3.1 Rerouting of traffic
The increase in the volume of traffic in the area under study was evaluated using standard trip generation methods as a function of the proposed expansion of the Arena
, as shown in the January 29, 2010 Technical Study. The number of trips resulting from the project represents an increase of 52 during the evening rush hour (4:45 to 5:45 p.m.), in the form of 23 cars entering the sports complex and 29 leaving. This flow is in addition to the 57 vehicles entering (23 from the east and 34 from the west) and 44 leaving via Academy Road (37 going west and 7 going east) that were counted during the traffic studies on November 10, 1999, and the approximately 1,200 vehicles traveling on Sainte-Catherine St. during the same rush hour period (October 2008 data).
Only outdoor pools were considered within the context of this study. The counting was carried out in October, during which time the existing outdoor pool was not operational, and therefore, the construction of new outdoor pools would not introduce any change in the volumes resulting from the project.
By rerouting the access to the indoor parking to Lansdowne Ave. this will allow additional trips to be split between the two accesses. In light of this, vehicle traffic was allocated as a function of the capacity of the parking areas, which provide 40 spaces for indoor parking (access from Lansdowne) and 46 spaces for outdoor parking (access from Sainte-Catherine St. West). The assumption was that 45% of vehicles would use the Lansdowne Ave. access, and 55% would use the Sainte-Catherine St. West access. The current flows entering or leaving via Academy Road were also split in the same proportions. Table 3.1 shows the current distribution of vehicles entering and leaving as compared to the situation in the future.Table 3.1: Current and future trip allocation
||44 vehicles leaving
||40 vehicles leaving
||57 vehicles entering
||44 vehicles entering
||33 vehicles leaving
||36 vehicles entering
The traffic entering and leaving via Bethune St. was not taken into account in the simulations, because no counting data was available. Given the fact that this street is more a combination of a private access and a Public Works access, and that the traffic during the evening rush hour is negligible, this street was considered to be a private access, and was not included in the simulated network. The vehicles were counted at the intersections with Sainte-Catherine St. West, which provides an adequate representation of the actual situation.
It is important to note that the actual number of trips resulting form the project will probably be lower than the theoretical values. This is because future use of the Arena
during the evening rush hour should generate traffic similar to the current pattern (Appendix C), even though the number of trips generated in the simulation was based on a similar reference site. However, the new sports complex is likely to attract additional spectators, and additional traffic is projected during other periods of the day, and therefore, the number of 52 additional trips allows for an analysis of the least favourable conditions. 3.2 Future traffic conditions
Simulation of future traffic conditions on the road network using Synchro plus SimTraffic software indicates that service levels comparable to the current ones will prevail.
In fact, adding an access on Lansdowne Ave. will make it possible to divide vehicles up in a way that that has little effect on current traffic conditions on Sainte-Catherine St. West, and will result in acceptable service levels that are comparable to those that were calculated for the current situation.
In fact, the various traffic patterns in the study area are characterized by service levels from A to D, and no gridlock was observed between the intersections. Vehicles leaving the indoor parking with the access located on Lansdowne Ave. experience little delay, and are easily able to enter the road network. There is no apparent impact on vehicle traffic on Lansdowne Ave.
In addtion, vehicles leaving from Academy Road have no problem entering the network, because there are sufficient gaps in the traffic.
D service levels were observed at the Sainte-Catherine St. West/Melville/Abbott and Sainte-Catherine West/Metcalfe intersections, but the delays are caused by the length of the cycle, and not by congestion, because all of the vehicles manage to clear the intersections in a single cycle.