City of Greater Sudbury Transportation Study Report

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Potential Road Improvements Beyond 2021 (Planning Horizon) • Falconbridge Highway from Garson-Coniston Road to Radar Road. • Northeast Bypass from Maley Drive to Highway 17. • Lasalle Blvd. from the east limit to future Northeast Bypass. • Municipal Road 55 from Highway 17 to Lorne St. • Highway 144 from the Northwest Bypass (Highway144) westerly to Onaping. • Highway 17 from the Northeast Bypass easterly to Garson-Coniston Road. • Frood Road/Beatty Street/Regent Street from Lorne Street to Lasalle Boulevard. Figure 8.3.1 City of Greater Sudbury Transportation Study
9. LOCAL ROAD IMPROVEMENTS 9.1. Localized Network Improvements In addition to the recommended network improvements presented in Chapter 8, there are a number of other local improvements that can be undertaken to provide relief to specific areas within the City. These improvements (shown on Figure 9.1.1) are expected to address localized capacity and operational issues that currently exist and in so doing will marginally improve the overall network. In this context, recommendations from the 1992 Transportation Study and additional proposals by City staff have been analyzed. 1. Hawthorne Drive / Montrose Avenue Extension The Hawthorne Drive extension was modeled as a four lane east-west arterial link between Notre Dame Avenue and Barrydowne Road. Montrose Avenue was extended southerly to connect with the Hawthorne Drive extension. Based on 2021 p.m. peak hour demands, in conjunction with the recommended network improvements noted previously, the Hawthorne extension attracted approximately 900 vehicles per hour (over 500 in the eastbound direction), with the majority diverting from the intersection of LaSalle Boulevard and Notre Dame Avenue. The Montrose Avenue extension did not attract a significant volume of traffic. The link v/c ratio on LaSalle Boulevard, between Montrose Avenue and Notre Dame Avenue improved to 0.67 (WB) versus 0.80 (WB) with no connection. The analysis revealed that the new connection did not attract significant volumes from the Kingsway (only 100 vehicles per hour in the eastbound direction) and a comparison of the assignment results illustrated the localized nature of the diversion. Diversion from Barrydowne Road between the Kingsway and LaSalle Boulevard was in the order of 150 vehicles per hour northbound and 120 vehicles per hour southbound. The 1992 Transportation Study recommended that this link be constructed in conjunction with development in this area. The analysis undertaken during this transportation study confirms these findings. Figure 9.1.2 illustrates the difference in traffic volumes on the surrounding road network with and without the Montrose Avenue Extension/Hawthorne Drive Connection. CITY OF GREATER SUDBURY OFFICIAL PLAN BACKGROUND REPORT September 2005 Page 82
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City of Greater Sudbury Transportat
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TABLE OF CONTENTS CONTINUED 4. TRAF
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FIGURES CONTINUED Figure 8.1.1 Road
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EXECUTIVE SUMMARY Context The City
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A second series of public informati
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l. Construction of one additional w
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18. Continue to require the prepara
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Data Collection and Monitoring 43.
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Levack Onaping Dowling Worthington
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Schedule C Projects generally inclu
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1.5. Scope of Work The scope of wor
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A second series of public informati
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Chapter 11 - IMPLEMENTATION PLAN Wi
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The former City of Sudbury makes up
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Truck Routes Wahnapitae First Natio
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Existing Daily Traffic Volumes (200
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2.3.2. Screenlines The operation of
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Ramsey Lake Road in the westbound d
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Based on findings of the household
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Conventional Transit Routes Capreol
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To address these issues, Greater Su
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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 and 54: 4. TRAFFIC FORECASTING MODEL 4.1. M
Page 55 and 56: Figure 4.2.1 - Traffic Zone System
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: 8.3. Potential Road Improvements Be
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
Page 115 and 116: Under future conditions, the sectio
Page 117 and 118: 10.3. Road Access Policies Policies
Page 119 and 120: Greater Sudbury staff should encour
Page 121 and 122: Widen MR 80. Provide a continuous l
Page 123 and 124: 11.3. Funding Options Capital outla
Page 125 and 126: 12. RECOMMENDATIONS Recommendations
Page 127 and 128: 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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