.
  
• Carling Avenue interchange to Maitland Avenue interchange -- Near capacity operation of the Carling Avenue to Maitland Avenue basic freeway segment and congested operation of the Maitland Avenue Ramp N/S-W merge area are projected to continue. By 2011, congested operations are projected for all but one of the mainline sections between the westbound off-ramp diverge at the Carling Avenue interchange and the Maitland Avenue Ramp N/S-W merge area. By 2021, congested operations are expected in all of the mainline sections throughout this area.
  
• Woodroffe Avenue interchange to Richmond Road interchange -- Congested operations are projected to begin in the Woodroffe Avenue and Pinecrest Road/Greenbank Road interchanges by 2011 and continue through 2021. Near capacity operation of the weaving section between Pinecrest Road/Greenbank Road and Richmond Road is projected by 2021.

6.2.3 Lane Configuration for LOS D or Better

For each basic freeway segment, ramp merge/diverge area and weaving section found to operate at LOS E or F in 2011 and/or 2021, additional HCS analysis was completed to determine the lane configuration that would restore operations to LOS D or better in each horizon year. LOS D is the lowest LOS at which stable operations can be consistently maintained and is used in planning as the desirable LOS for future (horizon year) conditions in urban areas. For each mainline section, all parameters in the HCS analysis were held constant and mainline and/or auxiliary lanes were added until an acceptable LOS was obtained. Auxiliary lanes include acceleration/deceleration lanes in merge, diverge and weave areas. Since the number of auxiliary lanes associated with a ramp must match the number of lanes on the ramp, the addition of an auxiliary lane generally implies a widening of the associated ramp(s).

The basic and auxiliary lane configurations determined by this analysis are summarized in Table 6.3 and Table 6.4, respectively. The results in these tables should be considered only as a general guideline. They do not reflect any changes to lane widths, shoulder widths or ramp terminal intersections that could supplement or be considered as alternatives to the addition of lanes. They also do not include any consideration of lane balance, traffic safety, ramp terminal intersection operations or traffic diversion to Highway 417 if capacity is made available. Additional analysis is required to assess the feasibility of adding lanes in the indicated locations, including a geometric design review, INTEGRATION modelling, a safety review and identification of environmental impacts.

Table 6.3 - Summary of Basic Lane Requirements to Maintain LOS D or Better (Based on HCS 2000 Analysis)

Section	Eastbound Basic Lanes			Westbound Basic Lanes
	Existing	2011 Req'd	2021 Req'd	Existing	2011 Req'd	2021 Req'd
Highway 416 - Richmond	3	3	4	3	3	3
Richmond - Pinecrest/Greenbank	3	3	4	3	3	4*
Pinecrest/Greenbank - Woodroffe	3	4	4	3	4*	4*
Woodroffe - Maitland	3	4*	4*	3	4*	4*
Maitland - Carling	3	4*	5*	3	4	4
Carling - Parkdale	4	5	5	4	4	4
Parkdale - Rochester	4	5	5	4	4	4
Rochester - Bronson	4	4	4	4	4	4
Bronson - Kent/Lyon	4	5	5	4	4	4
Kent/Lyon - O'Connor	3	3	3	4	4*	4*
O'Connor - Metcalfe	3	3	3	3	4	4
Metcalfe - Nicholas	3	4**	4**	3	4**	4**
Nicholas - Vanier Pkwy.	3	4	4	3	4*	5*
Vanier Pkwy. - St. Laurent	3	4*	4*	3	4*	4*
St. Laurent - Ottawa 174	3	4*	4*	3	4	4**
Ottawa 174 - Innes	2	3	3	2	3	3
Innes - Walkley	2	3	3	2	3	3
Walkley - Hunt Club	2	2	3	2	3	3

* Additional accelerationp lane required for at least one merge area within this section.See Table 6.4 for details.
** LOS D operations could not be obtained with a total of 5 lanes in the weaving section.HCS cannot analyze a weave with more than 5 total lanes (basic + auxiliary).

Table 6.4 - Summary of Additional Auxiliary Lane Requirements to Maintain LOS D or Better
(Based on HCS 2000 Ramp and Weaving Section Analyses)

Location	Additional Auxiliary Lane First Required Horizon Year
Eastbound
Woodroffe Avenue Ramp S-E merge	2011
Maitland Avenue Ramp N/S-E merge	2011
Metcalfe Street to Nicholas Street weave	2011*
Vanier Parkway Ramp N-E merge	2011
Vanier Parkway Ramp S-E merge	2011
St. Laurent Boulevard Ramp N-E merge	2011
Westbound
Pinecrest Road/Greenbank Road Ramp S-W merge	2021
Woodroffe Avenue Ramp N/S-W merge	2011
Maitland Avenue Ramp N/S-W merge	2011
O'Connor Street Ramp N-W merge	2011
Nicholas Street to Metcalfe Street weave	2011*
Vanier Parkway Ramp N-W merge	2011
Vanier Parkway Ramp S-W merge	2011
St. Laurent Boulevard Ramp N-W merge	2021
St. Laurent Boulevard Ramp S-W merge	2011

* Need for additional continuous auxiliary lane assumed, as LOS was E or F with additional basic lane and existing auxiliary lane. HCS cannot analyze weaving sections with more than 5 total lanes.

6.2.4 Effect of Alta Vista Extension

As noted in previous sections of this report, the extension of Nicholas Street south of Highway 417 (the Alta Vista Extension), with associated interchange modifications, was included in the TRANS model, but was not included in any traffic operations analysis or INTEGRATION modelling. Since the Alta Vista Extension is included in the City of Ottawa's Transportation Master Plan, a review of its potential impacts on the basic lane requirements for adjacent sections of Highway 417 was completed. A comparison of the 2021 p.m. peak hour TRANS travel demand forecasts for Highway 417 east and west of Nicholas Street with the extension (Scenario 2101) and without the extension (Scenario 2100) found that volume changes with the extension ranged from a decrease of 7.4% to an increase of 9.5%. For the critical eastbound p.m. peak hour volumes, the model indicated virtually no change west of Nicholas Street and a decrease of 7.4% east of Nicholas Street.

Applying the pattern of volume changes indicated by the TRANS model to the 2021 volume projections for the Highway 417 mainline east and west of Nicholas Street resulted in minimal change to the critical volumes (westbound a.m. peak hour and eastbound p.m. peak hour). This indicates that the addition of the Alta Vista Extension would not alter the basic lane requirements for the adjacent sections of Highway 417.

Depending on the ultimate configuration of the interchange, weaving, merging and diverging manoeuvres could produce capacity reductions that would result in needs for additional basic or auxiliary lanes. Should the Alta Vista Extension be implemented by the City of Ottawa, traffic operations analysis and simulation modelling will be required to determine the optimum lane configuration.

6.3 Ramp Terminal Intersections

6.3.1 LOS Results and Operational Issues

Table 6.5 summarizes the operational issues identified at ramp terminal intersections. Levels of service for all movements at all intersections analyzed are provided in Appendix G. The critical movements listed in the table are those found to be operating at LOS E or F. The listed year is the first year in which the operational issue was noted. As previously indicated, intersections found to have significant operational problems in a given year were not analyzed in subsequent years, on the assumption that the identified problems would only worsen. Operational improvements will be developed and analyzed to assess effectiveness at the 2021 planning horizon as part of the next stage of the Class EA Study.

The comments listed in the table identify the underlying condition that results in the operational problem, and can be used to distinguish between major and minor problems. Where a signal timing issue has been identified, the problem is considered to be minor, as it could potentially be corrected through a timing change (subject to confirmation of feasibility). Other issues (e.g., capacity, geometry) can be considered major problems, as they would require geometric modifications or other network improvements to be resolved.

Table 6.5 - Summary of Ramp Terminal Intersection Operational Analysis

Intersection	Peak Hour	Year	Critical Movement(s)*	Comments
Richmond Rd. / Bayshore Dr. / Hwy. 417 WB Off-Ramp	p.m.	2001	SBR; WBT	Critical movements at capacity Intersection geometry requires complex signal phasing and long cycle length
Pinecrest Rd. / Greenbank Rd. / Iris St. / Hwy. 417 EB Ramps	a.m.	2001	NBT to 417 EB; SBL; EBL	Intersection geometry requires complex signal phasing that constrains capacity
	p.m.	2001	NBT WBR to 417 EB; NBR; EBL; EBR
Maitland Ave. / Hwy. 417 EB Ramps	a.m.	2001	SBL; WBL	Signal timing 2001 Critical movements at capacity 2011
	p.m.	2001	SBL; WBL
Maitland Ave. / Hwy. 417 WB Ramps	a.m. p.m.	2001	NBL/T	Heavy NBL/T movements on two lanes, including one shared T/L lane
Carling Ave. WB / Kirkwood Ave.	a.m.	2001	NBL	Signal timing in a.m. (NB advance) Critical movements at capacity in p.m. Operation worse than indicated by analysis due to short weave between Hwy 417 ramp and WBL at Kirkwood
	p.m.	2001	NBL; SBR; SBT
Carling Ave. EB / Kirkwood Ave.	a.m.	2001	EBT to 417 EB; NBR	Critical movements at capacity
	p.m.	2001	NBR
Parkdale Ave. / Hwy. 417 EB Ramps	a.m. p.m.	2001	SBL	Critical movements at capacity Possible a.m. signal timing issue (SB advance)
Parkdale Ave. / Westmount Ave. / Hwy.417 WB Ramps	a.m. p.m.	2001	SBT/R; WBL/T/R	Critical movements at capacity
Rochester St. / Raymond St. / Hwy. 417 WB On-Ramp	a.m. p.m.	2001	WBT/L	Stop controlled WB approach at capacity
Rochester St. / Elizabeth St. / Hwy. 417 EB Off-Ramp	a.m. p.m.	2001	EBT/R	Signal timing
Bronson Ave. / Hwy. 417 EB Off-Ramp	a.m. p.m.	2001	EBR	Signal timing Capacity may be constrained by adjacent intersections
Bronson Ave. / Catherine St. / RaymondSt.	a.m.	2001	NBL/T; SBT/R	Critical movements at capacity
	p.m.	2001	NBT; SBT; WBT
Kent St. / Catherine St. / Hwy. 417 EB Off-Ramp / Chamberlain St.	a.m.	2001	NBL/T	Critical movements at capacity
O'Connor St. / IsabellaSt. / Hwy. 417 EB Off-Ramp	p.m.	2001	EBT	Critical movements at capacity
O'Connor St. / Catherine St. / Hwy. 417 WB On-Ramp	a.m. p.m.	2001	SBT to Hwy 417 WB	Single lane access to Hwy. 417 operates at capacity Signal timing in a.m., 2001 Catherine St. WB operation worse than indicated by analysis due to weave between Hwy. 417 WB off-ramp at Metcalfe St. and on-ramp at O'Connor St.
Metcalfe St. / IsabellaSt. / Hwy. 417 EB On-Ramp	p.m.	2001	NBR to Hwy 417 EB	Critical movements at capacity
Metcalfe St. / Catherine St. / Hwy. 417 WB Off-Ramp	a.m.	2001	Hwy 417 Ramp WBT/R; Catherine St. WBT	Critical movements at capacity
	p.m.	2001	Hwy 417 Ramp WBT
Greenfield Ave. / Mann Ave. / Hwy. 417 WB On-Ramp	a.m.	2021	SBL (to 417)	Critical movement at capacity
Lees Ave. / Hwy. 417 EB Off-Ramp	p.m.	2001	SBL/R	All-way stop control SB turning movements share a single lane
Lees Ave. / Hwy. 417 WB Off-Ramp / Transitway	a.m.	2021	EBT; WBT	Critical movements at capacity, within existing signal cycle length Capacity within given cycle length reduced by need to serve Transitway
Riverside Dr. / Tremblay Rd. / Hwy. 417 EB Ramps	a.m. p.m.	2001	EBL; WBR	Critical movements at capacity due to complex signal phasing required by intersection geometry Signal timing in a.m.
St. Laurent Blvd. / Lemieux St.	a.m.	2001	WBL	Signal timing
Labelle St. / Lemieux St. / Hwy. 417 WB Off-Ramp	a.m. p.m.	2001	WBT/R; EBL; EBT	Stop controlled critical movements at capacity Hwy. 417 ramp through traffic is free-flow
Innes Rd. / Hwy. 417 EB Ramps	p.m.	2001	EBT; SBL	Critical movements at capacity
Walkley Rd. / Hwy. 417 EB Ramps	a.m. p.m.	2001	SBL	Stop controlled SBL (low volume movement, Hwy. 417 EB to Walkley EB) delayed by lack of gaps in EB/WB traffic High volume SBR (Hwy. 417 EB to Walkley WB) is channelized/free-flow, but queuing from downstream intersection (Walkley Rd. / Sheffield Rd.) extends onto ramp in a.m. peak hour Analysis indicates insufficient through lane capacity on Walkley Rd. through Sheffield Rd. in the peak direction, in both peak hours
Walkley Rd. / Hwy. 417 WB Ramps	a.m.	2001	NBL	Stop controlled NBL (Hwy. 417 WB to Walkley WB) delayed by lack of gaps in EB/WB traffic

* Movements operating with unacceptable average delays (LOS E or F), identified as follows:

NB = Northbound SB = Southbound EB = Eastbound WB = Westbound	L = Left turn T = Through movement R = Right turn
For example, NBL/T means northbound left turn and through movements.

6.3.2 Holly Acres Road

As part of the proposed improvements for Highway 417 west of Highway 416 (W.P. 458-98-00), the movement from Highway 416 northbound to Moodie Drive is to be precluded, to eliminate a hazardous weave. Traffic that currently makes this movement would instead exit Highway 416 at Holly Acres Road, turn left at the ramp terminal intersection, then use the existing westbound transit ramp (future Ramp S-W) to enter Highway 417 westbound and access the Moodie Drive exit.

At the time the ramp terminal intersection analysis was initially completed, this proposed traffic pattern change had not received final approval and detailed information was not available on the expected diversion volumes. Accordingly, the potential diversion of Moodie Drive traffic was not included in the initial analysis of the Holly Acres Road / Highway 416 NB / Highway 417 EB off-ramps intersection.

Information subsequently received from MTO indicated that the volume of traffic moving from Highway 416 northbound to Moodie Drive is approximately 30% of the total Highway 416 Ramp S-W volume in the critical a.m. peak hour. To estimate the potential future diversion volumes, this percentage was applied to the projected 2011 and 2021 ramp volumes, resulting in estimated a.m. peak hour diversion volumes of 390 in 2011 and 440 in 2021.

To test the effect of the proposed diversion on the Holly Acres Road ramp terminal intersection, the estimated diversion volumes were added to the projected eastbound left turn volumes for the corresponding horizon years. HCS analysis was completed using the revised turning movement volumes. The results show that the Holly Acres Road ramp terminal intersection would be able to accommodate the estimated diversion volumes if the eastbound lanes are re-designated to allow left and right turns from the centre lane and the signal timing plan is changed.

The requirements for accommodating diversion of the Highway 416 to Moodie Drive movement will be further considered in the assessment of alternatives for improvements to the Holly Acres Road ramp terminal intersection.

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Contents | Summary | Introduction | Data Collection | Demand Forecasting | Traffic Volumes
INTEGRATION Modelling | Operations Analysis | Safety Review | Conclusions