Trans-Canada Highway Research Articles

Performance and Memory

The Trans-Canada Highway (1949-1962) was a major postwar Canadian nationalist project. It is also a real roadway, originally constructed to standards acceptable in 1949, and paid for by the provinces and the federal government. It is a clear case of a material object designed under a set of conditions that evolve, adapt and persist through changing circumstances. The highway’s physical materiality and usefulness ensures its continued presence; its political and social readings are more ephemeral. Its ambitions of sovereignty were a response to American concerns over geopolitical security. Its routing was a response to American tourism. Its structures — bridges, overpasses, guard rails, verges, signage — are at once intensely local, sited in very particular landscapes, and at the same time follow the lineaments of abstract expressionism — overtly the quantifiable universalism of the modern movement. The Trans-Canada Highway is a case of modernism coming to ground in a local geography.

Cooling and exhumation of the Shuswap Metamorphic Core Complex constrained by 40Ar/39Ar thermochronology

The exhumation history of the Shuswap Metamorphic Core Complex (Shuswap MCC) is deciphered from structural analysis and 4 0 Ar/ 3 9 Ar thermochronology. With the exception of a few samples contaminated by excess argon, the analytical results indicate a consistent range of early Tertiary 4 0 Ar/ 3 9 Ar ages throughout the area. Hornblende yields ages ranging from ∼59-54 Ma; muscovite and biotite ages are clustered between 49.5 and 48 Ma, and are consistent with the timing of closure of K-feldspars, typically ranging from 50 to 43 Ma, except for samples in the immediate footwall of the Columbia River fault that yield ages as young as 26 Ma. These 4 0 Ar/ 3 9 Ar ages, combined with existing U/Pb ages on zircons and monazites, constrain the cooling history at several localities in the Shuswap MCC between Trans Canada Highway 1 and the Thor-Odin dome. The migmatitic core of the complex is affected by a rapid cooling event (∼700 °C to ∼300 °C), from crystallization of zircons through closure of argon diffusion in hornblende and micas, between ∼56 and ∼48 Ma. Based on our previous structural analysis, we propose that this first period of rapid cooling follows an exhumation event associated with the formation of the Shuswap MCC by activation of a low-angle detachment and ductile thinning of a previously thickened and partially molten crust. Multidiffusion-domain thermal modeling of K-feldspar constrains the lower temperature history from ∼350 °C to ∼150 °C and indicates a period of thermal stability from ∼48 to ∼45 Ma, and a cooling event at ∼45 Ma, except for the K-feldspars sampled in the immediate footwall of the Columbia River fault, which indicate rapid cooling at ∼33 Ma. These cooling events are attributed to exhumation accommodated by local activation of high-angle normal faults. Therefore, we distinguish two periods of exhumation in the Canadian Cordillera: (1) Exhumation in Paleocene time related to crustal thinning and tectonic denudation by activation of detachment zones at ∼60-50 Ma, which corresponds to gravitational collapse of the thickened and partially molten Cordilleran crust; and (2) Exhumation related to Eocene regional extension, Basin-and-Range style, at ∼45 Ma, with reactivation of the eastern boundary fault of the core complex, the Columbia River fault, in Oligocene time at ∼33 Ma.

Spatial patterns and factors influencing small vertebrate fauna road-kill aggregations

We examined the spatial patterns and factors influencing small terrestrial vertebrate road-kill aggregations in the Bow River Valley, Alberta, Canada. We surveyed roads varying in traffic volume, configuration and adjacent landscape attributes for road-kills between 1997 and 2000. The spatial pattern of road-kills was described using neighbour K statistics. We investigated the importance of road-kills at three taxonomic levels using logistic regression. Mammal and bird road-kill indices were consistently higher on a low volume parkway than on the high-speed, high volume Trans-Canada highway (TCH). Birds were more vulnerable to collisions than mammals on the TCH. Road-kill aggregations were nonrandomly distributed. Parkway road-kills were aggregated on small scales and characterized by low clustering intensities compared to the TCH. Road-kills were less likely to occur on raised sections of road. Road-kills tended to occur close to vegetative cover and far from wildlife passages or culverts. Our findings reveal how two distinct road types can have different effects in terms of vertebrate mortality and their spatial pattern. We recommend a series of mitigation measures for existing roads or future road planning projects.

Canada’s “New Main Street”: The Trans-Canada Highway as Idea and Reality, 1912-1956. By David W. Monaghan. (Ottawa: Canada Science and technology Museum, 2002, 90 p. ISSN 1188-2964. $20)

Canada’s “New Main Street”: The Trans-Canada Highway as Idea and Reality, 1912-1956. By David W. Monaghan. (Ottawa: Canada Science and technology Museum, 2002, 90 p. ISSN 1188-2964. $20)

Tiger Salamander, Ambystoma tigrinum, movements and mortality on the Trans-Canada highway in southwestern Alberta

Tiger Salamander, Ambystoma tigrinum, movements and mortality on the Trans-Canada highway in southwestern Alberta

Use of Till Geochemistry and Mineralogy to Outline Areas Underlain by Diamondiferous Spessartite Dikes near Wawa, Ontario

Wawa has long been a center of mineral exploration activity and diamonds have been reported in the area since the 1930s. However, diamond exploration did not begin in the area in earnest until 1991. In 1993, Sandor Surmacz and Marcelle Hauseux of Saminex began a prospecting program in the area which culminated in their discovery of the “Sandor” diamond occurrence in an outcrop on the east side of the Trans-Canada Highway. They subsequently optioned the property to Spider Resources Inc. who obtained the necessary exploration permits from Algoma Central Corporation and undertook an exploration program. The diamonds at the “Sandor” diamond occurrence are hosted in the matrix of a spessartite dike composed of actinolite, biotite, and albite. Of the 64 similar dikes that have been sampled and analyzed to date, eight have been found to contain a total of 231 diamonds. Most of the diamonds are of high quality, although they are small. The dikes are non-magnetic and do not have any other geophysical characteristic that can be used to differentiate them from the adjacent country rock. All of the dikes discovered to date have been found by prospecting or by geological mapping by the Ontario Geological Survey. The dikes do not contain pyrope garnet or chrome diopside, two of the commonly used kimberlite indicator minerals. Instead, low Mg, high Cr, Zn-rich chromite, and ilmenites of variable composition, some of which lie within the field of kimberlitic Mg-ilmenite compositions, characterize the diamondiferous dikes. A regional-scale till sampling program for heavy minerals, and geochemical analysis of the

Strategic highway improvements to minimize environmental impacts within the Canadian Rocky Mountain National Parks

This paper describes how strategic highway engineering improvements have been developed or adopted to mitigate the unique environmental impact highways and roads have within Canadian Rocky Mountain national parks, which are also World Heritage Sites. Three levels of strategic highway development are presented. The first is the recapitalization of existing park roads. Examples are presented from several national parks where parkways and low-volume roads were reconstructed or repaired in ways to reduce terrain impacts. The second is the development of the passing lane system on the Trans-Canada Highway in the Rocky Mountain national parks to defer twinning. The third example is the twinning of 18.6 km of the Trans-Canada Highway. Twinning represents a logical next step following the passing lane phase. This paper describes how highway engineering improvements were developed to address and mitigate numerous potential twinning impacts identified during environmental assessment. Included within the environmental mitigation measures are fencing and animal crossing structures, addressing wildlife movement, biodiversity, and mortality as well as stream, terrain, and vegetation disturbance minimization techniques. Research has found that the mitigation measures have been effective in reducing wildlife and vehicle collisions by 97%.Key words: highway, sustainable, national park, environment.

A field guide to portions of the Jurassic Fernie-Kootenay Trans-Canada Highway section, Banff, Alberta: new sedimentological and structural observations and interpretations

Recently Cant and Stockmal (1999) published new structural observations and interpretations, and a revision of sedimentological interpretations of Hamblin and Walker (1979) on the Trans-Canada Highway outcrop section at Banff, formerly known as the Banff Traffic Circle section. This frequently visited outcrop has been described several times in the past, including by ourselves (Hamblin, 1978a, b; Hamblin and Walker, 1979; Hamblin, 1983), but highway improvement has altered the upper portion (50 m of a 350 m section) since that time. We thank Cant and Stockmal for the important structural observations and interpretations; something we admittedly minimized at the time of our original work. However, as portions of the paper by Cant and Stockmal discuss and comment on our original sedimentological interpretations, we wish to reply here to several points they make. Although there are additional minor aspects of their paper which we dispute, we will focus on the two most important points of disagreement: 1) their questioning of our use of the word “turbidite”, and 2) their interpretation of the upper, modified exposure of the outcrop. We will discuss these by referring to the subtitle headings of Cant and Stockmal’s paper. ### Observations Cant and Stockmal (1999) discuss the applicability of the word “turbidite” to the Fernie-Kootenay transition beds exposed, and suggest that it may be inappropriate. We disagree and contend that our original interpretation is reasonable. This part of the outcrop (~0–225 m on their Fig. 4) comprises a thick succession of bioturbated mudstone with thin beds of coarse siltstone to very fine sandstone. These latter beds are characterized by great lateral extent in spite of their thinness, sharp bases with abundant and well preserved sole marks, high flow regime flat bedding, consistent unidirectional paleoflow (as manifest by the sole marks, the oriented wood fragments and the ripple …

REPLY TO DISCUSSION: A field guide to portions of the Jurassic Fernie-Kootenay Trans-Canada Highway section, Banff, Alberta: new sedimentological and structural observations and interpretations

We thank Hamblin and Walker (2000) for their interest in our recent observations and interpretations of the Jurassic Fernie-Kootenay section near Banff town site (Cant and Stockmal, 1999). As we stated in our paper, our intention was “to provoke discussion” and “to reassess some uncertainties and ambiguities regarding the sedimentological interpretation”. We have clearly succeeded in these objectives. However, Hamblin and Walker (2000) have misread our intentions, and have cast our contribution not as presenting a viable alternative interpretation, but rather as a denunciation of their conclusions. Although we offered compelling evidence that some of their conclusions are likely in serious error due to extensive deformation in the lower part of the section, they are mistaken that we have completely dismissed their sedimentological interpretations in favour of our own. Throughout our paper we emphasized that our new sedimentological interpretations are viable alternatives, never once stating or implying that the interpretations of Hamblin (1978,1979,1983) and Hamblin and Walker (1979) must be incorrect, or that we must “reject” them. For example, on page 12 of Cant and Stockmal (1999), with reference to the lower section, we state “It is therefore possible that these beds could be true turbidites..., but could also be interpreted as storm return-flow deposits, or turbid underflows discharged directly from fluvial or deltaic distributaries”, and on page 15 we state “Rather, these units could equally as well be interpreted as tempestites...”. We emphasize our use throughout our paper of “could”. Nowhere do we emphatically state that these particular rocks are tempestites, and not turbidites. Similarly, with reference to the upper section, nowhere in the text do we state that it is absolutely non-marine — in fact, a lagoonal setting was specifically suggested. Rather, we offer alternative views, which Hamblin and Walker (2000) have chosen …

The effects of highway transportation corridors on wildlife: a case study of Banff National Park

Road fragmentation is a concern for wildlife viability in and adjacent to protected areas in the Rocky Mountains. Roads create a barrier to wildlife movement and have documented demographic effects, including the alteration of animal communities, the reduction of biological diversity, and the increased threat of extinction. Wildlife movement across and adjacent to the Trans-Canada Highway (TCH) (14,000 annual average daily traffic, AADT) and Highway 1A (3000 AADT) was studied in Banff National Park, Alberta. Animal tracks were observed crossing roadways and on transects adjacent to roads for wolves, cougar, lynx, wolverine, marten, elk, deer, sheep, hare, and red squirrel relative to road types. Data were analyzed to assess the barrier effect and a geographical information system (GIS) was used to identify landscape attributes associated with species movement. The TCH was found to be a barrier to movement for all species. In less perturbed environments, it was observed that movement patterns for the wildlife communities were spatially continuous and that individual species movement was complex. This movement was not observed across the TCH. An interpolation of point data showed sites of high crossing frequency within the continuum of crossing points. These sites ranged from 250 to 2000 m in diameter. General predictors for movement by aspect were found to be the south, southwest and west facing slopes. Flat slopes, areas of low topographic complexity, and slopes lower than 5° were also effective predictors of animal movements. The data suggest that maintaining contiguous tracts of habitat with the above attributes facilitate normal wildlife movement most effectively. Mitigation that approximates previous patterns can be achieved only by elevating and/or burying extensive sections of highway.

Sustainable Highway Development in a National Park

Sustainable highway-engineering improvements have been developed or adopted to mitigate the unique environmental impact that highways and roads have in Canadian Rocky Mountain National Parks, which are also World Heritage Sites. Three levels of sustainable highway development are presented. The first is the reconstruction or rehabilitation of park roads. Examples are presented from several national parks in which parkways and low-volume roads were reconstructed or repaired in ways that reduced impacts. The second is the development of the passing-lane system on the Trans-Canada Highway in the Rocky Mountain National Parks. The passing-lane system has extended the design service life of the two-lane highway by approximately 15 years while maintaining an acceptable level of service. The third example is the twinning of 18.6 km of the Trans-Canada Highway, which represents a logical next step in a program of sequential twinning following the passing-lane phase. Discussion includes the ways in which highway-engineering improvements were developed to address and mitigate numerous potential project impacts that were identified during environmental assessment. Included in the environmental mitigations were a series of measures such as fencing, animal-crossing structures, and underpasses to address wildlife movement, biodiversity, and mortality. Stream, terrain, and vegetation disturbance-minimization techniques also were applied. Research has found that the mitigation measures have been effective in reducing wildlife–vehicle collisions by as much as 97 percent.

A field guide to portions of the Jurassic Fernie-Kootenay Trans-Canada Highway section, Banff, Alberta; new sedimentological and structural observations and interpretations

ABSTRACT The Jurassic section of the upper Fernie Formation and lower Kootenay Group exposed in road-cuts near Banff, Alberta, formerly known as the Traffic Circle section, is a frequently visited outcrop owing to its locality along the Trans-Canada Highway and the excellent quality of exposure in an overall regressive foreland succession from relatively deep marine shales to fluvial sandstones. Our observations suggest that previous interpretations of this outcrop are over-simplified in three ways: (1) the blanket term turbidite has been used previously to describe units which may have been driven by mechanisms other than density currents, such as storm surge return flows or inertially driven flows from fluvial channels; (2) the marine-to-nonmarine transition may be more complex than previously envisioned; and (3) the lower third of the outcrop is much more heavily deformed than previously recognized, throwing into doubt interpretations of stratigraphic thickness, facies changes, and paleocurrent directions. Our observations and interpretations are presented with a view toward use as a field guide, to augment existing field guides, and to provoke discussion on the outcrop. RESUME La coupe du Jurassique, de la partie superieure de la Formation de Fernie et de la partie inferieure du Groupe de Kootenay, exposee le long de coupes de route pres de Banff en Alberta, jadis connue sous le nom de la coupe Traffic Circle, est frequemment visitee en raison de sa localisation aux abords de la route transcanadienne et de sa qualite d'affleurement; elle represente en gros une succession regressive d'avant-pays passant de shales marins de milieu profond a des gres fluviaux. Nos observations suggerent que les interpretations anterieures de cet affleurement aient ete trop simplifiees de trois facons: (1) le terme d'application generale turbidite a ete utilise anterieurement pour decrire des unites qui ont pu etre produites par d'autres mecanismes que des courants de densite, tels que des flots de retour de crues de tempete ou encore des flots generes par l'inertie de chenaux fluviaux; (2) la transition d'un environement marin a non-marin peut etre plus complexe que celle envisagee anterieurement; et (3) le tiers inferieur de l'affleurement est beaucoup plus intensement deforme que ce qui a ete reconnu precedemment, jetant ainsi dans le doute les interpretations d'epaisseur stratigraphique, de changements de facies et de directions de paleocourants. Nos observations et nos interpretations sont presentees en vue de servir de guide de terrain, pour etoffer les guides deja existants et pour provoquer la discussion a l'affleurement. Traduit par Lynn Gagnon

Probabilistic treatment of the sliding wedge with EzSlide

Many of the variables that govern rock slope stability, the orientation of discontinuities, the strength parameters belonging to them and the loading conditions, are random variables. Therefore, the safety factor itself is a statistic. This paper analyzes the effect of parameter variability through the use of the Monte Carlo simulation technique. To meet this goal, a Windows based program, EzSlide written in Visual Basic has been developed. EzSlide treats both the single and the multiple-wedge problem and it is equipped with all the tools necessary to conduct a probabilistic analysis of the sliding wedge. The capabilities of the Program are introduced through an application. The field data for the demonstration comes from highway rock cuts along the TransCanada Highway 17a near Kenora, Ontario.

Great Bear Snow Shed on the Coquihalla Highway, British Columbia, Canada

Canadians claim that the recently constructed Coquihalla Highway over the Rocky Mountains is one of the most spectacular and scenic superhighways in the world (Fig. 1). Unfortunately in winter snow avalanche activity is widespread and about 150 avalanche sites affect almost 17 km of the route. In one critical area a roof structure called the Great Bear Snow Shed has been constructed over the highway to protect traffic throughout the winter. This particular area of extreme avalanche hazard has a history of high avalanche frequency. Here heavy snowfall, steep terrain and adverse geological factors combine to create potentially unsafe ground above the road (Fig. 2). The Coquihalla Highway is a four-lane dual carriage-way and the only tollway in British Columbia. It starts approximately 200 km east of Vancouver near the township of Hope on the Trans-Canada Highway and runs northeastwards for 195 km through Merritt to rejoin the Trans-Canada Highway at Kamloops. The new highway follows a series of mountain corridors through the rugged Cascade Ranges and thereby reduces the Hope-Kamloops travel distance by 80 km. The main corridors are primarily glacial in origin and contain extensive deposits of moraine and fluvioglacial drift in the valley bottoms. Along the route elevations greater than 1900 m are commonplace and relief may be as much as 1300 m. The annual snowfall in this part of the Cascade Range is usually less than 8 m, but in particularly cold years the snowpack may reach depths of more than 16 m. Extensive drifting during

Characterization of vehicle emissions in Vancouver BC during the 1993 Lower Fraser Valley Oxidants Study

As part of the 1993 Lower Fraser Valley Oxidants Study, measurements of mobile source emission factors were performed in the Cassiar Tunnel on the Trans-Canada Highway to measure the on-road contribution to the ozone-forming precursors (NO x and speciated hydrocarbons) along with CO. Observed emission factors were compared to the Canadian versions of the U.S. Environmental Protection Agency's MOBILE models, MOBILE4.1C and MOBILE5C, to assess uncertainty in the predicted mobile source contributions to the Vancouver emissions inventory. A total of 16 1-h runs were made. The timing of the individual runs was designed to encompass different traffic volumes, driving conditions, and times of day. A total of 24,513 vehicles traversed the tunnel during the study, with approximately 91% light-duty vehicles, 4% heavy-duty spark ignition vehicles, and 5% heavy-duty diesel vehicles. MOBILE5C overpredicted the observed value of CO by ∼2%, NMHC by 24%, and NO x by 13%, while MOBILE4.1C underpredicted the observed values by 36, 29, and 23% for CO, NMHC, and NO x respectively.

Crustal structure and early Tertiary extensional tectonics of the Omineca belt at 51°N latitude, southern Canadian Cordillera

A crustal cross section through the Omineca belt at the latitude of the Trans-Canada Highway has been drawn to satisfy available surface geological information and Lithoprobe seismic data from this part of the Cordilleran hinterland. Palinspastic restoration of Tertiary normal-sense shear zones leads to the conclusion that the Omineca belt at latitude 51°N was extended in the Eocene by approximately 45 km, 20–25% of the width of the belt. It is shown that the Okanagan–Eagle River fault, which defines the western margin of the Shuswap metamorphic core complex, is likely to have accommodated approximately 30 km of displacement. Restoration of this fault and of 15 km displacement on the Columbia River fault (eastern margin of the Shuswap complex) juxtaposes upper-crustal rocks with similar stratigraphic, structural, and metamorphic characteristics and indicates that the crust was over 50 km thick prior to Eocene extension. Comparison of the crustal geometry in the present and restored sections suggests that extensional strain was partitioned such that the upper crust was most highly attenuated above the central Shuswap complex, whereas the lower crust was most greatly stretched beneath the Intermontane and western Omineca belts.

Determination of the dynamic characteristics of the Colquitz River Bridge by full-scale testing

This paper presents the results of full-scale tests performed at the Colquitz River Bridge near Victoria, British Columbia (B.C.), Canada, during September 1992 to determine the dynamic characteristics of the structure. The five-span bridge was completed in 1954 and is part of the Trans-Canada Highway. It is 82.68 m long and 11.89 m wide, and has six continuous steel girders supporting a 175 mm thick concrete deck. This particular bridge was chosen for testing because of its typical nature of many B.C. bridges, its location in an area of high seismic risk, and its excellent site accessibility. The tests included extensive measurements of ambient vibrations induced by traffic and other sources to determine the dynamic characteristics of the bridge. The most significant vertical and lateral mode shapes and associated periods of vibration were determined from vibration measurements at more than 50 different locations of the deck, piers, and abutments. Although a large amount of data were collected, they were quickly processed and analyzed with an innovative system developed at The University of British Columbia. One of the important features of this system is that it permits the identification of the principal modes of vibration immediately after the data have been collected. In addition to the ambient vibration tests, quick release pullback tests were conducted to verify modal frequencies determined from the ambient vibration tests and to determine the damping of the fundamental modes. These tests consisted of loading the bridge at a selected location with a force of about 90 kN and then releasing this load very quickly to induce free vibrations. The information obtained from the field tests was used to refine a computer finite element model of the bridge, which, in turn, was used to gain insight into the dynamic behaviour of specific components of the bridge. Further, this information was used later by the bridge owner to evaluate the bridge's expected response during an earthquake. Key words: steel bridges, dynamic response, full-scale tests.

Cross-section elements to accommodate passing lanes and vehicle storage during avalanche control for the Trans-Canada Highway in Rogers Pass

The two basic problems facing the Trans-Canada Highway through Rogers Pass, namely the winter problem of adequate vehicle storage areas during avalanche control and the summer problem of maintaining an acceptable level of service by ensuring adequate passing opportunities, may be linked through a common denominator — passing lanes. This paper presents the findings of a recently completed study of the Trans-Canada Highway through Mount Revelstoke and Glacier National Park. The study method is based on the fact that traffic flow characteristics, highway conditions, and operational requirements vary considerably from season to season. Thus, the analysis was broken into two parts, namely a separate analysis of winter and summer conditions. A traffic simulation model was used to determine those locations that could serve as potential sites for passing lanes during summer. The traffic simulation model developed for the passing lane analysis utilized files that describe road geometry, summer traffic flow and composition, and vehicle performance. A separate simulation model was developed to determine vehicle storage requirements of ponding areas during avalanche control. The model developed for winter traffic characteristics also provided the basis for a flexible traffic management strategy. Cross-section elements were developed to accommodate an auxiliary lane to be used as a passing lane in summer and as a parking lane to increase the capacity of ponding areas during avalanche control in winter. Design requirements called for triple stacking of vehicles in ponding areas during avalanche control. To accommodate design year traffic volumes at an acceptable level of service during the summer months, 12 passing lanes totalling 23 km in length were recommended. Six ponding areas, totalling 4 km in length, are coincident with four of the passing lane locations. The paper concludes with a general discussion on the benefits of linking traffic simulation with geometric design to demonstrate how the design life of rural two-lane highways can be extended by the use of low-cost operational improvements such as passing lanes. Key words: highway planning and engineering, two-lane highways traffic management during avalanche stabilization, passing lanes, cross-section elements, Trans-Canada Highway.

Evaluation of IRD-WIM-5000 — a Canadian weigh-in-motion system

The analysis presented in this paper deals with the accuracy of a weigh-in-motion (WIM) system installed on Trans-Canada Highway west of Regina. Spot speed data collected by the WIM system are compared with the measurements taken by a radar meter; the WIM data on axle spacing are compared with data obtained by manual measurements; and the dynamic weight data gathered by the WIM system are evaluated against static weights. The following conclusions can be made from this study: The WIM system under investigation provides accurate data for spot speed and axle spacing. The study data for 88 trucks indicate that the dynamic weights recorded by the WIM system may contain high magnitudes of both systematic and random errors. However, the results of analysis presented indicate that a proper calibration of the system can reduce the systematic errors to a large extent and produce results that may be satisfactory for a number of highway planning and design functions. Key words: axle spacing, dynamic weight, highways, static weight, traffic studies.

Planning and design of passing lanes for the Trans-Canada Highway in Yoho National Park

This paper describes the techniques used in the planning and design of a system of passing lanes for the Trans-Canada Highway in Yoho National Park. The techniques, which include a traffic simulation model, were developed to allow the evaluation of the impact of low-cost operational improvements such as passing lanes on the level of service. The traffic simulation model allowed the investigation of a wide range of highway alternatives in addition to changes in traffic flow, traffic stream characteristics, and vehicle performance characteristics. The passing lane designs described in the paper are based on the concept of incorporating passing lanes within the existing highway cross section. The design concept has evolved from the experimental passing lane project in Banff. In addition to geometric design, signing, and road marking guidelines, warrants for bicycle lanes on the Trans-Canada Highway are also presented. Key words: highway planning and engineering, two-lane highways, traffic simulation model, level of service, passing lanes, Trans-Canada Highway.