Quote:
Originally Posted by eternallyme
Going back to 17 across northern Ontario, here is what I think is necessary in the short to medium term horizon:
* 4 lanes from Highway 71, along the Kenora bypass, to the Manitoba border (17A redesignated as 17; 17 becomes 17B).
** I'd build interchanges at both ends of the Kenora city route, at 658 (which is currently signalized) and at 71 (due to its importance).
** All other at-grade intersections can remain at this time apart from possible consolidation and relocation. However, all sections will have an "ultimate freeway stage" design, even if that is far, far into the future.
* 2 lanes should be sufficient from 71 to 11 (Shabaqua Corners) for the foreseeable future due to low traffic volumes. There are a few exceptions and reconstructions I would make:
** All alignments would be straightened to support a 100 km/h speed limit
** Bypasses of Vermilion Bay, the Dryden area and Ignace should be constructed.
** The Dryden area bypass (roughly from Dinorwic to Oxdrift) should be 4 lanes. Depending on turning movements/traffic models, one or two interchanges may be required right away. They would be most likely at 601 (central Dryden) and 72.
* 4 lanes from Shabaqua Corners to Nipigon.
** With no alternate route, this section is the most critical in northwestern Ontario. It's also the busiest.
** The Thunder Bay Expressway section should be rebuilt to full freeway standards. Some sections may also warrant 6 lanes.
** Other interchanges should be built at 11W, 102, Oliver Road (Kakabeka Falls) and 11E, with perhaps a few others depending on traffic counts (general rule: signal warrant = interchange).
* 2 lanes from Nipigon to near Sault Ste. Marie should be sufficient indefinitely due to low traffic volumes.
** All towns and villages on the route should be bypassed with a new 2-lane highway alignment.
** No interchanges are warranted based on traffic/operational issues from what I can tell. However, some busy locations will be monitored.
* 4 lanes from just north of Sault Ste. Marie to west of Mattawa.
** The longest of the busier sections, many parts of this area already have traffic volumes justifying 4 lanes.
** All communities should be bypassed to ensure a 100 km/h speed limit throughout.
** The sections around Sault Ste. Marie, from Webbwood to Markstay and from Sturgeon Falls to east of North Bay should be built to freeway standards at initial stage.
** Other interchanges probably warranted: 638/17B (Echo Bay), 548 (St. Joseph Island), 638 (Bruce Mines), 129 (Thessalon), 546 (Iron Bridge), 557 (Blind River), 108 (to Elliot Lake), 553 (Massey), 535 (Hagar), 539 (Warren), 64S/575 (Verner) and 94 (Bonfield).
** Minor intersections can remain on the non-freeway sections at this time.
* 2 lanes from near Mattawa to Rolphton should be sufficient due to traffic volumes decreasing.
** A 2-lane Mattawa bypass should be constructed. Short bypasses of other sections would likely be necessary.
** No interchanges appear warranted on this section at this time.
* 4 lanes from east of Rolphton (start of a Deep River bypass) to the current 417 transition.
** Due to higher traffic volumes and almost all intersections being signalized or at capacity, this needs to be at freeway standards immediately.
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Quote:
Originally Posted by vid
No sections warrant six lanes. It simply doesn't get that busy. It's AADT is around 25,000-30,000 on the busiest stretches. There are numerous stretches of street within the city itself that exceed that and are just fine with four lanes even though they've got lower speed limits and a bunch of driveways and intersections.
There really isn't anywhere in Thunder Bay where a road actually needs to be 6 lanes, which is partly why there aren't any roads that big in this cty.
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For the Northern Ontario roads, you cannot just look at the numbers. You need to look at what is actually moving along those highways. It makes a difference if there is 500 cars or 500 transport trucks going down the highway each day.
So, here are my thoughts for highways 17 (entire length) and 11 (Nipigon to North Bay)
1) 2 lanes that come out of the towns must have a passing lane outbound. This allows the trucks to get up to speed without holding back traffic.
2) Everywhere traffic slows down for a town or a tight curve, by pass it and make it 4 lanes. That fixes much of the safety problems.
https://www.sootoday.com/opp-beat/serious-crash-closes-highway-17-near-blind-river-608263
3) Begin twinning the busier sections first. Slowly the 4 lane bypasses will connect to each other.
4) Put interchanges on all provincially owned highways. Mot of those are/will be connected to a town, and this adds safety for getting on and off the highway
5) Put on the busy intersections. Ensure all intersections have the space for a future interchange.
6) Do not make the requirement for the highway to be built to 400 series freeways. For example, cross roads exist like between Huntsville and Bracebridge.
7) roughly every 100km, have a rest area similar as to what's found on the Autoroutes in Quebeck or the Interstates. They do not need food, or even flush toilets, but they must fit trantsports, and they must be open even in the winter.
Sometimes I read the comments and wonder if you have ever even driven those highways.
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