City of Greater Sudbury Transportation Study Report

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4.2. Traffic Zone Development The Traffic Zone System developed for the 1992 Transportation Study was reviewed and used as a starting point for the development of a new traffic zone system for use in the travel demand-forecasting model. Many zones in the former system were split into two or three additional zones, which resulted in 130 traffic zones, as shown in Figure 4.2.1. General guidelines that were used to determine if the existing zones should be split are detailed in the following sections: 1. Conformance With Census Tract Boundaries It is important to be consistent with Census Tracts so that traffic zones can be aggregated to Census Tracts. The rationale being: It allows comparisons between the Place-of-Residence/ Place-of-Work linkages and the household survey and assists in ensuring that the household survey data has been properly expanded; and It allows the use of POR-POW data in the development of the model. 2. Ability to Model Special Study Areas The traffic zone system developed for the 1992 Transportation Study did not allow the modeling of special areas that demonstrate unique trip generation characteristics. This is a feature that the City wanted included in this transportation study. 3. To Account for Future Development The new traffic zone system had to account for future development. Several documents were reviewed to determine where future development could occur. These included active subdivision plans, Secondary Plans, etc. In order to reflect the anticipated future development patterns in Chelmsford, Val Caron, Hanmer and the former City of Sudbury, traffic zones were split in the transportation model. 4. For Accurate Calibration of the Travel Demand Forecasting Model In some areas, the previous traffic zone system was not detailed enough to properly calibrate the model and produce reasonable forecasts. This was especially true in the downtown area and in some of the former municipalities. Generally, the level of detail for the road network in the model must be similar to the level of detail for the traffic zone system. The traffic zones in a travel demand-forecasting model are used to load trips onto the road system. Having too few zones and too many roads or visa-versa will make model calibration difficult and will produce poor forecasts. To meet the requirements of this Study, the road network, which has been developed for the model, is reasonably detailed; however further detailing of the previous traffic zone system was required. CITY OF GREATER SUDBURY OFFICIAL PLAN BACKGROUND REPORT September 2005 Page 39
Figure 4.2.1 - Traffic Zone System City of Greater Sudbury Former City of Sudbury CITY OF GREATER SUDBURY OFFICIAL PLAN BACKGROUND REPORT September 2005 Page 40
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City of Greater Sudbury Transportat
Page 3 and 4: TABLE OF CONTENTS CONTINUED 4. TRAF
Page 5 and 6: FIGURES CONTINUED Figure 8.1.1 Road
Page 7 and 8: EXECUTIVE SUMMARY Context The City
Page 9 and 10: A second series of public informati
Page 11 and 12: l. Construction of one additional w
Page 13 and 14: 18. Continue to require the prepara
Page 15 and 16: Data Collection and Monitoring 43.
Page 17 and 18: Levack Onaping Dowling Worthington
Page 19 and 20: Schedule C Projects generally inclu
Page 21 and 22: 1.5. Scope of Work The scope of wor
Page 23 and 24: A second series of public informati
Page 25 and 26: Chapter 11 - IMPLEMENTATION PLAN Wi
Page 27 and 28: The former City of Sudbury makes up
Page 29 and 30: Truck Routes Wahnapitae First Natio
Page 31 and 32: Existing Daily Traffic Volumes (200
Page 33 and 34: 2.3.2. Screenlines The operation of
Page 35 and 36: Ramsey Lake Road in the westbound d
Page 37 and 38: Based on findings of the household
Page 39 and 40: Conventional Transit Routes Capreol
Page 41 and 42: To address these issues, Greater Su
Page 43 and 44: The following list of accessibility
Page 45 and 46: The results to these questions are
Page 47 and 48: 2.9.2. Chamber of Commerce The Grea
Page 49 and 50: 3. HOUSEHOLD SURVEY 3.1. Methodolog
Page 51 and 52: A comparison of trip purpose betwee
Page 53: 4. TRAFFIC FORECASTING MODEL 4.1. M
Page 57 and 58: Table 4.3.1 - Assumed Auto Capaciti
Page 59 and 60: Figure 4.4.1 - P.M. Peak Period Hom
Page 61 and 62: Rio Can Centre Super Mall New Sudbu
Page 63 and 64: The goodness of fit for these FIGUR
Page 65 and 66: Table 4.6.1 - Model Validation Scre
Page 67 and 68: 5. FUTURE CONDITIONS To generate fu
Page 69 and 70: Daily Travel Demand City of Greater
Page 71 and 72: Table 5.5.1 - Screenline Analysis -
Page 73 and 74: Year 2021 Capacity Deficiencies Cit
Page 75 and 76: Building Blocks For A Comprehensive
Page 77 and 78: 7. EVALUATION OF ROAD NETWORK IMPRO
Page 79 and 80: Table 7.3.1 - Example of Comparativ
Page 81 and 82: The use of Barrydowne Road as an al
Page 83 and 84: A truck bypass is required for a nu
Page 85 and 86: The Barrydowne Road extension alter
Page 87 and 88: Road Improvements Common to All Alt
Page 89 and 90: 8.2. Evaluation of the Road Network
Page 91 and 92: Table 8.2.1 - Road Network Improvem
Page 93 and 94: In terms of the economic environmen
Page 95 and 96: 8.3. Potential Road Improvements Be
Page 97 and 98: 9. LOCAL ROAD IMPROVEMENTS 9.1. Loc
Page 99 and 100: 4. Kathleen Street Improvements Kat
Page 101 and 102: for Bancroft Drive, minimal traffic
Page 103 and 104: Figure 9.1.2 - Montrose Road Extens
Page 105 and 106:
Figure 9.1.4 - Martilla Drive Exten
Page 107 and 108:
Figure 9.1.6 - Barrydowne South Con
Page 109 and 110:
Provide dual northbound left turn l
Page 111 and 112:
10. ROAD DESIGNATIONS 10.1. Existin
Page 113 and 114:
TABLE 10.1.1 - ROAD CLASSIFICATION
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Under future conditions, the sectio
Page 117 and 118:
10.3. Road Access Policies Policies
Page 119 and 120:
Greater Sudbury staff should encour
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Widen MR 80. Provide a continuous l
Page 123 and 124:
11.3. Funding Options Capital outla
Page 125 and 126:
12. RECOMMENDATIONS Recommendations
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a. The Hawthorne Drive Connection b
Page 129 and 130:
25. Continue to improve coverage th
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City of Greater Sudbury Transportation Study Report

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