Quote:
Originally Posted by Acey
It does reduce to 2 just before joining mainline, to be fair. AT doesn't like 3+3 merges. There are mega long-term plans to twin 8 all the way out to 22, and for 22 to be a freeway - which would make that westbound through movement more important.
Not the answer anyone wants to hear, but a decision was made to simply not make any fundamental changes from the design drafted many many years ago for the SW leg, which saved a ton of time and expedited the project. New modeling for the traffic flow would have been done for other things like noise, and those models very well could be spot on.
I'm not saying this is "acceptable", but rather that there's not a bunch of engineers shocked and in awe losing sleep over the shocking revelation that WB Glenmore to SB Stoney isn't flowing great.
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Do you know the reason why that particular interchange got baked in? IIRC, the interchange at Anderson was changed from what was originally presented at the information sessions. I recollected that the intersection had the N-S movement flowing beneath a WB Anderson to SB ring road flyover. However, after what I assume was value engineering, the final design reversed that. I believe my memory of the original design is correct as I used to live in that corner of Woodbine so I was kind of interested in how that area was going to be impacted.
If my memory is correct, what about the Glenmore, Sarcee, and RR interchange that made it difficult or undesirable to re-design? You've alluded to costs but were there other factors?