Prepared for the City of Hamilton March 2012
Pavlos S. Kanaroglou, Ph.D. Vivek Korikanthimath, Ph.D. McMaster Institute of Transportation and Logistics McMaster University Hamilton, Ontario March 2012 mitl.mcmaster.ca
Table of Contents Table of Contents... i Tables... i Figures... ii Executive Summary... 3 1.0 Introduction... 5 2.0 Methodology... 6 2.1 The TRAFFIC Model... 6 2.2 Street Network... 7 2.3 Trip Assignment Procedure... 8 2.4 Origin-Destination Vehicle Trips... 8 2.5 Bus Traffic Flows... 9 3.0 Scenario Development... 10 4.0 Analysis of Assignment Results... 12 4.1 Scenario 2 vs. Scenario 1... 13 4.2 Scenario 3 vs. Scenario 2... 15 5.0 Conclusions... 18 6.0 References... 20 7.0 Appendix... 21 Tables Table 1: Assignment Summary... 11 Table A.2: Vehicle Flows: Fruitland Rd between Barton and Highway 8... 22 Table A.3: Vehicle Flows: Dundrun St S. between King and York... 23 Table A.4: Vehicle Flows: Upper Ottawa St, South of Mountain Brow... 24 Table A.5: Vehicle Flows: Kenilworth Ave S, South of Central Ave... 25 Table A.6: Vehicle Flows: Bay St N. between King and York WS... 26 Table A.7: Vehicle Flows: Queen St S. between York and King St... 27 Table A.8: Vehicle Flows: Mountain Brow Blvd, West of Upper Ottawa St... 28 Table A.9: Vehicle Flows: Red Hill Valley Parkway... 29 Table A.10: Vehicle Flows: King St W... 30 McMaster Institute for Transportation and Logistics Page i
Figures Figure 1: Main Window of the Traffic Software for Hamilton... 7 Figure 2: TRAFFIC Modelling Framework... 9 Figure 3: Scenario 1-Heavy Vehicle Flow, 8-9 am... 14 Figure 4: Scenario 2-Heavy Vehicle Flow, 8-9 am... 14 Figure 5: Scenario 3-Heavy Vehicle Flow, 8-9 am... 15 Figure 6: Scenario 1-Medium Vehicle Flow, 8-9 am... 16 Figure 7: Scenario 2-Medium Vehicle Flow, 8-9 am... 16 Figure 8: Scenario 3- Medium Vehicle Flow, 8-9 am... 17 Page ii McMaster Institute for Transportation and Logistics
Executive Summary The McMaster Institute for Transportation and Logistics (MITL) undertook this study to analyze and quantify the impacts of temporary removal of truck route locations in Hamilton, in accordance with an agreement between City of Hamilton and McMaster University. The study presents an analysis of scenarios pertaining to the configuration of truck routes, and helps in understanding the resulting variations in commercial vehicle flow patterns in the region from modifications to the truck route system. A previous study conducted by the City of Hamilton to develop an equitable truck route system for its residents and the industry, resulted in revisions to the Hamilton truck network, approved by the City Council in September 2010. While the new truck route plan facilitates efficient movement of goods in the Hamilton region, the traffic impacts of the modifications have not been assessed. This study attempts to measure the effects of these changes, and the effects of potential changes at three other locations. Three scenarios, corresponding to the Original Truck Route (prior to the 2010 changes), Modified Truck Route (with the 2010 changes), and Modified Truck Route with Removals (potential modifications), are modelled here. Using a GIS based, in-house travel demand modelling and forecasting software, the study estimates link-level hourly traffic flows on the Hamilton road network for year 2011. Flows are estimated for various categories of vehicles, including passenger cars; heavy, medium, and light duty commercial vehicles; and buses. The estimated volumes of commercial vehicles are validated against the 2010 count data. A comparison of the model-assigned commercial vehicle volumes between the three scenarios, helps in understanding the impacts of the truck route changes. Hourly flows for commercial vehicles on Hamilton s road network are presented using traffic flow maps and tables, included in the report. The modeling results provide a snapshot of commercial vehicle movements under the various truck route scenarios. They also identify diversions of commercial vehicle flows, based on truck route restrictions. For the Modified Truck Route scenario, diversions of heavy and medium commercial vehicles from Burlington St to Barton St and Cannon St were found as a section of Barton St from Wentworth St to Queen St was eliminated (Figures 4 and 7). Other major impacts include, increase in commercial vehicle flow on Red Hill Valley Parkway and Main St W, and decrease in flows on Upper Ottawa St, south of Mountain Brow Blvd, and Kenilworth Ave, south of Central Ave. For the Modified Truck Route with Removals scenario, diversions of heavy and medium commercial vehicles to Red Hill Valley Parkway were found due to closure of Kenilworth Access (Figures 5 and 8). A further decrease in heavy and medium commercial flow on Upper Ottawa St, south of Mountain Brow Blvd was also observed due to the removal Kenilworth Access. The closure of Dundurn St N between King St W and York Blvd would cause a decrease west bound heavy and medium vehicle movement on York Blvd, result in an increase in movement on King St W. The conversion of Fruitland Road between Barton St and Highway 8 to parttime, seems to have no significant impact on commercial vehicle movement. A summary of the model assigned total daily commercial vehicle flows against the 2010 average weekday truck count data is presented below. Page 3 McMaster Institute for Transportation and Logistics
Assignment Summary: 2010 Total Average Weekday Truck Counts vs. 2011 Total Daily Model Assigned Scenario 1 Scenario 2 Scenario 3 2010 Total Counted 2011 Original 2011 Modified 2011 Modified Truck Route Trucks Truck Route Truck Route Model with Model Model Removals Location Fruitland Road Between Barton and Highway 8 1,289 673 675 652 Dundrun Street S Between King and York 1,737 1,809 1,813 1,774 Upper Ottawa Street, South of Mountain Brow 1,667 843 666 498 Mountain Brow Blvd, West of Upper Ottawa St 1,040 961 887 727 Kenilworth Ave S, South of Central Ave 3,244 2,016 962 962 Bay Street N. Between King and York St WS 1,055 2,037 1,422 1,428 Queen Street S Between York and King St 1,328 1,671 2,491 2,550 Total 11,359 10,010 8,916 8,592 Red Hill Valley Parkway - 3,021 3,207 3,680 Decrease Increase Page 4 McMaster Institute for Transportation and Logistics
1.0 Introduction Introduction The City of Hamilton, owing to its strategic location, serves as a major transportation hub in Ontario. Hamilton boasts a major port and airport that facilitate the movement of road and rail cargo to domestic and trans-border trade locations. While trucking has a significant effect on the city s economic growth and development, it also generates negative environmental and social impacts. Pursuant to the impetus of preserving economic vitality in the region while mitigating impacts to community and the environment, a comprehensive study was conducted. This study resulted in recommendations for future action, policies for truck route signage, and a methodology for dealing with truck route network issues in the future (City of Hamilton, 2010). Consequently, revisions were undertaken to the truck route system in September 2010. In view of the approved changes to the city s truck route network by the Hamilton City Council in 2010, further modifications at three truck route locations are being considered for an 18 month pilot evaluation period. In order to understand the traffic impacts of the changes made in 2010, and these prospective modifications, the McMaster Institute for Transportation and Logistics (MITL) undertook this study, in accordance with an agreement between City of Hamilton and McMaster University. Using an in-house travel demand modelling and forecasting software, TRAFFIC, the study simulates the traffic patterns in the region under various truck route scenarios pertaining to restrictions on truck movement. Link-level traffic flows resulting from the assignment procedures are used in quantifying the differences between the scenarios, and in capturing the regional impacts at specified time periods of the day. McMaster Institute for Transportation and Logistics Page 5
2.0 Methodology Methodology 2.1 The TRAFFIC Model TRAFFIC is a GIS-based travel demand forecasting and modelling software that is designed to simulate traffic flows. A Graphical User Interface (GUI) facilitates the design of scenarios, and the editing, and display of traffic assignment results. The software incorporates all major highways and arterials in the Hamilton-Burlington region. Trips originating and terminating in the region are represented by traffic analysis zones (TAZs). Figure 1 presents the TRAFFIC GUI for the Hamilton region. The model is sensitive to variations in specifications and inputs such as number of lanes, roadway capacity, speed, road closures, etc. Page 6 McMaster Institute for Transportation and Logistics
2.2 Street Network Figure 1: Main Window of the Traffic Software for Hamilton The street network for the Hamilton region is represented as a graph consisting of links and nodes to be used in the traffic assignment routine. Each link is associated with attributes such as length (km), posted travel speed (km/hr), and design capacity (passenger car/ hr) based on the number of lanes. The restriction of trucks, namely medium and heavy duty commercial vehicles on road links is identified by a variable (A flag TRKLN = 1 is assigned to all links used by trucks, otherwise TRKLN = 0 for restricted links). The GIS Shapefile representing the bus transit lines in the Census Metropolitan Area (CMA) of Hamilton were obtained from the City of Hamilton and municipality of Burlington. McMaster Institute for Transportation and Logistics Page 7
2.3 Trip Assignment Procedure Hourly traffic flows are estimated for five classes of vehicles as below: 1. Light Duty Passenger (LDPVs) 2. Light Duty (LDCVs) 3. Medium Duty (MDCVs) 4. Heavy Duty (HDCVs) 5. City Transit (i.e. Buses) With the exception of transit traffic flows, passenger and commercial flows are determined from hourly origin destination (OD) trip matrices that were derived from household travel surveys (in the case of passenger trips) and estimated from regression models (in the case of commercial trips). The origindestination zones are represented as polygons, corresponding to the census tracts in the Hamilton CMA. The traffic assignment used by the model to estimate link based traffic flows is the Stochastic User Equilibrium (SUE) traffic assignment. In this method, an OD matrix representing motorized passenger trips throughout pre defined, mutually exclusive traffic analysis zones (TAZs) in the city is used as input to the procedure. The SUE algorithm assigns trips to particular paths connecting origin i and destination j under the principle of user equilibrium. Under user equilibrium, travel time on all used paths in the city is less than or equal to travel time on any un used path. As such, no traveler would theoretically be able to reduce his or her travel times by unilaterally altering the used path. Using an iterative process, the SUE algorithm tries to simulate how travelers choose their paths to go from a given origin to a give destination. 2.4 Origin Destination Vehicle Trips The origin destination passenger vehicle trip data for Hamilton are based on the 2006 Transportation Tomorrow Survey (TTS) data. The data are based on a comprehensive travel survey conducted in the Greater Toronto and Hamilton Area (GTHA) once every five years, the latest being 2006. Besides collecting socio economic information on the surveyed travelers, the survey identifies the mode of transportation, departure time of the trip, and the origin destination zone for which the trip took place. This information is utilized to create OD matrices by hour of the day for motorized trips. The survey data were processed to extract the hourly OD matrices for Hamilton, and 24 matrices representing the trips taking place during the 24 hours of a typical day were created. Since Hamilton is represented by 223 mutually exclusive TAZs, each of the 24 hourly matrices is a 223 x 223 table. As data on commercial vehicle trips did not exist for the Hamilton study area, the commercial vehicle OD trips were created by using regression models. Utilizing the commercial vehicle OD matrices for the year 2006 in the City of Calgary, provided by Environment Canada, trip generation and trip distribution model parameters were estimated. Given, employment figures by type of occupation, as derived from the 2006 Canadian Census on place of work, it was possible to establish a statistical relation between the Page 8 McMaster Institute for Transportation and Logistics
observed commercial trips (by type of vehicle) for a given period of the day and employment by type of occupation. A set of trip generation and distribution models were specified and estimated. 2.5 Bus Traffic Flows Bus traffic flows for Hamilton, for the base year 2006, is based on information found in the time table of a given transit line. Typically, a given transit line is divided into several segments representing major stops (time points). Using the departure time of a bus at a given point, the number of buses travelling on each segment is derived from the time table. Once the number of buses are extracted and coded in the attribute table of the transit network, the total flows on a given line segment are added up to determine the total flow from all bus lines and all directions. The result is a database that provides the total number of buses by line segment on the road network. Figure 2 shows the modelling framework for TRAFFIC. Using 2006 as the base year, future year (2011, 2016, 2021, 2026 and 2031) OD matrices for all classes of vehicles are derived from population and employment projections in the Hamilton region. Figure 2: TRAFFIC Modelling Framework McMaster Institute for Transportation and Logistics Page 9
3.0 Scenario Development Scenario Development In order to discern the effects of modifications to the Hamilton truck route system, three scenarios were simulated for the study: 1. 2011 Original Truck Route (prior to September 2010 revisions) 2. 2011 New Truck Route (incorporates September 2010 revisions) 3. 2011 New Truck Route with Removals (includes September 2010 revisions and three potential changes) Using an incremental approach, the study quantifies the impacts of the truck route changes by comparing the assignment results, obtained by implementing the TRAFFIC model, between the three scenarios. The SUE algorithm, discussed previously, played an important role in deriving hourly estimates of link-based traffic flows in the Hamilton CMA. As the model year closest to 2010, during which the traffic count data were collected in Hamilton, is 2011, it was essential to validate the 2011 year TRAFFIC model against the 2010 count data. For this purpose, mid-block volume count data for various classes of vehicles (based on FHWA Classification) collected in July 2010 were obtained from the City of Hamilton. Further, count data pertaining to trucks were extracted and compared against the assigned, hourly commercial vehicle link flows at the same locations. Table 1 presents a comparison of the model assigned total daily commercial vehicle flows against the 2010 average weekday truck count Page 10 McMaster Institute for Transportation and Logistics
data. The total assigned commercial vehicle flows at the count locations matched the data with an efficiency of 88%. This underestimation is expected as the Hamilton TRAFFIC model does not represent trips originating and terminating outside of the Hamilton-Burlington region (e.g., trips from Kitchener, Niagara, USA, and east GTA regions). Consequently, the external trips that pass through the count locations are not captured by the model. However, the validation suffices to the extent of justifying the Hamilton TRAFFIC model s ability to replicate the average weekday flow patterns of commercial vehicles in the region, and lend to the analyses of the scenarios 2 and 3, considered in the study. Table 1: Assignment Summary: 2010 Total Average Weekday Truck Counts vs. 2011 Total Daily Model Assigned Scenario 1 Scenario 2 Scenario 3 2010 Total Counted 2011 Original 2011 Modified 2011 Modified Truck Route Trucks Truck Route Truck Route Model with Model Model Removals Location Fruitland Road Between Barton and Highway 8 1,289 673 675 652 Dundrun Street S Between King and York 1,737 1,809 1,813 1,774 Upper Ottawa Street, South of Mountain Brow 1,667 843 666 498 Mountain Brow Blvd, West of Upper Ottawa St 1,040 961 887 727 Kenilworth Ave S, South of Central Ave 3,244 2,016 962 962 Bay Street N. Between King and York St WS 1,055 2,037 1,422 1,428 Queen Street S Between York and King St 1,328 1,671 2,491 2,550 Total 11,359 10,010 8,916 8,592 Red Hill Valley Parkway - 3,021 3,207 3,680 Decrease Increase McMaster Institute for Transportation and Logistics Page 11
4.0 Analysis of Assignment Results Analysis of Assignment Results Figures 3-8 present the flow patterns of heavy and medium commercial vehicles for the three scenarios between 8 am to 9 am, when the commercial vehicle movement in Hamilton is the highest. As the truck route restrictions apply to the movement of trucks over 4.5 tonnes, the assignment results for only heavy and medium commercial vehicles have been shown here. Because the class of light commercial vehicles in the model is not subjected to truck route restrictions, the impact of route modifications has not been significant. The redistributions of commercial vehicle traffic based on the restrictions are summarized in the subsequent sections, by comparing scenarios 1 and 2, and scenarios 2 and 3. Although the magnitude of variations in assigned volumes is different for heavy and medium commercial vehicles, the trends are similar. While the diagrams provide a snapshot of the movement of commercial vehicles, specific hourly variations for each class of commercial vehicle may be obtained by referring to the summary tables provided in the appendix. McMaster Institute for Transportation and Logistics Page 12
4.1 Scenario 2 (2011 Modified Truck Route Model) vs. Scenario 1(2011 Original Truck Route Model): Diversion of heavy and medium commercial vehicle flow from Burlington St to Barton St and Cannon St as access on Barton from Wentworth St to Queen St is eliminated. Increase in heavy and medium commercial vehicle flow on Queen St South as it provides access from Cannon St to King St W and Highway 403. Increase in heavy and medium commercial vehicle flow on Main St W as it provides inbound access. Decrease in heavy and medium commercial vehicle flow on Bay St North as access to Burlington St is removed. Decrease in heavy and medium commercial vehicle flow on streets west of Wellington St (James St N and John St N) providing access to King St and York St. Increase in heavy and medium commercial vehicle flow from Red Hill Valley Parkway to Barton St East. Decrease in heavy and medium commercial vehicles on Upper Ottawa St, south of Mountain Brow Blvd, and on Kenilworth Ave south of Central Ave, due to changes at south of Highway 8 and King St E, including removal of a section of Gage Ave and Ottawa St S. No significant change in passenger vehicle traffic in downtown core as these flows are not at capacity. Slight increase in passenger vehicle traffic on Burlington St and Bay St North. McMaster Institute for Transportation and Logistics Page 13
Figure 3: Scenario 1 (2011 Original Truck Route: Heavy Vehicle Flow, 8-9 am) Figure 4: Scenario 2 (2011 Modified Truck Route: Heavy Vehicle Flow, 8-9 am) Page 14 McMaster Institute for Transportation and Logistics
Figure 5: Scenario 3 (2011 Modified Truck Route with Removals: Heavy Vehicle Flow, 8-9 am) 4.2 Scenario 3 (2011 Modified Truck Route Model with Removals) vs. Scenario 2 (2011 Modified Truck Route Model): No significant change in heavy and medium commercial vehicles on Fruitland Road between Barton St and Highway 8. Increase in heavy and medium vehicle flow on King St W due to closure of Dundurn St N between King St W and York Blvd. Also, decrease in west bound flow on York Blvd as the access from Cannon St to Dundurn St S through Dundurn St N is eliminated. Diversion of commercial vehicle to Red Hill Valley Parkway due to closure of Kenilworth Access. Further decrease in heavy and medium commercial vehicles on Upper Ottawa St, south of Mountain Brow Blvd due to removal of Kenilworth Access. McMaster Institute for Transportation and Logistics Page 15
Figure 6: Scenario 1 (2011 Original Truck Route: Medium Vehicle Flow, 8-9 am) Figure 7: Scenario 2 (2011 Modified Truck Route: Medium Vehicle Flow, 8-9 am) Page 16 McMaster Institute for Transportation and Logistics
Figure 8: Scenario 3 (2011 Modified Truck Route with Removals: Medium Vehicle Flow, 8-9 am) McMaster Institute for Transportation and Logistics Page 17
5.0 Conclusions Conclusions The Hamilton Truck Route Study presents an analysis of the effects of modifications to the Hamilton truck route network. By utilizing travel demand modelling and forecasting techniques, it has attempted to quantify the impacts of these changes, and show the redistribution of commercial vehicle traffic in the region. The key findings of the study are as below: The removal of the section on Barton St between Wentworth St to Queen St diverts traffic from Burlington St to Barton St, east of Wentworth, and to Cannon St. Given the proximity of this section to the Industrial yards, it is expected that heavy and medium commercial vehicles will reroute for access. To this end, the removal only serves to redistribute commercial vehicle traffic. While it alleviates the removed section of Barton St, it also leads to increases in commercial vehicle flows on Queen St South, Cannon St, and Main St W. The removal of Kenilworth Access leads to a major diversion of heavy and medium commercial vehicles to Red Hill Valley Parkway. This modification serves to shift commercial vehicle traffic from arterials (Gage Ave, Ottawa St, and Kenilworth Ave N) passing through residential sections of the city. Page 18 McMaster Institute for Transportation and Logistics
The designation of Fruitland Road between Barton St and Highway 8 as part-time seems to have little impact on the movement of heavy and medium commercial vehicle vehicles as very little commercial vehicle activity occurs outside of the peak-hours. The closure of Dundurn St N between King St W and York Blvd has leads to increase in heavy and medium vehicle flow on King St W, and decrease in west bound flow on York Blvd as the access from Cannon St to Dundurn St S through Dundurn St N is eliminated. Overall, the modifications to the truck route network would not lead to a significant change in passenger vehicle traffic in downtown core as these flows are not at capacity. McMaster Institute for Transportation and Logistics Page 19
6.0 References References City of Hamilton (2010). "City of Hamilton Truck Roue Master Plan Study." Retrieved March 27, 2012, from http://www.hamilton.ca/citydepartments/publicworks/trafficengineeringandoperations/truckroutest udy.htm Page 20 McMaster Institute for Transportation and Logistics
7.0 Appendix Appendix Model Assigned Vehicle Hourly Flows McMaster Institute for Transportation and Logistics Page 21
Table A.2: Vehicle Flows: Fruitland Rd between Barton and Highway 8 Time Period Heavy 2011 Original Truck Route Model Light Total Medium 2010 Total Counted Weekday Heavy 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Medium Light Total Heavy Medium Light Total 00:00 0 0 1 1 8 0 0 1 1 0 0 1 1 01:00 0 0 0 1 4 0 0 0 1 0 0 0 0 02:00 0 0 1 1 3 0 0 1 1 0 0 1 1 03:00 0 0 1 1 3 0 0 1 1 0 0 1 1 04:00 1 1 1 3 6 1 1 1 3 0 0 1 1 05:00 2 2 1 5 29 2 2 1 5 0 0 1 1 06:00 4 8 6 18 62 4 8 6 18 0 0 6 6 07:00 7 19 23 49 87 7 19 23 49 7 19 23 49 08:00 12 38 51 101 85 12 38 52 102 12 38 52 102 09:00 10 24 26 60 83 10 24 26 60 10 24 26 60 10:00 9 22 28 59 62 9 22 28 59 9 22 28 59 11:00 9 20 26 56 79 9 20 26 56 9 20 26 56 12:00 7 17 26 50 69 7 17 26 50 7 17 26 50 13:00 7 16 24 47 76 7 16 24 47 7 16 24 47 14:00 6 15 23 44 81 6 15 23 44 6 15 23 44 15:00 5 13 20 37 98 5 13 20 37 5 13 20 37 16:00 4 29 38 71 96 4 29 38 71 4 29 38 71 17:00 3 12 23 37 96 3 12 23 37 3 12 23 37 18:00 1 6 11 19 75 1 6 11 19 1 6 11 19 19:00 1 1 3 5 58 1 1 3 5 1 1 3 5 20:00 0 1 2 3 52 0 1 2 3 0 0 2 2 21:00 1 1 1 2 35 1 1 1 2 0 0 1 1 22:00 0 0 1 2 25 0 0 1 2 0 0 1 1 23:00 0 0 1 1 18 0 0 1 1 0 0 1 1 Total 89 247 337 673 1,289 90 247 338 675 81 233 338 652 Page 22 McMaster Institute for Transportation and Logistics
Table A.3: Vehicle Flows: Dundrun St S. between King and York Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 1 1 2 3 23 0 1 2 3 0 1 2 3 01:00 0 0 1 2 18 0 0 1 2 0 0 1 2 02:00 1 1 2 3 12 1 1 2 3 1 1 2 3 03:00 1 1 2 3 5 1 1 2 3 1 1 2 3 04:00 3 3 2 9 8 3 3 2 9 3 3 2 9 05:00 4 6 3 13 17 4 6 3 13 4 6 3 13 06:00 8 19 16 43 71 8 19 16 43 8 19 16 43 07:00 16 43 63 122 89 16 44 63 123 16 42 63 121 08:00 28 86 138 253 139 26 87 138 252 26 84 138 249 09:00 24 73 75 171 76 24 73 75 172 24 67 75 166 10:00 22 66 80 168 98 22 66 80 168 22 61 80 163 11:00 21 61 76 158 91 21 61 76 159 22 56 76 154 12:00 17 51 74 142 121 17 52 74 143 17 47 74 139 13:00 16 49 70 135 129 16 49 70 136 17 45 70 132 14:00 15 45 67 127 128 15 46 67 127 15 42 67 123 15:00 11 38 57 107 122 11 38 57 107 12 35 57 104 16:00 9 63 101 173 113 9 64 101 174 9 61 101 171 17:00 6 25 61 93 123 6 26 61 93 6 25 61 92 18:00 3 13 30 47 109 3 14 30 47 3 13 30 46 19:00 2 4 9 15 67 2 4 9 15 2 4 9 15 20:00 1 3 6 10 58 1 3 6 10 1 3 6 10 21:00 1 2 4 6 44 1 2 4 6 1 2 4 6 22:00 1 1 3 5 54 1 1 3 5 1 1 3 5 23:00 1 1 2 3 26 0 1 2 3 0 1 2 3 Total 211 654 945 1,809 1,737 209 659 945 1,813 212 617 945 1,774 McMaster Institute for Transportation and Logistics Page 23
Table A.4: Vehicle Flows: Upper Ottawa St, South of Mountain Brow Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 0 0 0 1 9 0 0 0 1 0 0 0 1 01:00 0 0 0 1 7 0 0 0 1 0 0 0 1 02:00 0 0 0 1 6 0 0 0 1 0 0 0 1 03:00 0 0 0 1 6 0 0 0 1 0 0 0 1 04:00 2 1 0 4 13 1 1 0 3 1 1 0 3 05:00 3 2 1 5 39 2 2 1 4 2 2 1 4 06:00 7 17 8 33 81 5 11 8 24 5 11 8 24 07:00 14 39 33 86 129 9 25 31 65 3 11 31 46 08:00 24 77 72 173 137 16 49 69 134 5 23 69 97 09:00 17 27 12 56 93 11 23 12 46 4 16 12 32 10:00 16 25 13 53 85 10 20 13 43 4 15 13 31 11:00 15 23 12 50 96 10 19 12 41 3 13 12 29 12:00 12 19 12 43 122 8 16 12 36 3 12 12 26 13:00 12 18 11 41 75 8 15 11 34 3 11 11 25 14:00 10 17 11 38 96 7 14 10 31 2 10 10 23 15:00 8 14 9 31 118 5 12 9 26 2 8 9 19 16:00 6 61 54 121 140 4 38 51 94 1 17 51 70 17:00 4 24 33 62 136 3 15 31 49 1 7 31 39 18:00 2 13 16 31 88 2 8 15 25 1 4 15 19 19:00 1 2 1 4 57 1 1 1 4 0 1 1 3 20:00 1 1 1 3 49 1 1 1 2 1 1 1 2 21:00 1 1 1 2 42 1 0 1 2 1 0 1 2 22:00 1 0 0 1 26 0 0 0 1 0 0 0 1 23:00 0 0 0 1 17 0 0 0 1 0 0 0 1 Total 160 383 300 843 1,667 106 271 290 666 44 164 290 498 Page 24 McMaster Institute for Transportation and Logistics
Table A.5: Vehicle Flows: Kenilworth Ave S, South of Central Ave Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 1 0 1 2 26 0 0 1 1 0 0 1 1 01:00 1 0 1 2 15 0 0 1 1 0 0 1 1 02:00 1 0 1 3 12 0 0 1 1 0 0 1 1 03:00 1 1 1 3 9 0 0 1 1 0 0 1 1 04:00 5 2 2 9 39 0 0 2 2 0 0 2 2 05:00 6 5 2 13 133 0 0 2 2 0 0 2 2 06:00 16 29 22 68 177 0 0 23 23 0 0 23 23 07:00 31 67 89 187 216 0 0 91 91 0 0 91 91 08:00 52 135 198 386 210 0 0 200 200 0 0 200 200 09:00 40 56 51 147 170 0 0 53 53 0 0 53 53 10:00 37 50 55 142 165 0 0 56 56 0 0 56 56 11:00 36 47 52 134 157 0 0 53 53 0 0 53 53 12:00 29 39 50 118 182 0 0 52 52 0 0 52 52 13:00 27 37 48 113 200 0 0 49 49 0 0 49 49 14:00 25 35 45 105 205 0 0 47 47 0 0 47 47 15:00 19 29 39 87 217 0 0 40 40 0 0 40 40 16:00 15 101 143 260 253 0 0 145 145 0 0 145 145 17:00 10 40 86 136 230 0 0 87 87 0 0 87 87 18:00 6 21 42 69 150 0 0 43 43 0 0 43 43 19:00 3 3 6 13 135 0 0 6 6 0 0 6 6 20:00 2 2 4 8 127 0 0 4 4 0 0 4 4 21:00 2 1 2 6 101 0 0 3 3 0 0 3 3 22:00 2 1 2 4 74 0 0 2 2 0 0 2 2 23:00 1 0 1 2 41 0 0 1 1 0 0 1 1 Total 367 702 946 2,016 3,244 0 0 962 962 0 0 962 962 McMaster Institute for Transportation and Logistics Page 25
Table A.6: Vehicle Flows: Bay St N. between King and York WS Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 0 1 2 3 6 0 0 2 3 0 0 2 3 01:00 0 1 1 2 8 0 0 1 2 0 0 1 2 02:00 1 1 2 4 5 0 0 2 3 0 0 2 3 03:00 1 1 2 4 6 0 1 2 3 0 1 2 3 04:00 3 5 3 11 8 1 2 3 6 1 2 3 6 05:00 3 10 4 17 17 1 5 4 10 1 5 4 10 06:00 6 18 12 36 32 2 7 12 21 2 7 12 21 07:00 11 41 47 99 56 4 16 48 67 4 16 48 68 08:00 19 82 105 206 77 7 30 106 143 7 31 106 144 09:00 20 121 90 231 64 8 56 90 153 8 56 90 154 10:00 19 110 95 224 60 7 51 95 153 7 51 95 154 11:00 18 101 91 211 74 7 47 91 145 7 47 91 145 12:00 15 86 88 188 75 5 39 88 133 6 40 88 133 13:00 14 81 84 179 78 5 38 84 126 5 38 84 127 14:00 12 76 79 167 73 5 35 79 119 5 35 79 119 15:00 10 63 68 141 87 4 29 68 101 4 29 68 101 16:00 8 59 82 148 79 3 21 83 107 3 22 83 108 17:00 5 24 49 78 68 2 9 50 61 2 9 50 61 18:00 3 12 24 40 44 1 5 25 30 1 5 25 30 19:00 2 7 11 19 38 1 3 11 14 1 3 11 14 20:00 1 4 7 12 31 0 2 7 9 0 2 7 9 21:00 1 3 4 8 39 0 1 4 6 0 1 4 6 22:00 1 1 3 6 23 0 1 3 4 0 1 3 4 23:00 0 1 2 3 13 0 0 2 3 0 0 2 3 Total 172 909 956 2,037 1,055 64 398 960 1,422 65 403 960 1,428 Page 26 McMaster Institute for Transportation and Logistics
Table A.7: Vehicle Flows: Queen St S. between York and King St Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 0 0 2 2 10 1 1 2 3 1 1 2 3 01:00 0 0 1 2 3 1 1 1 2 1 1 1 2 02:00 1 0 2 2 6 1 1 2 4 1 1 2 4 03:00 1 1 2 3 4 1 1 2 4 1 1 2 4 04:00 3 2 2 7 9 6 5 2 13 6 5 2 13 05:00 4 4 3 10 13 7 10 3 20 7 10 3 20 06:00 9 20 19 48 41 16 35 19 70 16 35 19 70 07:00 16 45 76 137 57 31 79 76 186 33 84 76 193 08:00 27 89 168 284 79 53 159 169 381 56 169 169 394 09:00 22 45 63 131 61 44 122 63 229 46 125 63 234 10:00 20 41 67 129 81 40 111 67 218 42 113 67 222 11:00 20 38 64 122 93 39 102 64 206 41 105 64 210 12:00 16 32 62 110 100 31 86 62 180 33 88 62 183 13:00 15 30 59 105 104 30 82 59 171 31 84 59 174 14:00 14 28 56 98 91 27 76 56 159 28 78 56 162 15:00 11 24 48 82 110 21 63 48 133 22 65 48 135 16:00 8 69 129 205 113 16 118 129 263 17 126 129 272 17:00 6 28 76 109 114 11 48 76 135 12 51 76 139 18:00 3 15 37 55 71 6 25 37 68 6 27 37 70 19:00 2 2 8 12 39 4 7 8 18 4 7 8 18 20:00 1 2 5 8 43 2 4 5 11 2 4 5 11 21:00 1 1 3 5 39 2 3 3 8 2 3 3 8 22:00 1 1 2 4 34 2 1 2 6 2 1 2 6 23:00 0 0 2 2 20 1 1 2 3 1 1 2 3 Total 201 516 954 1,671 1,328 394 1,141 956 2,491 411 1,183 956 2,550 McMaster Institute for Transportation and Logistics Page 27
Table A.8: Vehicle Flows: Mountain Brow Blvd, West of Upper Ottawa St Time Period Heavy 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Light Total Heavy Medium Light Total Heavy Medium Light Total Medium 2010 Total Counted Weekday 00:00 0 0 1 1 8 0 0 1 1 0 0 1 1 01:00 0 0 0 1 5 0 0 0 1 0 0 0 1 02:00 0 0 1 1 3 0 0 1 1 0 0 1 1 03:00 0 0 1 1 3 0 0 1 1 0 0 1 1 04:00 2 1 1 4 4 2 1 1 4 2 1 1 4 05:00 2 2 1 6 15 2 2 1 5 2 2 1 5 06:00 7 16 11 34 38 6 14 10 30 6 14 10 30 07:00 12 37 44 93 65 11 32 42 85 5 18 42 64 08:00 21 74 96 190 82 18 62 91 172 8 36 91 135 09:00 15 28 23 66 50 14 26 23 63 5 22 23 51 10:00 14 25 25 64 43 13 23 25 61 5 20 25 50 11:00 14 23 24 61 42 13 22 24 58 5 19 24 48 12:00 11 20 23 54 71 10 18 23 51 4 16 23 42 13:00 10 19 22 51 65 10 17 22 49 4 15 22 40 14:00 9 17 21 48 64 9 16 21 45 3 14 21 38 15:00 7 14 18 40 74 7 13 18 38 3 12 18 32 16:00 6 58 67 130 97 5 48 63 116 2 29 63 94 17:00 4 23 41 68 104 4 19 38 61 1 12 38 51 18:00 2 12 20 35 55 2 10 19 31 1 6 19 26 19:00 1 2 3 6 36 1 1 3 5 0 1 3 4 20:00 1 1 2 4 33 1 1 2 3 1 1 2 3 21:00 1 1 1 3 43 1 1 1 2 1 1 1 2 22:00 1 0 1 2 30 1 0 1 2 1 0 1 2 23:00 0 0 1 1 12 0 0 1 1 0 0 1 1 Total 142 374 445 961 1,040 130 328 429 887 59 239 429 727 Page 28 McMaster Institute for Transportation and Logistics
Table A.9: Vehicle Flows: Red Hill Valley Parkway Time Period Heavy 2011 Original Truck Route Model Medium Light Total Heavy 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Medium Light Total Heavy Medium Light Total 00:00 2 0 0 2 2 0 0 2 2 0 0 2 01:00 2 0 0 2 2 0 0 2 2 0 0 2 02:00 3 0 0 3 3 0 0 3 3 0 0 3 03:00 3 0 0 3 3 0 0 3 3 0 0 3 04:00 12 1 0 14 13 1 0 15 13 1 0 15 05:00 16 2 0 18 16 3 0 19 16 3 0 19 06:00 39 70 33 142 40 75 35 150 40 75 35 150 07:00 74 159 134 367 77 172 138 387 91 205 138 434 08:00 120 311 295 726 127 341 307 775 149 403 307 859 09:00 97 29 5 132 100 35 6 141 117 65 6 188 10:00 89 27 6 122 92 32 6 130 108 59 6 173 11:00 87 25 5 117 90 29 6 124 105 54 6 164 12:00 70 21 5 96 72 25 5 102 84 46 5 136 13:00 67 20 5 91 69 23 5 97 80 44 5 130 14:00 60 18 5 83 62 22 5 88 72 40 5 117 15:00 45 15 4 65 48 18 4 70 55 33 4 93 16:00 35 244 284 563 37 267 293 598 43 316 293 652 17:00 24 98 171 294 26 108 177 311 30 127 177 334 18:00 14 54 84 151 14 57 87 158 16 68 87 171 19:00 8 2 1 11 9 2 1 11 10 4 1 14 20:00 5 1 0 6 5 1 0 6 5 1 0 6 21:00 6 1 0 6 6 1 0 7 6 1 0 7 22:00 4 0 0 4 4 0 0 5 4 0 0 5 23:00 2 0 0 2 2 0 0 2 2 0 0 2 Total 882 1,100 1,039 3,021 917 1,213 1,076 3,207 1,055 1,549 1,076 3,680 McMaster Institute for Transportation and Logistics Page 29
Table A.10: Vehicle Flows: King St W Time Period 2011 Original Truck Route Model 2011 Modified Truck Route Model 2011 Modified Truck Route Model with Removals Heavy Medium Light Total Heavy Medium Light Total Heavy Medium Light Total 00:00 1 0 1 3 1 0 1 2 1 0 1 2 01:00 1 0 1 2 1 0 1 1 1 0 1 1 02:00 2 0 1 3 1 0 1 2 1 0 1 2 03:00 2 1 1 3 1 0 1 2 1 0 1 2 04:00 8 2 1 11 5 1 1 8 5 1 1 8 05:00 10 5 2 16 6 3 2 11 6 3 2 11 06:00 23 44 25 93 15 27 25 67 15 27 25 67 07:00 44 101 100 245 28 62 100 190 48 104 100 251 08:00 74 202 223 498 47 123 222 393 80 207 222 509 09:00 61 57 39 157 39 34 39 112 66 67 39 172 10:00 56 52 41 149 36 31 41 108 61 61 41 163 11:00 54 48 39 142 35 29 39 103 59 57 39 155 12:00 44 41 38 122 28 24 38 91 48 48 38 133 13:00 42 39 36 116 27 23 36 86 45 45 36 127 14:00 37 36 34 108 24 22 34 80 41 42 34 117 15:00 29 30 30 89 19 18 30 66 32 35 30 96 16:00 23 157 194 375 15 96 193 304 25 160 193 378 17:00 16 63 117 197 10 38 117 165 17 64 117 198 18:00 9 33 57 99 6 20 57 83 9 34 57 100 19:00 5 3 5 13 3 2 5 10 6 4 5 14 20:00 3 2 3 8 2 1 3 6 2 1 3 6 21:00 3 1 2 6 2 1 2 5 2 1 2 5 22:00 2 1 1 5 2 0 1 3 2 0 1 3 23:00 1 0 1 3 1 0 1 2 1 0 1 2 Total 549 920 992 2,462 354 558 988 1,901 572 962 988 2,522 Page 30 McMaster Institute for Transportation and Logistics