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Appendix B – Highway 407 Interchange Review
- Cochrane Street Area
AECOM300 Water StreetWhitby, ON, Canada L1N 9J2www.aecom.com
Memorandum
MEMO-2016-05-24-Highway 407 Interchange Review.Docx
To Michael May, P.Eng., Town of Whitby Page 1
CC Greg Hardy, P.Eng., Town of Whitby
Subject Highway 407 Interchange Review, Cochrane Street Area
From Brenda Jamieson, P.Eng. / Heather Nottbeck, P.Eng.
Date May 24, 2016 Project Number 60494833
1. Introduction
AECOM was retained by the Town of Whitby to undertake conceptual design for potential interchangeconfigurations at Highway 407 and Cochrane Street and Highway 407 and Ashburn Road in the Town ofWhitby.
The approved Highway 407 East plan documented in the 407 East EA Report includes the following keyelements:
· Construction of the Highway 407 Mainline from Brock Road to Highway 35/115;· Construction of two north-south links – Highway 412 and Highway 418 – that will connect
Highway 407 to Highway 401; and· Protection for a dedicated transit way and support facilities.
The first phase of work (see Exhibit 1) includes a six lane east-west freeway from Brock Road toHighway 412, a four lane east-west freeway from Highway 412 to Harmony Road and a four lane north-south freeway from Highway 401 to Highway 407. Four arterial road interchanges are planned in theBrooklin area, specifically full interchanges at Lake Ridge Road, Baldwin Street (Hwy 7/12), and ThicksonRoad, and a partial interchange (to and from the south) on Highway 412 at Highway 7. A fullinterchange accommodates moves in all directions while a partial interchange only accommodate movesto and from the corridor in one direction.
Though not shown in Exhibit 1, the 407 East EA Report stated: “A future interchange at Cochrane Streetis not precluded and would be subject to approval of an independent EA and review and approval byMTO.” A conceptual plan of the Town of Whitby’s proposed interchange at Cochrane Street was includedin the EA Report and is illustrated in Exhibit 2.
Cochrane Street is situated approximately 2 km east of Highway 412 and 2 km west of Baldwin Street.Ashburn Road is situated approximately 3 km east of Highway 412 and 1 km west of Baldwin Street.Highway 7 crosses over the Highway 407 corridor midway between Cochrane Street and Ashburn Road.
Page 2Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Exhibit 1: Highway 407 East Phase 1
Exhibit 2: Conceptual 407 East / Cochrane Street Interchange Design in 407 East EA Report
Page 3Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
This memorandum provides a brief overview of the key design principles and guidelines that wereconsidered in the development of the conceptual design alternatives for the Cochrane Street and AshburnRoad interchange locations and the identification of key advantages and disadvantages for eachalternative design from a design, transportation operations and land use perspective. This memorandumalso identifies additional work which is expected to be required by the Ministry of Transportation for theirreview and approval of an additional interchange on the Highway 407 Mainline between Highway 412 andBaldwin Street.
2. Design Principles and Guidelines
The applicable design principles and guidelines for interchange locations and configurations are set out inthe Geometric Design Standards Manual for Ontario Highways (GDSOH) and the Highway AccessManagement Guidelines.
2.1 SYSTEM CONSIDERATIONS
An interchange is one element of a freeway system. Freeway design elements and interchange designinfluence the operation of each other and as such it is essential to treat a length of freeway and itsassociated interchanges as a single system to ensure proper balance of features and consistentoperational quality and performance. Key system considerations include:
· Interchange location and spacing: Interchanges should be located at major arterial roads inproximity to major development areas. Interchange spacing in urban areas generally ranges from2 km to 3 km.
· Coordination of interchanges: Consistency of interchange features in urban areas promotesdriver understanding and smooth flowing operation. Right side exits in advance of underpassstructures are preferable from a driver expectation and safety perspective.
· Lane balance and basic lanes: Proper lane balance and maintenance of basic lanes promotessafe operations and accommodates variations in traffic patterns.
· Weaving: When a freeway entrance is followed by an exit, traffic entering the freeway and thatexiting the freeway cross and are in conflict. The conflict between entering and exiting traffictends to interrupt the operation of through traffic, creates turbulence in the traffic flow and has theeffect of reducing capacity and safety performance. This length of roadway is referred to as aweaving section. The weaving length is measured from a point where the adjacent edges ofpavement at the merge (on-ramp) are 0.5 m apart to a point where the adjacent edges ofpavement at the diverge (off-ramp) are 3.75 m apart as described in Section F.4.5 of the GDSOH.
In accordance with the GDSOH, to maintain safe efficient operation between entrance and exitramps, minimum weaving lengths of 600 m and 800 m should be provided between arterialinterchanges and an arterial interchange and a freeway interchange respectively. Shorterweaving lengths may be imposed due to other constraints and will operate with varying qualitiesof service depending on local conditions such as traffic volumes, sight distance and alignmentfeatures.
Arterial road interchange locations are typically sited based on the following factors:
· Interchange spacing guidelines set out in the GDSOH:• minimum 2 km spacing between arterial road interchanges through urban areas,
providing for a minimum weaving length of 600m;
· Connections to major art· Existing and planned development in proximity to the interchange location; and· Traffic forecasting work.
As noted previously, shorter weaving lengths and hence aby the Ministryachieved.
2.2 INTERCHANGE
The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown inconstraints,
Characteristic /
Selection Consideration
Capacity
Delay on Cross Road
Traffic Progression on
Cross Road
Pedestrian and Bicycle
Accommodation on Cross
Relative Construction Cost
Right
Note: (1) Partial diamond is a variation of the diamond interchange configuration.
• minimum 3 km spacing between an arterial road interchange and a freeway to freewayinterchange
Connections to major artExisting and planned development in proximity to the interchange location; andTraffic forecasting work.
As noted previously, shorter weaving lengths and hence aby the Ministry if the traffic operations analysis demonstrates acceptable traffic operations can beachieved.
NTERCHANGE
The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown inconstraints, alternative interchange configurations can be considered
Exhibit
Characteristic /
Selection Consideration
Capacity
Delay on Cross Road
Traffic Progression on
Cross Road
Pedestrian and Bicycle
Accommodation on Cross
Road
Relative Construction Cost
Right-of-Way
(1) Partial diamond is a variation of the diamond interchange configuration.
minimum 3 km spacing between an arterial road interchange and a freeway to freewayinterchange, providing for a minimum weaving length of 800m
Connections to major arterial roadways is preferable;Existing and planned development in proximity to the interchange location; andTraffic forecasting work.
As noted previously, shorter weaving lengths and hence atraffic operations analysis demonstrates acceptable traffic operations can be
NTERCHANGE DESIGN
The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown in
alternative interchange configurations can be considered
Exhibit 3: Comparison of Interchange Configuration Characteristics
Selection Consideration
Parclo A4
Highest
Low
Traffic Progression onMedium
Pedestrian and Bicycle
Accommodation on Cross Easy
Relative Construction Cost High
High
(1) Partial diamond is a variation of the diamond interchange configuration.
minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m
erial roadways is preferable;Existing and planned development in proximity to the interchange location; and
As noted previously, shorter weaving lengths and hence atraffic operations analysis demonstrates acceptable traffic operations can be
The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerations. The preferred interchange configuration is the Parclo A4design as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown in Exhibit 3
alternative interchange configurations can be considered
Comparison of Interchange Configuration Characteristics
Parclo A4 Parclo A2
Highest Medium/High
Low
Medium
Easy
High
High Medium/
(1) Partial diamond is a variation of the diamond interchange configuration.
minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m
erial roadways is preferable;Existing and planned development in proximity to the interchange location; and
As noted previously, shorter weaving lengths and hence a tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be
The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4
design as it has the best capacity, operational and safety characteristics relative to other available3. Where significant environmental, geometric
alternative interchange configurations can be considered
Comparison of Interchange Configuration Characteristics
Interchange Configuration
Parclo A2
Medium/High
Low
Medium
Difficult
Medium
Medium/High
(1) Partial diamond is a variation of the diamond interchange configuration.
Highway 407 Interchange Review, Cochrane Street Area
minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m
Existing and planned development in proximity to the interchange location; and
tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be
The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4
design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric
alternative interchange configurations can be considered.
Comparison of Interchange Configuration Characteristics
Interchange Configuration
Parclo B2
Medium/High
Low
Best
Difficult
Medium
Medium/High
(1) Partial diamond is a variation of the diamond interchange configuration.
Memorandum, May 24, 2016Highway 407 Interchange Review, Cochrane Street Area
minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m;
Existing and planned development in proximity to the interchange location; and
tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be
The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4
design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric
Comparison of Interchange Configuration Characteristics
Interchange Configuration
Parclo B2 Parclo AB
Medium/High Medium
Medium/High
Medium
Difficult
Medium Medium
Medium/High Medium/High
(1) Partial diamond is a variation of the diamond interchange configuration.
Memorandum, May 24, 2016Highway 407 Interchange Review, Cochrane Street Area
minimum 3 km spacing between an arterial road interchange and a freeway to freeway
tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be
The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4
design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric or property
Comparison of Interchange Configuration Characteristics
Parclo AB
Medium
Medium/High
Medium
Difficult
Medium
Medium/High
Page 4Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
minimum 3 km spacing between an arterial road interchange and a freeway to freeway
tighter interchange spacing may be accepted
The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4
or property
Diamond (1)
Medium
Medium
Medium
Easy
Low
Medium/Low
Page 5Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Ramp geometry, including the alignment, profile and cross section, is influenced by a number of designconsiderations such as traffic volume and traffic mix, geometric and operational characteristics of thecrossing road and adjacent through roads, interchange configuration, terrain, traffic control devices anddriver expectation. The geometric requirements for interchange ramps are set out in the GDSOH,including applicable design speeds for ramp elements and entrance / exit terminal designs to and fromthe freeway and the crossing road to satisfy operational and safety performance requirements.
The spacing between ramp terminal intersections along the crossing road and adjacent intersections isalso an important design consideration with respect to the performance and operation of the rampterminal intersections. A minimum spacing of 300 m is desirable in accordance with the Highway AccessManagement Guidelines. A tighter spacing may be accepted by the Ministry if the traffic operationsanalysis demonstrates acceptable traffic operations can be achieved.
3. Conceptual Design Alternatives
Conceptual interchange design alternatives were generated for the Cochrane Street and Ashburn Roadlocations in accordance with the design principles and guidelines set out in Section 2 utilizing theHighway 407 East issued for construction drawings and base mapping provided by the Town of Whitby.
3.1 COCHRANE STREET INTERCHANGE DESIGN ALTERNATIVES
Given existing site conditions and the design principles and guidelines set out in Section 2, threealternatives were developed for the Cochrane Street/Highway 407 Interchange as follows and shown inAppendix A:
· Alternative 1 consisting of a Parclo A2 configuration on the north side of Highway 407 (i.e. forthe westerly oriented ramps) and a Diamond configuration on the south side of Highway 407 (i.e.for the easterly oriented ramps) which protects for a future eastbound inner loop ramp. Thisalternative exceeds the minimum weaving distance of 800 m to the Highway 412 interchangeramps and 600 m to the Baldwin Street interchange ramps and provides a separation of 201 mbetween the south ramp terminal intersection and the Cochrane Street / Highway 7 intersectionwhich is less than the desired minimum spacing of 300 m.
· Alternative 2 consisting of a Parclo A2 configuration on the north side of Highway 407 (i.e. forthe westerly oriented ramps) and a tightened Diamond configuration on the south side of Highway407 (i.e. for the easterly oriented ramps) which does not protect for a future eastbound inner loopramp. This alternative exceeds the minimum weaving distance of 800 m to the Highway 412interchange ramps and 600 m to the Baldwin Street interchange ramps and provides a separationof 215 m between the south ramp terminal intersection and the Cochrane Street / Highway 7intersection which is less than the desired minimum spacing of 300 m.
· Alternative 3 consisting of a Parclo A4 configuration on both the north side and the south side ofHighway 407. However, due to the proximity of the Highway 412 freeway ramps to the west, theavailable weaving distance in the westbound direction between the Cochrane Street southboundon-ramp and the westbound exit ramp to Highway 412 southbound would be in the order of435 m which is well short of the minimum required distance of 800 m. This alternative exceedsthe minimum weaving distances to the other adjacent interchange ramps and provides aseparation of 201 m between the south ramp terminal intersection and the Cochrane Street /Highway 7 intersection.
Page 6Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Consideration was also given to providing a Parclo B interchange configuration on the south side ofHighway 407 for the easterly oriented ramps. However, this configuration would result in a spacing ofless than 150 m between the south ramp terminal intersection and the Highway 7/Cochrane Streetintersection which was not considered feasible. Furthermore, a Parclo B interchange configuration doesnot offer the same operational and safety performance as the proposed diamond configuration.
The potential for modifications to the Highway 412 interchange easterly oriented ramps was alsoconsidered to increase the separation distance to the Cochrane Street interchange. However, given thecomplexity of the Highway 412 interchange, minor refinements to the easterly oriented ramps are notfeasible to increase the separation distance.
Key advantages and disadvantages of the Cochrane Street interchange design alternatives are identifiedin Exhibit 4.
Exhibit 4: Key Advantages and Disadvantages of Cochrane Street InterchangeDesign Alternatives
Alternative Advantages DisadvantagesCochraneStreet Alt 1(Recommendedfor FutureReview)
§ Achieves minimum spacing toBaldwin Street interchange (2 km)§ Standard interchange configuration
and geometry; protects for futureeastbound inner loop ramp§ Accommodates all moves§ Exceeds minimum weaving lengths(1)
§ Parallel lane exit provided onCochrane Street to westbound on-ramp which should result in improvedtraffic operations on Cochrane Street
§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Provides intersection spacing of 201 m
on Cochrane Street between south rampterminal intersection and Hwy 7intersection vs desired minimum of 300m§ Approach grades on Cochrane Street in
vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersections§ Requires widening of watercourse
structures east and west of CochraneStreet (M37 and M39)§ Moderate footprint requirement relative to
other alternatives (approx. 12 ha)§ Moderate cost relative to other
alternativesCochraneStreet Alt 2(Recommendedfor FutureReview)
§ Achieves minimum spacing toBaldwin Street interchange (2 km)§ Standard interchange configuration
and geometry§ Accommodates all moves§ Exceeds minimum weaving lengths(1)
§ Direct taper exit provided onCochrane Street to westbound on-ramp which should result inacceptable traffic operations onCochrane Street
§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Precludes addition of eastbound inner
loop ramp§ Provides intersection spacing of 215 m
on Cochrane Street between south rampterminal intersection and Hwy 7intersection vs desired minimum of 300m§ Approach grades on Cochrane Street in
vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade required
Page 7Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Alternative Advantages Disadvantagesfor ramp terminal intersections§ Requires widening of watercourse
structures east and west of CochraneStreet (M37 and M39)§ Moderate footprint requirement relative to
other alternatives (approx. 12 ha)§ Lowest cost relative to other alternatives
CochraneStreet Alt 3(NotRecommendedfor FutureReview)
§ Achieves minimum spacing toBaldwin Street interchange (2 km)§ Standard interchange configuration
and geometry§ Accommodates all moves§ Exceeds minimum weaving lengths to
Baldwin Street ramps and the Hwy412 EB on-ramp(1)
§ Direct taper exit provided onCochrane Street to westbound on-ramp which should result inacceptable traffic operations onCochrane Street
§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Does not achieve minimum weaving
length to the Hwy 412 WB off-ramp(435 m vs 800 m)§ Provides intersection spacing of 201 m
on Cochrane Street between south rampterminal intersection and Hwy 7intersection vs desired minimum of 300m§ Approach grades on Cochrane Street in
vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersections§ Requires widening of watercourse
structures east and west of CochraneStreet (M37 and M39)§ Largest footprint requirement relative to
other alternatives (approx. 14 ha)§ Highest cost relative to other alternatives
Notes: 1. Traffic analysis required to confirm operational performance of weaving sections acceptable.
3.2 ASHBURN ROAD INTERCHANGE DESIGN ALTERNATIVES
Given existing site conditions and the design principles and guidelines set out in Section 2, onealternative was developed for the Ashburn Road/Highway 407 Interchange as follows and shown inAppendix A:
· Alternative 1 consisting of a Partial Diamond configuration accommodating movements to andfrom the west. The entrance to Highway 407 westbound is via a direct on-ramp from Highway 7westbound, just west of Ashburn Road. The second entrance to the highway for northboundtraffic on Ashburn Road is via a loop ramp situated south of Highway 7. The eastbound diamondoff ramp tees into Ashburn Road.
Consideration was given to the provision of a Parclo A4 configuration on both the north side and thesouth side of Highway 407. However, given the close proximity of the Baldwin Street interchange to theeast and Highway 7 to the north, a Parclo A4 configuration is not feasible at this location. The entranceand exit ramps between Ashburn Road and Baldwin Street would overlap. The separation between thenorth ramp terminal intersection and the Highway 7 / Ashburn Road intersection would be in the order of100 m.
Page 8Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Reconfiguration of the Baldwin Street interchange was also considered to assess the feasibility ofbroadening the range of interchange designs for the Ashburn Road location. However, even with theprovision of a Parclo AB interchange configuration at Baldwin Street which situates all the ramps on theeast side of Baldwin Street, it is not possible to achieve the minimum weaving lengths since AshburnRoad and Baldwin Street are situated less than 1 km apart. Furthermore, notwithstanding the significantcost and time involved to redesign and reconstruct the Baldwin Street interchange, a Parclo ABinterchange configuration at Baldwin Street does not offer the same operational and safety performanceas the currently constructed Parclo A4 interchange and may negatively impact on planned transitwayinfrastructure at Baldwin Street.
Key advantages and disadvantages of the Ashburn Road interchange design alternative are identified inExhibit 5.
Exhibit 5: Key Advantages and Disadvantages of Ashburn Road Interchange Design Alternative
Alternative Advantages DisadvantagesAshburn RoadAlt 1(NotRecommendedfor FutureReview)
§ Achieves minimum spacing to Hwy412 interchange (3 km)§ Exceeds minimum weaving lengths
to Hwy 412 ramps (1)
§ Accommodates partial moves only (toand from the west)§ Non-standard interchange configuration
with on-ramps provided from differentarterial roads§ Spacing to Baldwin Street interchange is
less than typical minimum 2 kmrequirement (i.e. 1 km); however weavingis not an issue as there are no easterlyoriented ramps§ Approach grades on Ashburn Road in
vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersection§ Requires widening of watercourse
structure and Highway 7 structure east ofCochrane Street and Ashburn Roadstructure§ Moderate footprint requirement relative to
other alternatives (6 ha)§ Low cost relative to other alternatives
Notes: 1. Traffic analysis required to confirm operational performance of weaving sections acceptable.
4. Next Steps
On the basis of the conceptual review documented in this memorandum, an interchange at CochraneStreet is preferred as it better complies with MTO design principles and guidelines, subject to furtherreview including traffic operations analysis.
The following additional work is expected to be required to obtain MTO approval of an additionalinterchange on the Highway 407 Mainline between Highway 412 and Baldwin Street:
Page 9Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
· Demonstrate the need for an additional interchange: On the basis of the transportation modellingand assessment work undertaken for the 407 East EA, it was determined that the proposedinterchanges at Lake Ridge Road and Baldwin Street and the north-south crossings of the 407East transportation corridor through this area have sufficient capacity to accommodate theprojected 2031 traffic demands. The Town of Whitby will need to demonstrate to the Ministry whyan additional interchange is required to serve the planned development in the Brooklin area.
· Traffic operations analysis: Traffic operations analysis will be required to demonstrate that theintroduction of an additional interchange on the Highway 407 mainline between Highway 412 andBaldwin Street will not negatively impact the capacity and operation of the Highway 407 mainlineand the adjacent interchanges.
· Feasibility Study: It would be beneficial to conduct a feasibility study to confirm feasibleinterchange design alternatives from a capacity, operations and safety perspective taking intoconsideration potential land use and environmental impacts and obtain Ministry support for a newinterchange prior to proceeding with a Class Environmental Assessment Study.
· Class Environmental Assessment Study: A Class EA Study will be required to obtainenvironmental clearance for a new interchange between Highway 412 and Baldwin Street. Thestudy should examine, as a minimum, the need and justification for a new interchange and theimpacts of the proposed changes on the footprint, capacity and operation of the Highway 407mainline and the adjacent interchanges. The study should also include mitigation measuresacceptable to the Ministry that would address any impacts to the Highway 407 mainline andadjacent interchanges. The technically preferred alternative and associated design will requireMTO endorsement as part of the study process.
As stated in the 407 East EA Report, the following key constraints will need to be addressed toMTO’s satisfaction when reviewing future interchange proposals at Cochrane Street:
· The 4.9% grade of Cochrane Street is greater than the MTO maximum standard grade of3.0% for ramp terminal intersections;
· The design speed of Cochrane Street would need to be reduced from 80 km /h to 55-60 km/h to satisfy turning sight distance criteria at the south ramp terminal;
· The intersection spacing of ramp terminals and Cochrane Street / Highway 7(approximately 250 m) will be less than the minimum MTO standard of 300 m;
· The MTO standard for interchange spacing is 3-8 km between arterial and freewayinterchanges. Cochrane Street is 2 km east of the West Durham Link Interchange(Highway 412).
As noted in previous sections of this memorandum, tighter interchange and intersection spacingmay be accepted by the Ministry if the traffic operations analysis demonstrates acceptable trafficoperations can be achieved. With the urbanization of the Cochrane Street area, interchangespacing in the 2 km to 3 km range would comply with typical MTO guidelines. Further, a reducedspeed limit on Cochrane Street should be in keeping with the urbanizing condition for the area.
Modifications to the Cochrane Street profile will be required to the north and south of the Highway407 bridge to achieve an acceptable grade on Cochrane Street through the ramp terminalintersections.
Page 10Memorandum, May 24, 2016
Highway 407 Interchange Review, Cochrane Street Area
Appendix A
Conceptual Interchange Design Alternatives
R=55RAMPN/S-WCou
ntry
Lane
Cou
ntry
Lane
R=130
R=250
RAM
PE-N
/S
RAMP N/S-ER=400
RAMP
W-N/S
R=130
R=250
Coc
hran
eSt
reet
Highway 7
Highway 7
Ashb
urn
Roa
d
201m
Coc
hran
eSt
reet
R=55
POTENTIAL
FUTURERAMP
910m WEAVE LENGTH
995m WEAVE LENGTH
STRUCTUREM37 EB
STRUCTUREM37 WB
STRUCTUREM39 WB
STRUCTUREM39 EB
910mW
EAVELENGTH
740mW
EAVELENGTH
NORT
H
R=55RAMPN/S-W
R=130
R=250
RAM
PE-N
/S
RAMP N/S-ER=350
RAMP
W-N/S
R=130
R=250
215m
Cou
ntry
Lane
Cou
ntry
Lane
Coc
hran
eSt
reet
Highway 7
Highway 7
Ashb
urn
Roa
d
Coc
hran
eSt
reet
STRUCTUREM37 EB
STRUCTUREM37 WB
STRUCTUREM39 WB
STRUCTUREM39 EB
925m WEAVE LENGTH
995m WEAVE LENGTH
910mW
EAVELENGTH
745mW
EAVELENGTH
NORT
H
R=55RAMPS-W
R=130
R=250
RAM
PE-N
/S
RAMP N/S-ER=400
RAMP
W-N/S
R=130
R=250
R=55
RAMPN-E
RAMP N/S-W
R=1050
201m
Cou
ntry
Lane
Cou
ntry
Lane
Coc
hran
eSt
reet
Highway 7
Highway 7
Ashb
urn
Roa
d
Coc
hran
eSt
reet
910m WEAVE LENGTH
435m WEAVE LENGTH
910mW
EAVELENGTH
740mW
EAVELENGTH
STRUCTUREM37 EB
STRUCTUREM37 WB
STRUCTUREM39 WB
STRUCTUREM39 EB
NORT
H
Coc
hran
eSt
reet
R=55RAMP S-W
Highway 7
Ashb
urn
Roa
d
RAM
PW
-N/S
R=130
R=250
Coc
hran
eSt
reet
RAMP E-WR=650
BALDWIN BNRAMP W-N/S
BALDWIN BNRAMP N-S
Ashb
urn
Roa
d
Highway 7
STRUCTUREM39 WB
STRUCTUREM39 EB 54m
1.25km WEAVE LENGTH
STRUCTUREM37 EB
STRUCTUREM37 WB
2.01km WEAVE LENGTH
NORT
H