February 2010 DRAFT - GTA West

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GTA West Planning and Environmental Assessment Study Draft Area Transportation System Alternatives Report

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TABLE OF CONTENTS

EXECUTIVE SUMMARY ............................................................................................................................... i

1. INTRODUCTION.................................................................................................................................. 1 1.1 STUDY BACKGROUND..........................................................................................................................1 1.2 STUDY PURPOSE ....................................................................................................................................2 1.3 PURPOSE, RELEVANCE AND POSITION OF REPORT WITHIN STUDY PROCESS........................3 1.4 STUDY AREA AND AREAS OF INFLUENCE .......................................................................................3 1.5 OVERVIEW OF PROBLEMS & OPPORTUNITIES IN THE TRANSPORTATION SYSTEM..............5 1.6 PROCESS FOR GENERATING AND ASSESSING AREA TRANSPORTATION SYSTEM

ALTERNATIVES ......................................................................................................................................6 2. INDIVIDUAL TRANSPORTATION ALTERNATIVES ......................................................................... 9

2.1 OVERVIEW...............................................................................................................................................9 2.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS

MANAGEMENT (TSM)............................................................................................................................9 2.2.1 Existing TDM / TSM Initiatives .............................................................................................................9 2.2.2 Description of Alternatives Generated ................................................................................................13

2.3 TRANSIT .................................................................................................................................................15 2.3.1 Existing Bus / Rail Passenger Transit System......................................................................................15 2.3.2 Metrolinx Regional Transportation Plan (RTP) ..................................................................................17 2.3.3 GO Transit 2020 Strategic Plan ..........................................................................................................21 2.3.4 Description of Alternatives Generated ................................................................................................24

2.4 FREIGHT RAIL .......................................................................................................................................27 2.4.1 Existing Freight Rail System................................................................................................................27 2.4.2 Description of Alternatives Generated ................................................................................................28

2.5 MARINE ..................................................................................................................................................32 2.5.1 Existing Marine Transportation System ..............................................................................................32 2.5.2 Description of Alternatives Generated ................................................................................................34

2.6 AIR ...........................................................................................................................................................37 2.6.1 Existing Air Transportation System .....................................................................................................37 2.6.2 Description of Alternatives Generated ................................................................................................38

2.7 FREIGHT INTER-MODAL.....................................................................................................................40 2.7.1 Existing Freight Inter-modal Facilities ...............................................................................................40 2.7.2 Description of Alternatives Generated ................................................................................................42

2.8 ROADS AND HIGHWAYS.....................................................................................................................44 2.8.1 Existing Road and Highway System.....................................................................................................44 2.8.2 Description of Ideas Generated ...........................................................................................................49

2.9 ASSESSMENT OF INDIVIDUAL TRANSPORTATION ALTERNATIVES .......................................53 3. GROUP TRANSPORTATION ALTERNATIVES............................................................................... 55

3.1 OVERVIEW.............................................................................................................................................55 3.2 ASSESSMENT OF MULTI-MODAL ALTERNATIVES.......................................................................56 3.3 ASSESSMENT OF GROUP ALTERNATIVES......................................................................................56 3.4 GROUP #1 – OPTIMIZE EXISTING NETWORKS................................................................................57

3.4.1 Overview of Group #1..........................................................................................................................57 3.4.2 Assessment of Group #1.......................................................................................................................59

3.5 GROUP #2 – NEW / EXPANDED NON-ROAD INFRASTRUCTURE................................................59 3.5.1 Overview of Group #2..........................................................................................................................60 3.5.2 Assessment of Group #2.......................................................................................................................61

3.6 THE NEED FOR ROADWAY BASED SOLUTIONS ............................................................................62 3.7 GROUP #3 – WIDEN / IMPROVE ROADS ............................................................................................63

3.7.1 Overview of Group #3..........................................................................................................................63 3.8 GROUP #4 – NEW TRANSPORTATION CORRIDORS .......................................................................64

3.8.1 Overview of Group #4..........................................................................................................................64


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3.9 ASSESSMENT OF GROUP #3 AND GROUP #4 ...................................................................................65 3.10 NEXT STEPS ...........................................................................................................................................65

4. SUMMARY OF CONSULTATION ..................................................................................................... 67 4.1 MEETINGS HELD DURING GENERATION OF ALTERNATIVES ...................................................68 4.2 MEETINGS HELD DURING ASSESSMENT OF ALTERNATIVES....................................................69 4.3 PUBLIC INFORMATION CENTRE (PIC) #3.........................................................................................69

DEFINITIONS ............................................................................................................................................. 76 APPENDIX A: INDIVIDUAL TRANSPORTATION ALTERNATIVES...................................................... A-1

APPENDIX B: ASSESSMENT OF MULTI-MODAL ALTERNATIVES.................................................... B-1

LIST OF EXHIBITS

Exhibit E-1 Two-Stage Process for Developing and Assessing Area Transportation System Alternatives

Exhibit E-2 Future Transportation System Alternatives Exhibit 1-1 GTA West Study Area Exhibit 1-2 Areas of Influence Exhibit 1-3 Process for Generating and Assessing Area Transportation System Alternatives Exhibit 2-1 Existing TMA Locations Exhibit 2-2 Existing Inter-Regional Transit Services Exhibit 2-3 The Big Move, Quick Wins for Regional Rapid Transit Exhibit 2-4 The Big Move, 25-Year Plan for Regional Rapid Transit Exhibit 2-5 GO Transit 2020 Strategic Plan Exhibit 2-6 Area Rail Corridor Locations Exhibit 2-7 Major Area Marine Facilities Exhibit 2-8 Area Air Transportation Facilities Exhibit 2-9 Area Inter-modal Facilities Exhibit 2-10 Existing Provincial Highway Network


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LIST OF TABLES

Table E-1 Assessment of Individual Transportation Alternatives Table 2-1 Assessment of Individual Transportation Alternatives (summary cluster) Table 4-1 Meetings Held During Generation of Alternatives Table 4-2 Meetings Held during Assessment of Alternatives Table 4-3 Breakdown of Attendance and Comments


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EXECUTIVE SUMMARY 11.. TThhee CChhaalllleennggeess aanndd OOppppoorrttuunniittiieess ooff GGrroowwtthh

Within the Greater Toronto Area West study area, significant growth is anticipated in the Growth Plan in the north and west GTA but also in the Guelph-Kitchener / Waterloo-Cambridge triangle to 2031. While this rapid growth creates new opportunities and economic potential, it is not without challenges. It is critically important that this growth is supported and planned for through appropriate land use and transportation planning that recognizes and seeks to address fundamental questions such as: Where will people live, work and play? How will we protect our important natural, social and cultural features? How will we maintain a high level of mobility for the residents and businesses within the region as well as visitors to the region? At the same time, improving the movement of goods is among the highest priorities for the GTA West area. Future population and employment growth in major urban centres will result in an increase in travel demand for both people and goods movement. It is vital to grow the goods movement and logistics industry by improving the essential infrastructure needed to move goods from our ports throughout the province and to the rest of the study area. Improving the goods movement infrastructure is also pivotal to relieving congestion on freeways and increasing mobility. From a transportation planning perspective, this growth poses a significant challenge, as many of our existing facilities are already operating at or near capacity during peak periods. By 2031, the existing transportation network within the GTA West study area will not be able to support the additional commuter, tourist, business, recreation and goods movement travel that corresponds to the projected growth. To address these issues, the Ontario government has begun the process of planning for the future. The Growth Plan and The Greenbelt Plan provide an important policy context and foundation. Through these policies, municipalities and the Ontario government can plan for communities with land use that is supportive of a more balanced transportation system that in turn makes best use of the existing infrastructure, and prioritizes the use of transit and other non-roadway modes of transportation for people and goods movement. In addition to providing a sustainable policy framework, the Ontario government has completed a Regional Transportation Plan (RTP) for the Greater Toronto and Hamilton Area (GTHA), developed by Metrolinx including GO Transit and adopted by the Metrolinx board in accordance with the Metrolinx Act. The RTP’s vision is of an integrated transportation system that enhances quality of life, environment and prosperity. The RTP contains ten strategies needed to achieve the vision, goals and objectives, each including priority actions and supporting policies. Nine of the actions and policies were identified as Big Moves, those measures that will have the largest and most transformational impacts on the GTHA’s transportation system:

• A fast, frequent and expanded regional rapid transit network.

• High-order transit connectivity to the Toronto Pearson International Airport district from all directions.

• An expanded Union Station – the heart of the GTHA’s transportation system.


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• Complete walking and cycling networks with bike-sharing programs.

• An information system for travellers, where and when they need it.

• A region-wide integrated transit fare system.

• A system of connected mobility hubs.

• A comprehensive strategy for goods movement.

• An Investment Strategy to provide immediate, stable and predictable funding.

Improvements are not only planned for the future in the GTHA but several are being provided currently to address today’s transportation challenges. For example, the Ontario Ministry of Transportation (MTO) has programs underway to make more efficient use of existing infrastructure. These programs include:

o Intelligent Transportation Systems (ITS). This system known as COMPASS includes elements such as changeable message signs, detectors, closed circuit television (CCTV) cameras and ramp metering signals, all of which are connected to a central Traffic Operation Centre. ITS provides a mechanism for incident detection and management, motorist advisory and congestion management.

o Traveller’s Information. This website (www.mto.gov.on.ca/english/traveller/), operated by MTO, displays up-to-date information. It includes an interactive system map of MTO facilities in the GTHA, traffic and road information (road conditions, closure, restrictions, construction, GTA traffic flow and HOV lanes) and locations of traffic cameras and carpool lots.

o MTO HOV Network. MTO has a High Occupancy Vehicle (HOV) network in the GTHA. To date, this includes Highway 404 (from Highway 401 to 16th Avenue) and Highway 403 (from 407 ETR to Highway 401). By 2031, the network is planned to include 450 kilometres of HOV lanes, including Highway 401 from Milton to Highway 403, Highway 403 / 410 from Hamilton to Brampton, Highway 427 from Highway 409 to 407 ETR, and Highway 400 from Major Mackenzie Drive to Highway 9.

o Carpool Lots (MTO). Commuters currently have access to 50 carpool parking lots in the Greater Golden Horseshoe with more than 5,000 parking spaces.

o Variable Electronic Toll (407 ETR). 407 ETR uses license plate cameras and transponders to charge tolls to users of the facility automatically. The cost of each trip depends on factors such as time of day, vehicle class, distance travelled, section(s) travelled, and correct mounting and use of a valid transponder.

At a municipal level, all municipalities within the Greater Golden Horseshoe (GGH) are working on their Official Plan updates to align with The Growth Plan, which promotes more compact, transit-supportive development. They are also addressing their transportation needs through local and regional improvement programs.

While all of these initiatives will help to address the future travel demand that is anticipated by 2031, more is needed. This study, the GTA West Corridor Planning and Environmental Assessment (EA) Study, has been initiated to explore all modes of transportation, including transit, freight rail, marine, air, freight inter-modal, and


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roads and highways. The objective of this study is to develop a broad level Transportation Development Strategy for the GTA West study area that builds upon all of the Ontario and municipal government’s current plans such as York Region’s VIVA and Brampton’s Züm transit initiatives, and identifies additional multi-modal transportation improvements to address the future needs.

A key step in this process is the development of multi-modal Area Transportation System Alternatives. These are groups of modal improvements that could be applied in the area to address future transportation challenges. The purpose of this report is to summarize the process and methodology that was used to develop a broad range of the Area Transportation System Alternatives and to document the key findings of this work. The Area Transportation System Alternatives Report will serve to document a critical stage in the study providing a foundation for the further assessment, evaluation, and selection of Preliminary Planning Alternatives that will be incorporated into the ultimate Transportation Development Strategy for Stage 1 of the GTA West Planning and EA Study.


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22.. TThhee CCrreeaattiivvee PPrroocceessss

The development of the Area Transportation System Alternatives has involved a unique and creative process, built upon an extensive consultation program with a wide range of stakeholders and other transportation service providers.

This process is documented in Section 1.6 of this report and is illustrated schematically in Exhibit E-1. As seen in the exhibit, the process has followed a two-stage approach which begins with a comprehensive assessment of the individual transportation alternatives to assess their ability to address the future inter-regional transportation problems and opportunities identified by the study team during the previous phase of work, (refer to Section 1.5 of this report, as well as the Draft Area Transportation System Problems and Opportunities Report (July 2009) which is available under separate cover).

Based on this assessment, individual transportation alternatives considered capable of substantively contributing to addressing these problems and opportunities are carried forward to the second stage of the process, which involves assembling these alternatives into groups.

A “building block” approach is used to assemble the groups based on the philosophy of first optimizing the existing transportation network, and then if necessary, incorporating non-roadway infrastructure improvements and expansion before considering the provision of new roads and / or highways. This approach has been developed to align with the underlying principles of The Growth Plan and The Greenbelt Plan.

The study team’s objectives throughout the process have been to fully explore the potential of all transportation modes, the potential of optimization techniques aimed at managing transportation demand (Transportation Demand Management) as well as enhancing and improving the existing transportation systems using emerging technologies (Transportation Systems Management). The study team’s findings with regard to each of the individual alternatives are described briefly in the next section, and in more detail in Chapter 2 of this report.

As part of this exercise, study team specialists carried out a review of transportation practices in other jurisdictions elsewhere in Canada and around the world to determine which elements of these practices can be readily applied to the unique set of circumstances inherent in the transportation, environmental, economic, social features and conditions within the GTA West study area.


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Exhibit E-1: Two-Stage Process for Developing and Assessing Area Transportation System Alternatives

SSTTAAGGEE 11 SSTTAAGGEE 22 SSTTAAGGEE 33 Analysis To what extent does the Group of Modal Improvement Alternatives meet the transportation objectives of this Study? High level assessment of Environmental, Economic and Community factors.

Examination and Assessment of

Individual Alternatives


Groups of Modal Improvement


Preliminary Planning Alternatives

TDM

Air

TSM

Freight Rail

Transit

Intermodal

Marine

Roads & Highways

SSTTAAGGEE 22:: CCoommbbiinnaattiioonn AAlltteerrnnaattiivveess

Decision Trade-offs

▪ Environment ▪ Community ▪ Economy

Widen/Improve Roads ▫ Group 2 plus ▫ Widen/Improve Roads & Highways

New/Expanded Non-Road Infrastructure ▫ Group 1 plus ▫ Air ▫ Transit ▫ Marine ▫ Rail

New Transportation Corridors ▫ Elements of Group 3 plus ▫ New Transportation Corridors

Optimize Existing Networks ▫ Transit ▫ Marine ▫ Rail ▫ TDM ▫ Roads & Highways ▫ TSM ▫ Air ▫ Inter-modal

GGrroouupp 11

GGrroouupp 22

GGrroouupp 33

GGrroouupp 44


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In addition, they have met and corresponded with transportation service providers such as Metrolinx including GO Transit, VIA Rail, CNR, CPR, St. Lawrence Seaway Authority, Ontario Motor Coach Association and the Greater Toronto Airports Authority (GTAA) managing the Toronto Pearson International Airport. The goal of these meetings has been to identify opportunities to increase the utilization of their respective mode of transportation for the movement of people and goods, and to gain valuable insight with regard to the specific policy issues and constraints that govern their ability to provide transportation services.

The findings of our specialists are documented in Chapter 2 of this report. These findings have been used by the broader study team through numerous workshops, as well as through meetings with municipalities, government agencies, members of the public and First Nations, to create the development of an innovative and creative ‘long-list’ of multi-modal transportation alternatives. The ‘long list’ of alternatives for each mode of transportation is documented in each of the corresponding sections of Chapter 2 of this report.

In developing the initial ‘long-list’, the study team set aside any perceived barriers from consideration, such as policy constraints and previous expectations. This fostered the development of a truly creative set of alternatives. This list was subsequently analyzed and refined by the study team’s specialists. Each alternative was examined on the basis of its ability to substantively contribute to addressing the transportation problems and opportunities that had been identified by the study team during the previous phase of work. Alternatives that were not considered capable of addressing the inter-regional transportation problems and opportunities were not carried forward for further consideration. The remaining alternatives were categorized as being worthy of pursuit as part of subsequent stages of this study, or by other studies and initiatives.

The study team’s assessment of the ‘long list’ of individual transportation alternatives, as well as the generation and assessment of the group alternatives is documented in Chapter 3 of this report.


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33.. AAsssseessssmmeenntt ooff tthhee IInnddiivviidduuaall TTrraannssppoorrttaattiioonn AAlltteerrnnaattiivveess The ‘long list’ of alternatives were assessed according to the degree to which each alternative could meaningfully contribute to addressing the inter-regional transportation problems and opportunities that were identified (as summarized in Table E-1).

Table E-1: Assessment of Individual Transportation Alternatives MODE CARRIED

FORWARD RATIONALE

Transportation Demand Management

(TDM) Is recognized as an important component of transportation networks but on its own it does not provide a significant improvement to transportation problems in the GTA West study area.

Transportation Systems Management

(TSM) Is recognized as an important component of transportation networks but on its own it does not provide a significant improvement to transportation problems in the GTA West study area.

Transit Increased GO Transit service, transit hubs and corridors, and new rapid transit links will address some problems in the movement of people; however, on its own it does not provide a significant resolution of the full range of transportation problems in the GTA West study area.

Air Improved multi-modal connections to the Toronto Pearson International Airport have some potential to reduce dependence on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.

Marine Improved multi-modal connections to Port of Toronto / Port of Hamilton have some potential to reduce congestion on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.

Freight Rail

Will continue to be an important aspect of goods movement in the GTA West study area, however there are no specific freight rail transportation alternatives to be pursued as part of this study.

Inter-modal Improved inter-modal facilities have some potential to address transportation problems in the GTA West study area, especially as they relate to the movement of goods (i.e., rail to truck transfers etc.).

Roads and Highways Are expected to provide significant improvement to transportation problems in the GTA West study area through widening of existing roads and / or highways and potentially introduction of a new transportation corridor.

The findings of this assessment identified that numerous alternatives from among the several transportation modes could be used to provide improvement. One of the key findings, however, was that no single mode of transportation is capable of fully addressing all of the identified transportation problems and opportunities. As such, all of the individual transportation alternatives were carried forward for further consideration to the second stage of the process – the assembly of the group alternatives.


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44.. GGrroouupp TTrraannssppoorrttaattiioonn AAlltteerrnnaattiivveess The primary focus of the second stage of the process was to assemble groups of alternatives based on the ‘long list’ of alternatives that was generated initially by the study team and supplemented based on consultation with municipalities, agencies, members of the public, transportation service providers and other stakeholders. Four groups were established, using the building block approach. Each of the four group alternatives are described briefly as follows:

• Group #1: Optimize Existing Networks Transportation initiatives that focus on improving the performance of the existing transportation system for all modes of travel and transport through strategies designed to reduce auto and truck demand and improve system operating efficiency.

• Group #2: New / Expanded Non-Road Infrastructure This alternative incorporates and builds upon the transportation system performance enhancements provided by Group #1 through provision of additional “non-road-based” capacity such as new air, marine, transit, and freight rail infrastructure to address potential shortfalls in addressing the transportation problems and opportunities inherent in Group #1.

• Group #3: Widen / Improve Roads This alternative incorporates and builds upon the transportation system enhancements and non-road capacity improvements provided by Group #2 and adds new capacity by widening existing roads or highways beyond that which is currently planned or contemplated by municipalities and the Province of Ontario.

• Group #4: New Transportation Corridors This alternative incorporates and builds upon the transportation system enhancements and both road and non-road capacity improvements provided by Group #1 and #2. It also incorporates some existing road widenings from Group #3, and adds new road and / or highway capacity in a new corridor to address identified transportation problems and opportunities.

Based on the study team’s assessment of the ‘long list’ of alternatives, the alternatives considered worthy of pursuing as part of the current study were grouped into each of the above categories. The following sections provide an overview of each of the group alternatives.

4.1 Overview of Group #1

Group #1 builds upon comprehensive optimization strategies embodied in the RTP, GO 2020 Strategic Plan, MTO’s High Occupancy Vehicle Lane Network Plan and Carpool Lot Program and municipal transportation plans. These strategies are based on the following objectives:

• Improving access to transit stations for pedestrians and motorists and advancing the concept of mobility hubs.

• Improving integration of active transportation opportunities and transit such as secure storage facilities at transit stations, bicycle storage on transit vehicles, etc.

• Expanding use of roadway shoulders during peak travel periods.


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• Improving scheduling and fare integration between inter-regional and local transit providers.

• Using real-time trip planning information technologies for transit users and drivers.

• Increasing / improving transit service frequency.

In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below:

Speed Harmonization

The concept of speed harmonization is used widely in numerous European jurisdictions and essentially involves adjusting the speed limit on inter-regional road facilities based on prevailing congestion levels. Changeable message speed signs which are connected through an electronic system to vehicle sensors in the pavement are used to reduce the speed limit during times of road congestion. The reduced speed limits promote a more even traffic flow which increases throughput and improves road safety.

Provincial / Employer Led TDM Programs

Transportation Demand Management (TDM) programs currently operating could be improved by expanding the Metrolinx Smart Commute Program beyond the Greater Toronto and Hamilton Area (GTHA). The Metrolinx Smart Commute Program is a regional organization which provides strategic direction and reaches out to employers in order to decrease the percentage of the populace commuting to work alone in a personal automobile.

Experience in other jurisdictions has shown that regional organization of TDM initiatives leads to operational and economic efficiencies that translate into increased awareness of the programs, a greater variety of services, and higher utilization. This concept also involves providing additional carpool parking lots at key locations.

Employers are not solely responsible for applying TDM principles, however. The marketing of carpooling options using overhead signage in strategically selected corridors and carpool lots, as well as increasing support for municipalities to implement more TDM measures would help achieve the goal of reducing individual automobile commuters.

Long Combination Vehicles (LCV’s)

Long Combination Vehicles (LCV’s) feature a single tractor with two 53 foot (16 metre) trailers. Increased use of these types of vehicles is anticipated to reduce the number of trucks on provincial facilities, thereby improving traffic operations. MTO recently initiated a pilot project to allow up to 100 LCV’s on the provincial highway network outside of urban areas.

Ramp Metering

Ramp metering involves the implementation of traffic signal control on highway entrance ramps to control the platoons of vehicles entering the highway and therefore provide a smoother downstream traffic flow. Ramp metering is already in operation on portions of the QEW in Mississauga. Expanding the ramp metering program to highways in the GTA West study area is a consideration.


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HOV / Transit Bypass at Key Locations

This strategy involves providing bypass lanes on metered ramps, ramps accessing transit stations, and ramps in vicinity of carpool lots for HOV and transit vehicles that would allow HOV and transit vehicles to bypass traffic queues on these ramps and access carpool lots and/or transit stations more efficiently.

Improved Incident Management

This concept involves increased utilization of emerging technologies including ITS to improve detection of incidents, improve Emergency Management Services (EMS) response times, and as a result reduce the duration and extent of congestion and delays resulting from traffic incidents.

Improved Inter-regional Transit Systems

The goal is to improve transit service between urban centres by maximizing coverage within jurisdictions and connections to local trip generators (i.e. schools, malls and urban centres). GO Transit currently provides inter-regional service that connects the municipalities of the GTA West study area to each other and to Toronto. Future plans for transit systems, such as improved integration between GO Transit, Greyhound, Coach Canada and other inter-regional carriers, are identified in Go Transit’s 2020 Strategic Service Plan and Metrolinx’ Regional Transit Plan The Big Move.

Assessment

Although the Group #1 strategies will have some potential to improve transportation system operations with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Additional types of improvement are required.


The extensive transit recommendations embodied in the RTP as well as GO Transit’s GO 2020 Strategic Plan demonstrate the Ontario government’s commitment to making transit a viable alternative to the automobile in the GTA and Hamilton area. The concepts proposed by this study build upon the recommendations of the RTP and GO 2020.

Group #2 includes significant transit and air service expansion initiatives envisioned by the RTP, GO 2020, and Toronto Pearson International Airport that serve the study area. These include:

• Expanded and improved parking facilities at some transit stations.

• Freight rail, air and marine initiatives to be pursued by others.

• Rapid Transit along:

Steeles Ave. area (Lisgar GO to Highway 427)

Highway 427 (Toronto Pearson International Airport to Queen Street in Brampton)

Hurontario St. / Main St. / Highway 10 (Port Credit to Mayfield)

Finch Ave. West (Toronto Pearson International Airport to Finch Station)

Regional Road 7 (Peel-York boundary to Locust Hill / Markham)


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407 ETR (Halton to Durham)

Trafalgar Rd. / Main St. (downtown Milton to 407 ETR)

Queen St. (downtown Brampton to Peel-York Boundary)

• Regional Rail Service:

Bolton to Union Station

Expansion of the Georgetown north corridor

Toronto Pearson International Airport to Union Station

Service extension from Milton to Cambridge

Service extension from Georgetown to Kitchener

All-day two-way service to Georgetown and Milton from Union Station

Express rail service to downtown Brampton and Cooksville on Georgetown and Milton lines

The Group 2 alternatives are illustrated in Exhibit E-2. In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below:

Expanded Inter-regional GO Bus Routes

Currently GO Transit Bus service is focused on the GTA area. Recently, GO Transit initiated a number of routes with bi-directional services serving the Guelph, Cambridge and Kitchener-Waterloo area connecting with Georgetown / Brampton, York University and Mississauga. Service levels at this time are based on demand. Over time, as demand increases, services will increase. The EA for the expansion of GO rail service to Kitchener-Waterloo was recently approved. Plans for the expansion of this service are underway.

Transit Supportive Corridors

This concept involves introducing reserved bus lanes, HOV lanes, bus bypass shoulders and other transit supportive measures within existing provincial facilities in the GTA West study area. These would serve to make bus transit a more reliable and viable service. While these types of improvements could result in some level of impact to properties that abut these corridors, it is envisioned that these impacts would be relatively minor in nature and could be mitigated to a significant extent.

Inter-regional Transit Hubs where local transit and GO Transit Connect

This concept involves the introduction of transit hubs in urban areas experiencing or projected to experience rapid growth such as downtown Brampton, downtown Milton, the Vaughan Metropolitan Centre and Toronto Pearson International Airport. These areas are identified as Mobility Hubs in the RTP. The RTP includes recommendations, and Metrolinx is proceeding with planning, for these transit nodes as Mobility Hubs. The mobility hub ideology outlined in the RTP should be expanded to urban areas outside of the GTHA, such as Guelph, Cambridge, and Brantford. Refer to the RTP for more information on mobility hubs.


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Additional Inter-Regional Transit links between Urban Growth Centres

This concept involves providing additional transit connections between Urban Growth Centres in the GTA West study area including downtown Brampton, downtown Milton, downtown Guelph and the Vaughan Metropolitan Centre. Given that these are smaller growth centres as compared to some and the potential ridership may not be as significant, there is potential to use buses or in the longer term, small train systems or even self-propelled railcars (which could be individual or clustered). Stations would be multi-modal facilities to provide for a well-connected and integrated transportation system.

Assessment

Although the Group #2 strategies will have some potential to improve transportation system operations (e.g. linkages between Urban Growth Centres, introduction of new transit routes, etc.) with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Additional types of improvement are required.

4.3 The Need for Roadway-Based Solutions

By 2031, the population in the Greater Golden Horseshoe is expected to increase by almost 4 million people. To accommodate this growth, the study team anticipates that by 2031:

• The land use intensification targets prescribed in The Growth Plan will be fully achieved.

• Urban Growth Centres will be built with transit supportive densities and a mix of compatible land uses.

• The development of compact, vibrant and complete communities will be fostered in which people will live, work and play.

• An additional 700 million transit trips within the Greater Toronto and Hamilton Area will be accommodated annually.

• All current provincial transportation plans such as RTP and GO 2020 will be implemented.

• More commuters will switch from single occupant cars to transit and carpools.

• A significant share of goods transport will be diverted from long distance trucks to other modes.

• The existing transportation infrastructure will be optimized through implementation of the Group #1 type initiatives.

• More non-road based infrastructure such as the Group #2 initiatives will be implemented, along with additional related initiatives.

Based on the above, the potential of all transportation modes are assumed to be realized and together with the RTP and GO Transit’s GO 2020 Strategic Plan, it is assumed that the province will have maximized the existing infrastructure to its fullest potential by 2031.

Notwithstanding these positive improvements, by the year 2031, significant roadway congestion will still exist, particularly on Highways 401, 400, 427 and 410 in the GTA West study area.


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To truly achieve the vision of a functional transportation network that provides user choice and balance, additional roadway capacity will be required; either by widening existing roads and / or highways (Group #3) and / or introducing new transportation corridors (Group #4).


The Group #3 alternatives have been developed to address the future transportation problems that have been identified within the GTA West Preliminary Study Area. As such, the additional roadway widening described in the following section is based on providing adequate traffic capacity, operations and road safety conditions on existing provincial and / or municipal road facilities to the year 2031. It is important to recognize that road widening is not meant to compete with transit and does not compromise the goal of reducing single-occupant vehicle trips.

Group #3 includes all of the elements from Group #1 and Group #2 as well as the widening and improvement of combinations of the following existing highways and municipal inter-regional transportation facilities in the GTA West study area and beyond:

• Highway 401;

• Highway 410;

• 407 ETR;

• Highway 400;

• Highway 427;

• County Road 124 / Regional Road 24 / Highway 9;

• Highway 7;

• Highway 6

• Mayfield Road / Kirby Road; and

• Trafalgar Road.

Roadway widening alternatives include:

• Highway widening (1 alternative); or

• Highway and arterial road widening (2 alternatives).

The above road facilities have been selected from all of the potential candidate roadways on the basis that they provide suitable inter-regional east-west linkage through the GTA West study area or connection between major east-west corridors. It is also anticipated that in areas of built community such as Rockwood, Acton, Georgetown and Erin, short sections of new road (i.e. bypass) may be required to offset major community impacts that would occur with major road widening.

The three Group 3 alternatives are illustrated in Exhibit E-2 with more details provided in Section 3.7.


Group #4 includes all of the elements from Group #1 and Group #2 and potentially some of the highway widening identified in Group #3, as well as some potential new transportation corridor alternatives. It is important to recognize that new road projects are not meant to compete with transit and do not compromise the goal of reducing


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single-occupant vehicle trips. New transportation corridor alternatives include the following:

• New corridor connecting either:

− Highway 400 to Highway 410;

− Highway 400 to Highway 401 / 407 ETR (coincident with the recently proposed Halton-Peel Freeway – a municipal initiative);

− Highway 400 to Highway 401 west of Milton;

− Highway 400 to north of Guelph; or

− Highway 400 to south of Guelph.

These selected corridors represent the introduction of major capacity improvements in areas that have been identified as having significant transportation deficiencies. The focal area for improvement is along Highway 401 between Highway 400 and Highway 427. As a result, each new corridor alternative terminates at Highway 400 – it is and will continue to be the most critical section of transportation deficiency in the area north and west of Toronto. The western termini of the Group 4 alternatives have been identified to represent significantly different points of network connection that are anticipated to attract different trucking activity and commuters throughout the area.

The transportation corridors that are presented could include one of or a combination of:

• A median separated highway with interchanges and no direct access;

• A transitway with stations and bus access at key points;

• A dedicated truckway that restricts use to permitted trucks.

These corridor concepts are illustrated in Exhibit E-2 with more details provided in Section 3.8.

4.6 Assessment of Group #3 vs. Group #4

Widening of the existing municipal roads and / or provincial inter-regional highways within the study area could provide both benefits and challenges. These types of improvements reflect significantly different types of impacts than a new corridor would.

While many of the transportation problems could be addressed by Group #3 (incorporating Groups #1 and #2), the provision of a new transportation corridor presents the opportunity to:

• Improve linkages and accessibility between the urban areas in the GTA West Corridor.

• Accommodate significant development in Peel and York Regions.

• Provide economic opportunities for industry and improved trade.

• Support improved connections for intra-provincial and international tourism, including to / from Toronto Pearson International Airport.

The trade-offs between road widenings and new corridors are challenging and complex. As noted above, widening the existing roads and highways can have an impact on neighbouring communities; however, impacts are focused in existing corridors except where local bypasses may be required in which case impacts to undeveloped lands will


April 2010 DRAFT xv

occur. New corridors will have a larger footprint impact on the agricultural or natural environment, but effects can be mitigated through careful environmental planning.

A high level assessment of all group alternatives is summarized in Appendix B on the basis of potential community, economic, environmental impacts as well as transportation considerations.

4.7 Summary of Key Trade-Offs

Due consideration was given to the benefits that can be achieved with Group #1 and #2 alternatives. In particular, increased transit service, creation of strong transit hubs, new transit corridors, transit supportive land use and intensification were given warranted attention. Over and above this, it is certain that additional roadway capacity will be required to achieve the vision and transportation needs of the GTA West Corridor. The Ontario government faces the challenging task of deciding whether to widen the existing roads and / or highways and / or introduce new transportation corridors. Each option presents challenging and complex trade-offs:

• Alternatives for widening existing roads and / or highways:

− Make good use of existing transportation infrastructure and maintain established origin and destination travel patterns.

− Provide the capacity to accommodate long-term inter-regional transportation needs to 2031.

− May require municipal roads to accommodate inter-regional travel.

− Provide limited flexibility to accommodate growth beyond the planned and projected future of 2031.

− Provide limited system redundancy in the highway network.

− Require significant and costly expansion to complex interchanges in the GTA West study area and beyond.

− Would result in significant impacts to adjacent natural, agricultural and existing community features, with significant cost implications also.

• Alternatives for new transportation corridors would still require widening of some provincial highway facilities and would therefore result in some of the impacts associated with Group #3. In addition, new transportation corridors:

− Provide the capacity and flexibility to accommodate the long-term inter-regional transportation needs to 2031 and beyond.

− Provide enhanced system redundancy and choice in the transportation network.

− Provide superior economic growth and development opportunities through an enhanced trade corridor better connecting the Northwestern GTA to the Windsor area and markets in the United States in addition to Northern Ontario and Western Canada.

− Result in potentially extensive impacts to greenfield areas, including significant changes to the character and use of undisturbed rural areas, as well as displacement and severance of agricultural lands.


April 2010 DRAFT xvi

− Potentially impact undisturbed natural habitats, but also provides the opportunity to minimize and avoid important natural and built features through route planning.

− Are generally costly alternatives to construct.

Selecting the right solution will require identifying the best balance between benefits and impacts.

4.8 Next Steps

The next steps for this study will involve further refining each of the group alternatives and will ultimately culminate in the development of the Transportation Development Strategy, which will be presented in draft form to members of the public and other stakeholders at the fourth round of Public Information Centres (PIC #4) for Stage 1 of the EA process.

In further refining the Group #1 and Group #2 alternatives, the study team will consult with Metrolinx including GO Transit, Transportation Demand Management / Transportation Systems Management (TDM / TSM) specialists within the MTO and other relevant industry representatives, government agencies and provincial ministries. Through this consultation process, the study team will seek endorsement and a commitment to further identify and consider improvements that could be incorporated into the draft Transportation Development Strategy.

In addition, the study team will further refine the Group #3 and Group #4 alternatives to a preliminary planning level of detail. A more comprehensive assessment and detailed evaluation of these alternatives will be completed, using the broad range of approved Environmental Assessment criteria from the GTA West Environmental Assessment Terms of Reference that was prepared and approved at the outset of this stage of the study.


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Exhibit E-2: Future Transportation System Alternatives


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Exhibit E-2: Future Transportation System Alternatives (Continued)


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11.. IInnttrroodduuccttiioonn 1.1 STUDY BACKGROUND

Over the last several decades South-Central Ontario has evolved from a Toronto-based employment centre to a large geographic region with many centres of economic activity, employment and population. Travel demand is now more dispersed, with travel occurring between many employment and residential areas within and outside the Greater Toronto Area (GTA). Future population and employment growth in major urban centres will result in an increase in travel demand for both people and goods movement between the centres that are spread across the Greater Golden Horseshoe (GGH).

One of the Ontario government’s efforts to deliver a long-term sustainable plan for transportation and better transit in the GTA-Hamilton area is through Metrolinx, which has been established to create a seamless, integrated transportation network.

In June 2006, the Minister of Public Infrastructure Renewal (now the Ministry of Energy and Infrastructure) released the Growth Plan for the Greater Golden Horseshoe (the Growth Plan). The Growth Plan outlines a set of policies for managing growth and development and guiding planning decisions in the GGH. This plan represents a planning “vision” for the Province. It is accompanied by the Places to Grow Act (2005) which requires that planning decisions made by the Province, municipalities and other authorities conform to the policies contained in the Growth Plan.

The Ontario government also established the Greenbelt Plan (2005) through the Greenbelt Act 2005. Together, the Greenbelt Plan and the Growth Plan provide clarity and certainty about urban structure, where and how future growth should be accommodated, and what must be protected for current and future generations in the Greater Golden Horseshoe area.

The Growth Plan’s policy directions include transportation improvements to accommodate intended growth. As such, the Ontario Ministry of Transportation (MTO) has commenced an Environmental Assessment (EA) Study to examine long-term transportation needs for moving people and goods in the GTA West Corridor. The study will identify and validate the transportation problems and opportunities within the study area and evaluate a variety of alternatives to address them. MTO will ensure co-ordination with Metrolinx, other ministries and municipalities as the EA study moves forward.

The first stage of the GTA West Corridor Planning and EA Study was the preparation of an EA Terms of Reference (ToR). The GTA West Corridor EA ToR outlines the framework for completing this EA study. The EA TOR document was submitted to the Ontario Ministry of the Environment (MOE) under Section 6 (2)(a) of the Ontario Environmental Assessment Act (OEAA) on July 15, 2007, and approved on March 4, 2008. The relevance of the ToR to this document is that it sets out the level of detail to be used in determining and documenting the transportation improvements that should be considered within the study area.

The first-stage of the process (this stage) is a robust, multi-year, multi-modal planning process that considers all modes of transportation and has no “pre-defined” outcome. This unprecedented approach is complimented by an extensive consultation program and will result in a multi-modal Transportation Development Strategy as opposed to a specific project.



Prior to approval of the Ontario government’s Growth Plan a number of studies, including MTO’s Central Ontario Strategic Transportation Directions (Draft 2002) indicated that MTO should examine long-term transportation needs to address a number of areas including future growth in the GTA from Highway 400 westerly to the Guelph area. The GTA West Corridor, identified in the Growth Plan as a “Future Transportation Corridor”, represents a strategic link between the Urban Growth Centres in the west of the GTA including the downtowns of Milton, Brampton, Guelph and the Vaughan Metropolitan Centre.

1.2 STUDY PURPOSE MTO is committed to taking a comprehensive and long-term approach to planning for future transportation infrastructure. The GTA West Corridor Planning and EA Study will reflect the government policy objectives as outlined in the Growth Plan. These policy objectives call for a transportation network that links Urban Growth Centres through an integrated system of transportation modes characterized by efficient public transit, a highway system for moving people and goods with improved access to inter-modal facilities, international gateways (e.g., border crossings), airports and transit hubs. The focus of this study is to address long-term inter-regional transportation problems and opportunities and consider alternative solutions to address these issues as part of developing an integrated, multi-modal transportation system that enables the efficient movement of people and goods, and provides better economic and transportation linkages between the Urban Growth Centres and Gateway Economic Zones in the GTA West study area. Stage 1 of the GTA West Corridor Planning & Environmental Assessment Study has been initiated as the next step in the process outlined in the ToR. This includes:

• Identifying the specific transportation problems and opportunities within the study area depicted in Exhibit 1-1.

• Developing, assessing and evaluating a range of Area Transportation System Alternatives to address the identified transportation problems and opportunities within the study area.

• Recommending a Transportation Development Strategy based on the Area Transportation System Alternatives carried forward from the evaluation.

The Transportation Development Strategy will be documented in the GTA West Corridor Transportation Needs Assessment Report, and will make recommendations with respect to transportation improvements required throughout the study area. All of the recommendations that fall within the jurisdiction of the MTO (e.g. provincial highways and transitways) will be reviewed, and the ministry will decide whether to proceed to Stage 2 of the study. Stage 2 of the study would involve the assessment and evaluation of route planning corresponding to the Area Transportation System Alternatives. Alternative methods are different ways of carrying out the selected Area Transportation System Alternative(s). As some transportation modes may be outside of MTO’s jurisdiction, such recommendations will be forwarded to the relevant agencies / authorities for further review and action.



The multi-modal alternatives identified to address the transportation problems and opportunities will be developed using a “building-block" approach that starts with first optimizing the existing infrastructure, investing in transit as the first priority for moving people, and thorough consideration of other modes before decisions are made for new or expanded highway facilities.

1.3 PURPOSE, RELEVANCE AND POSITION OF REPORT WITHIN STUDY PROCESS

The purpose of this report is to summarize the process and methodology that was used to develop a broad range of Area Transportation System Alternatives and to document the key findings of this work. The Area Transportation System Alternatives Report will serve as a critical stage in the study providing a foundation for the further generation, evaluation, and selection of Preliminary Planning Alternatives that will be incorporated in the ultimate Transportation Development Strategy for this stage of the GTA West Corridor Planning and EA Study. An overview of the transportation alternatives was presented at the third round of Public Information Centres (PICs), held in November and December 2009. This report on Area Transportation System Alternatives provides further detail and background to the information presented at the PICs and incorporates input received to date in this regard.

1.4 STUDY AREA AND AREAS OF INFLUENCE

The GTA West study area is presented in Exhibit 1-1. This area includes parts of the Region of York, Region of Peel, Region of Halton, County of Wellington and City of Guelph. The study area includes the Urban Growth Centres of downtowns Brampton, and Milton, the Vaughan Metropolitan Centre and downtown Guelph. The study area also includes areas designated under the Greenbelt Act and Greenbelt Plan (February 2005), and the Places to Grow Act and Growth Plan for the Greater Golden Horseshoe (June 2006).



Exhibit 1-1: GTA West Study Area

It is recognized that transportation issues in the study area are related to and influenced by much broader “Areas of Influence”. Therefore, inter-regional travel demand analysis has been carried out in a much broader context including the consideration of major transportation infrastructure in proximity to the study area and linkages to / from other regional transportation services, hubs and gateways. This area includes most of southern and central Ontario and allows for consideration of transportation connectivity to the international borders and the GTA. Exhibit 1-2 highlights this relationship.



Exhibit 1-2: Areas of Influence

1.5 OVERVIEW OF PROBLEMS & OPPORTUNITIES IN THE TRANSPORTATION SYSTEM

The identification of future transportation problems and opportunities within the study area is a crucial stage for Stage 1 of the study. An understanding of the limitations of the transportation system and opportunities to improve its future performance provides a foundation for identifying sustainable transportation solutions. These solutions will become the basis for a technically, environmentally and economically sound, multi-modal Transportation Development Strategy.

Transportation in the study area is characterized by a high degree of reliance on the road network as the vast majority of inter-regional trips in the GTA West Corridor are made by automobile and truck. Further, as established by analysis and stakeholder consultation, the road network is of paramount importance to the operation of all travel modes in the study area including transit and rail, and connecting to air and marine. All of these modes rely upon and connect to the road network. Although the majority of problems identified relate to the road network, all travel modes will be considered in generating alternative solutions to address the identified transportation problems.

Transportation service providers for rail and marine indicate that their systems have sufficient capacity to accommodate future travel growth. Enhancements to these individual modes to accommodate growth and / or changing travel markets (for example, a further shift to containerization of goods) can generally be made within the existing lands / corridors of the railways, ports and airports. The key transportation issues identified by the service providers relate to the following:

• Lack of adequate capacity on the road network to handle growth.



• Need for improved connections between the various travel modes.

• Roadway congestion, particularly during the weekday peak period commute times, especially in the Regions of York and Peel, and limited road and transit connections to the west of the study area.

In addition to the transportation problems, there are also numerous transportation opportunities that can be achieved within the study area by providing an efficient multi-modal transportation system. These include:

• Improved multi-modal connections with the GTA and to areas east of the study area.

• Improved access to the west, north, south and US border crossings for tourism and trade.

• Improved access to inter-modal facilities, such as the nearby Toronto Pearson International Airport.

• Improved connectivity to the area’s planned employment growth lands.

• Support municipal land use planning in accordance with the Growth Plan to facilitate both local and inter-regional transportation objectives.

• Minimized impacts to the natural, social, economic and cultural environments, through measures including optimizing existing transportation infrastructure.

1.6 PROCESS FOR GENERATING AND ASSESSING AREA TRANSPORTATION SYSTEM ALTERNATIVES

The process that has been used to generate and assess the Area Transportation System Alternatives is a two stage process, and is illustrated graphically in Exhibit 1-3. The first stage involves an assessment of each of the individual transportation alternatives (e.g. transit, rail, marine, etc.) on the basis of their ability to address the identified transportation problems and opportunities that are described briefly in Section 1.5.

While no one alternative is able to fully address all of the transportation problems and opportunities, alternatives that are able to substantively contribute to addressing the transportation problems and opportunities will be carried forward to the second stage of the process.

As part of the first stage of the process, the study team carried out a review of relevant practices used in other jurisdictions for each of the individual transportation alternatives. This review is documented in Chapter 2 of this report and was used initially to inform a team of specialists representing all of the transportation modes.



Exhibit 1-3: Process for Generating and Assessing Area Transportation System Alternatives

SSTTAAGGEE 11 SSTTAAGGEE 22 SSTTAAGGEE 33 Analysis To what extent does the Group of Modal Improvement Alternatives meet the transportation objectives of this Study? High level assessment of Environmental, Economic and Community factors.


Individual Alternatives


Groups of Modal Improvement


Preliminary Planning Alternatives

TDM

Air

TSM

Freight Rail

Transit

Intermodal

Marine

Roads & Highways

SSTTAAGGEE 22:: CCoommbbiinnaattiioonn AAlltteerrnnaattiivveess

Decision Trade-offs

▪ Environment ▪ Community ▪ Economy

Widen/Improve Roads ▫ Group 2 plus ▫ Widen/Improve Roads & Highways

New/Expanded Non-Road Infrastructure ▫ Group 1 plus ▫ Air ▫ Transit ▫ Marine ▫ Rail

New Transportation Corridors ▫ Elements of Group 3 plus ▫ New Transportation Corridors

Optimize Existing Networks ▫ Transit ▫ Marine ▫ Rail ▫ TDM ▫ Roads & Highways ▫ TSM ▫ Air ▫ Inter-modal



The primary focus of the session was to generate a ‘long list’ of creative transportation alternatives to address the identified transportation problems and opportunities. A workshop was held to pursue this. To facilitate the creative process, attendees at the session were encouraged not to constrain their ideas on the basis of existing policies or other pre-conceived ideas.

In addition to this session, numerous meetings with municipalities, regulatory agencies, members of the study team’s Community Advisory Group (CAG), transportation service providers (e.g. Metrolinx including GO Transit, CNR and CPR, OMC, etc.), and other stakeholders were held throughout this stage of the project to supplement the ‘long list’ of transportation alternatives that had been generated by the study team. Refer to Chapter 2 for further information.

Following the development of the ‘long list’ of alternatives, study team specialists reviewed and assessed these alternatives based on their ability to address the transportation problems and opportunities that had been documented in the draft Area Transportation System Problems and Opportunities Report. All of the alternatives were initially categorized as to whether or not they could substantively contribute to addressing the transportation problems and opportunities. Alternatives that were anticipated to substantively contribute were further categorized on the basis of whether they should be pursued by the study team or by another study / agency or whether they required substantive policy changes. Alternatives seen to be reasonable were carried forward to the second stage of the process. The study team’s assessment of the alternatives is also summarized in Chapter 2.

The second stage of the process involved assembling the reasonable alternatives carried forward into the various group alternatives. The results of this process are described in Chapter 3 of this report. The process for undertaking the second stage is depicted in Exhibit 1-3, and generally involves a building-block approach. The first group includes all alternatives that would serve to optimize the existing transportation network for all modes of transportation (e.g. transit, rail, marine, TDM / TSM, etc.). This “group alternative” is assessed to determine whether it can address the identified transportation problems and opportunities. In addition, a broad level assessment of the associated community, environmental and economic impacts of the group alternative is undertaken.

If it is determined that the Group #1 alternative is not capable of addressing the transportation problems and opportunities, alternatives corresponding to new / improved non-roadway infrastructure (i.e. alternatives that support travel modes other than the single occupant automobile and trucks) are added to the alternatives in Group #1 to create the second group alternative (Group #2). Again, this group alternative is assessed based on broader community, environmental and economic impacts and to determine whether it can address the identified transportation problems and opportunities.

If it is determined that the Group #2 alternative is not capable of addressing the transportation problems and opportunities, it becomes necessary to introduce roadway improvement alternatives. As shown in Exhibit 1-3, this involves comparing the advantages and disadvantages of widening existing municipal and / or provincial roadways (Group #3) versus the provision of a new transportation corridor (Group #4). This comparison focuses on the broader community, environmental and economic impacts associated with each alternative.



22.. IInnddiivviidduuaall TTrraannssppoorrttaattiioonn AAlltteerrnnaattiivveess 2.1 OVERVIEW

Consideration of the individual transportation alternatives for this study requires a clear understanding of the problems and opportunities within the area of analysis and within the planning horizon timeframe. Chapter 2 documents the study team’s consideration of the individual transportation alternatives from the perspective of their ability to address the transportation problems and opportunities that have been identified and are documented in the draft Area Transportation System Problems and Opportunities Report (2009).

Each of the following sections concentrates on a particular mode of transportation and describes the existing transportation system corresponding to that mode. In addition, each section includes the alternatives that were generated by the study team and through consultation. Consultation involved receiving and incorporating input from the public, municipalities, regulatory agencies, transportation service providers and other stakeholders. Appendix A focuses on each mode of transportation and includes a summary of the findings of the study team’s review of relevant transportation practices in other jurisdictions, and policies and constraints that are applicable to the mode of transportation. Appendix B focuses on the assessment of the long list of alternatives.

2.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM)

2.2.1 Existing TDM / TSM Initiatives Transportation Demand Management (TDM) and Transportation System Management (TSM) can be cost-effective alternatives to increasing capacity of an existing transportation system. Demand and system management approaches to transportation have the potential to reduce environmental impacts, improve public health, build stronger communities and more prosperous and liveable cities while providing transportation functions.

On the basis of experience with similar systems in North America, it has been assumed that TDM and TSM can reduce congestion by 4%. The specific TDM and TSM initiatives that can contribute to this reduction and are applicable to the study area are identified as follows:

Transportation (or Travel) Demand Management (TDM) is the use of policies, programs, services and products to influence whether, why, when, where and how people travel. TDM measures motivate people through behavioural changes to make fewer trips (by teleworking, shopping online, etc.), shifting travel modes (to walk, cycle, take transit or rideshare), and driving more efficiently (i.e. shop locally, combine trips, avoid peak traffic hours and congested routes).

The Smart Commute Initiative is currently the key TDM co-coordinator / operator in the area. It operates as a partnership of many of the towns, cities and regions of the Greater Toronto and Hamilton Area, with partial funding from Transport Canada and private sector partners.

Smart Commute has established six local Smart Commute Transportation Management Associations (TMAs) throughout the GTA including Markham and



Richmond Hill (Highways 404-7), Mississauga, Brampton-Caledon, Northeast Toronto, Halton, as well as Newmarket and Aurora (Central York). These were based on the successful model of Smart Commute North Toronto, Vaughan, which has served the area around York University since 2001.

As shown in Exhibit 2-1, there are a total of ten existing TMAs in the GTHA with the addition of the Hamilton, Toronto – Central, Toronto – Northeast, and Durham TMAs. Future TMAs will include the Airport (as part of Project Green partnered with GTAA).

Exhibit 2-1: Existing TMA Locations

Transportation Systems Management (TSM) is the use of relatively low-cost measures to increase efficiency of available capacity and / or provide safety improvements on an existing transportation system. These measures typically include traffic-signal timing or phasing adjustments, designation of turning lanes at specific intersections or entrances, access management improvements and enhanced signing or markings. TSM improvements include most low-cost infrastructure improvements that increase the operational flow of the facility without constructing additional general purpose lanes.



There are a number of techniques employed for Transportation System Management throughout the GTHA. These include:

o Traffic signal and intersection improvement elements such as:

• signal timing optimization;

• controller / cabinet and signal head upgrades;

• vehicle detectors repair / replacement;

• improved communications with a central system;

• adding turning lanes;

• improved pavement striping;

• lane assignment changes; and

• signing and lighting improvements.

o Freeway and arterial bottleneck removal consists of identifying congested locations and improving such elements as:

• insufficient acceleration / deceleration lanes and ramps;

• weaving sections;

• sharp horizontal / vertical curves;

• narrow lanes and shoulders;

• inadequate signing and pavement striping; and

• other geometric deficiencies.

Under the existing condition, the following notable TSM measures have been implemented on key freeways within the GTA West Preliminary Study Area:

o COMPASS System (MTO) – This system includes changeable message signs, detectors, closed circuit television (CCTV) cameras and the Traffic Operation Centre. It employs traffic management strategies such as:

• Detection and Confirmation - through the use of inductance loop detectors, or vehicle detectors that are embedded in the freeway pavement, traffic data is transmitted to the Traffic Operations Centre every 20 seconds. The central computer at the traffic operations centre constantly analyzes the data using an incident detection algorithm. It will alert the operator of a suspected incident and request a confirmation. Once an incident is confirmed visually (i.e. through the use of CCTV cameras), the operator will proceed with a specific response plan and notify the appropriate response services.

• Incident Management – once an incident is detected and confirmed, the response and clearance must be managed so as to preserve and protect human life, maintain a reasonable level of safety for all participants, fulfil legislative requirements, minimize delay to the travelling public and minimize damage to public / private property. In a major incident, these are complex and often competing factors.



Successful incident management can be facilitated by hi-tech equipment but is largely dependent on inter-agency co-ordination, education and on-site personnel. Police personnel are key players in a large portion of the incidents and their response time is critical. Early detection of problems through the COMPASS system allows for easier and more efficient co-ordination of response activities.

• Motorist Advisory – through the Changeable Message Signs (CMSs), real-time traffic information is delivered to motorists in order to minimize the impacts of traffic incidents.

• Demand Management – the strategy to maintain optimum traffic flows on freeway through the use of ramp metering signals to regulate the rate of vehicles accessing the mainline. Queue detectors are also installed on the access ramps to prevent backups.

• Congestion Management – The congestion management program is a fully automated system using data from the vehicle detector stations installed in the COMPASS System to select and display congestion management messages on the Changeable Message Signs (CMSs). The messages describe the average traffic conditions for a pre-defined upcoming section of the freeway.

The Highway 401 COMPASS System currently extends from the Highway 403 / 410 interchange easterly to Westney Road for a distance of approximately 59 km covering part of the GTA West study area.

Moreover, the more northerly COMPASS Cameras are currently available on:

- Highway 400: from three kilometres north of the 407 ETR to Highway 401; and

- Highway 401: from Highway 403 / 410 interchange to Westney Road.

o Traveller’s Information (MTO). This website (www.mto.gov.on.ca/english/traveller), operated by MTO, displays up-to-date information, including:

an interactive system map of MTO facilities in the GTHA;

closures and restrictions;

traffic and road information (road conditions, construction, GTA traffic flow and HOV lanes); and

locations of traffic cameras and carpool lots.

o MTO HOV Network. MTO has begun construction of a High Occupancy Vehicle (HOV) network in the GTHA. To date, this includes Highway 404 (from Highway 401 to 16th Avenue) and Highway 403 (from 407 ETR to Highway 401). By 2031, the network is planned to include 450 kilometres of HOV lanes, including Highway 401 from Milton to Highway 403, Highway 403 / 410 from Hamilton to Brampton, Highway 427 from Highway 409 to 407 ETR, and Highway 400 from Major Mackenzie Drive to Highway 9.



o Carpool Lots (MTO). Commuters currently have access to 50 carpool parking lots in the Greater Golden Horseshoe with more than 5,000 parking spaces.

o Variable Electronic Toll (407 ETR). 407 ETR uses license plate cameras and transponders to charge tolls to users of the facility automatically. The cost of each trip depends on factors such as: 1) time of day, 2) vehicle class 3) distance travelled, 4) section(s) travelled, and 5) correct mounting and use of a valid transponder.

2.2.2 Description of Alternatives Generated

Following the review of relevant initiatives in other jurisdictions, as well as the related policies and constraints, the study team developed a ‘long list’ of potential transportation alternatives in consultation with the public, municipalities, regulatory agencies, transportation service providers and other stakeholders.

As described in Section 1.6, a workshop was used to generate the ‘long list’ of alternatives that was not constrained by consideration of existing policies or previous expectations. All of these ideas were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all.

The following summarizes the TDM / TSM portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is documented in Table B-2 in Appendix B. The alternatives included:

1. Implement employer-led TDM initiatives.

2. Make transit more affordable / convenient than car travel, e.g. integrated online fare and info system in real time and improve passenger pricing for commuter / regional passenger.

3. Overhaul and expedite incident clearance.

4. Use of shoulders as bus lanes during peak hours to allow transit vehicles to bypass queues.

5. Implement contra-flow lanes and moveable barriers to accommodate peak flows.

6. Provide frequent updates on traffic conditions and alternate routes - driver info on PDAs, expanded FTMS, improved signing with information about other corridors, etc.

7. Implement variable posted speeds on congested highways - speed harmonization.

8. Implement dedicated transit lanes to enhance reliability of transit services and minimize delays.

9. Create new broadband centres to facilitate telecommuting (i.e. reduction in the number of vehicular trips).



10. Increase car ownership fees significantly but rebate for not using it during peaks across certain screenlines; thus reward is more effective than penalty (now being used in Holland).

11. Implement strong provincial TDM policies (incentives / penalties), e.g. telecommuting, living and working in same city, etc.

12. Implement planning policies to create nodal (mixed use) developments to minimize the need of external commuter trips.

13. Coordinate land use planning with provincial highways to minimize length of trips (i.e. work to home / shops).

14. Implement new / higher road toll charges to encourage desired use (e.g. more transit, off-peak trucking, etc.) to increase financial cost for peak hour driving.

15. Incorporate active transportation at transit stations and on transit vehicles, e.g. bike racks, to promote and increase incentives of using alternative modes.

16. Use shoulders as truck lanes during peak hours to allow truck vehicles to bypass queues and minimize delays.

17. Optimize efficiency for signalization (e.g. loop detectors, synchronization) to better allocate the green time for each of the movements at intersections.

18. Legislate to restrict car licensing to those over age 25 to support transit culture (in 416 and 905 area codes) among the younger generation.

19. Reduce travel demand by encouraging the use of alternative modes or telecommunicating.

20. Implement the mandatory use of winter tires to improve winter transportation safety.

21. Implement HOV lanes with carpool lots at all interchanges for 400-series freeways and key highways to promote and encourage motorists to car-pool and reduce the number of single occupancy vehicles.

22. Implement improvements for the safety of pedestrians / cyclists across transportation corridors to promote the use of alternative modes.

23. Implement tolling tied to occupancy and / or congestion levels to increase financial cost for peak hour driving.

24. Improve understanding of social and environmental factors to promote and encourage the use of alternative modes.

25. Expand Metrolinx mandate and service area to cover transit, freeways (inter-regional roads), rail, etc., in order to create a seamless inter-regional transportation system that would better accommodate inter-regional travel demand and continuously promote the benefits of using alternative modes.

26. Understand and measure actual effectiveness of HOV in order to plan for future improvements.

27. Consider truck restrictions on certain roads.

28. Optimize the use of 407 ETR.

29. Invent smaller, narrower cars.



30. Repatriate 407 ETR and remove tolls.

31. Implement a GPS-based truck monitoring and tolling system.

32. Implement a carbon tax to reduce auto use.

33. Consider future growth areas.

34. Improve enforcement of HOV lanes.

35. Separate trucks from other vehicles when implementing new infrastructure to separate slower-moving truck traffic from auto traffic.

36. Acknowledge the role of and maintain heritage roads in their current condition.

37. Require trucks to use speed limiters.

38. Implement efficient grid truck routes.

39. Consider innovative ways to reduce emissions through vehicle technologies.

40. Implement minor improvements to intersections (e.g. signal timings, lanes) and freeway segments (e.g. curves, weaves and speed change lanes).

41. Increase truck load restrictions.

42. Discourage slow drivers (e.g. ticket drivers who drive “x” kilometres below the speed limit when there is no congestion).

43. Increase speed limits.

44. Reduce the speed limit along Highway 6.

45. Provide regular and more frequent road maintenance.

46. Provide enhanced and more focused driver training and testing.

47. Implement tolls on all 400-series highways.

48. Reduce the number of lanes to discourage auto use.

2.3 TRANSIT

2.3.1 Existing Bus / Rail Passenger Transit System Transit system improvements can be a cost-effective way to increase the capacity of the transportation system and reduce reliance on the automobile, which in turn reduces automobile traffic on the roads. A comprehensive transit network with supportive policies has the potential to deliver reduced environmental impacts, improved public health, and more prosperous and liveable cities.

The following municipalities operate transit systems within or directly adjacent to the GTA West Preliminary Study Area:

o York Region;

o Mississauga;

o Brampton;

o Milton;

o Waterloo Region; and

o Guelph.



These transit systems use local bus routes to provide access to a large coverage area of their respective jurisdictions, primarily in urban / suburban environments. Brampton and York also operate bus rapid transit along high-demand corridors.

Inter-regional transit systems provide service between urban centres. Major stops on these systems are typically transit hubs, such as bus terminals or train stations. Transit hubs provide connections to different transit systems (local and regional) and often include facilities such as commuter parking lots and passenger pick-up and drop-off lots. Regional transit systems also provide stops at key trip generators such as colleges, universities, shopping centres, sports venues and highway commuter / carpool lots. Inter-regional transit services in the GTA West study area are illustrated in Exhibit 2-2, and include:

o Peak period GO train service from Toronto to Georgetown on the Georgetown Line, with bus connection to Guelph;

o Peak period GO train service from Toronto to Milton on the Milton Line;

o GO bus service from Mississauga to Guelph;

o GO bus service from Mississauga to Kitchener-Waterloo;

o GO bus service from Toronto to Brampton;

o GO bus service from Toronto to Bolton;

o GO bus and train service from Toronto to Barrie;

o 407 ETR GO Bus service from York University to Guelph and also to Oakville;

o Local GO Bus routes, including, Bronte GO Station to Milton and Brampton to Orangeville; and

o Greyhound Bus and VIA Rail provide scheduled service to London, Toronto, Hamilton and points beyond.

Greyhound has numerous stop locations within the GTA West Preliminary Study Area, including:

o Brampton;

o Guelph;

o Georgetown;

o Bolton;

o Caledon; and

o Milton.

Coach Canada has numerous stop locations just outside the study area; however, one stop is located in Guelph.

VIA Rail operates two trains daily each way along the Toronto – Sarnia route. Stations in the study area include:

o Brampton;

o Georgetown; and

o Guelph.



Abouttown operates a Saturday coach bus service from Guelph to Brantford via Cambridge.

Inter-regional transit systems provide service between urban centres. Major stops on these systems are typically transit hubs, such as bus terminals or train stations. Transit hubs provide connections to different transit systems (local and regional) and often include inter-modal facilities such as commuter parking lots and passenger pick-up and drop-off lots (PPUDO). Regional transit systems also provide stops at key trip generators such as colleges, universities, shopping centres, sports venues and highway commuter / carpool lots.

The related goal is to reduce the dependency on the single-occupant automobile mode of travel, and thus reduce the number of auto trips.

Exhibit 2-2: Existing Inter-Regional Transit Services

2.3.2 Metrolinx Regional Transportation Plan (RTP) Metrolinx was created by the Government of Ontario to develop and implement an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA).

In Spring 2009, Metrolinx merged with GO Transit. Its new mandate includes providing seamless, coordinated transportation throughout the GTHA, which is Canada’s largest and among North America's most rapidly growing region.



Metrolinx plays an important role in developing a plan to resolve congestion problems, coordinating and improving transit systems, and creating a more sustainable economy, environment and quality of life.

A significant part of its mandate has been the creation of The Big Move, the Regional Transportation Plan (RTP) for the GTHA that includes a comprehensive regional transit network (see Exhibits 2.3 and 2.4). The following are a few of Metrolinx’s key transit-related strategies and priority items as identified in the RTP:

a. Build a Comprehensive Regional Rapid Transit Network. The conceptual regional transit network is a cornerstone of the RTP. The network includes proposed regional and municipal rapid transit systems across the GTHA in three planning horizons: urgently-needed quick-win projects, a 15-year planning horizon and a 25-year planning horizon. In short, The Big Move identifies the following:

Regional Plan to build over 1,200 kilometres of rapid transit; and

Implement policies to support transit ridership.

Some of the proposed quick-win projects relevant to this study include:

Bicycle Expansion: New bicycle-carrying devices on municipal transit vehicles and bicycle-storage spaces at stations;

GO Transit Rail Fleet Expansion: 20 additional bi-level passenger coaches for the GO Lakeshore Corridor improving customer service and increasing capacity;

GO Transit Double-Decker Buses: 10 new double-decker commuter buses for the 407 ETR-Highway 403 Corridor, and to York University, increasing capacity on these routes;

City of Brampton Züm which is BRT improvements on Queen Street to provide more frequent and improved service; and

Bolton GO Transit Improvements: preliminary enhancements to GO bus services; will build ridership in advance of eventual GO rail service.

In addition, the following projects identified in the RTP, have had provincial funding committed and are within the GTA West Preliminary Study Area:

Upgrading York Region’s VIVA BRT network;

Finch LRT line from the Yonge subway line to Highway 27 and Humber College, and east to Don Mills Station on the Sheppard subway line;

BRT investments complementary to the Mississauga Transitway; and

The Spadina subway extension to the Vaughan Metropolitan Centre.

Future GO Transit projects were also documented as follows:

GO rail service expansion to all-day, two-way service from Union Station to Milton;

GO rail service expansion to all-day, two-way service from Union Station to Georgetown;

Peak period GO rail service extension from Georgetown to Guelph and Kitchener; and



Peak period GO rail service to Bolton on a new line.

Metrolinx has also committed to study the electrification of the GO rail system.

Future plans for transit systems expansion are identified in GO Transit’s 2020 Strategic Plan and Metrolinx’s Regional Transit Plan, The Big Move.

b. Build a fast, frequent and expanded regional rapid transit network (from The Big Move). The RTP identifies a comprehensive transit network that will bring rapid transit to within two kilometres of every resident of the GTHA.

c. Create high-order transit connections to the Toronto Pearson International Airport district from all directions (from The Big Move). The RTP includes plans to connect Pearson international Airport to rapid transit via the Queen Street / Highway 427 corridor (west), Highway 403 transitway (west), Eglinton corridor (east), Finch corridor (north), and Highway 427 corridor (south).

d. Implement a region-wide integrated transit fare system – Presto (from The Big Move). Each of the 10 public transit agencies in the GTHA has its own, separate fare system and structure. Integrating fare systems will offer a more consistent and seamless service to travelers, reduce the time and complexity of transferring between transit systems and make the network as a whole more attractive to potential riders. The Presto regional fare card pilot project was initiated in 2007. By 2012, riders will be able to swipe the Presto card and automatically pay for travelling on any transit system in the GTHA.

e. Create a system of connected mobility hubs (from The Big Move). Mobility hubs are transit stations at key intersections in the regional rapid transit network that provide access to the network, facilitate connections between systems, support high-density development and provide additional amenities to improve service quality and traveler comfort. Metrolinx is mandated to facilitate capital improvements to mobility hubs that will improve transit service, increase intermodal connections and integrate the hub with the surrounding environment to support transit-oriented land use.

f. Create an information system for travelers (from The Big Move). Creating an integrated, comprehensive information system for transit riders is crucial to Metrolinx’s goal of creating customer-oriented transit service. The information system will be accessible online, by telephone, email or smart phone and will provide users with up-to-date standardized information on the full range of transportation alternatives available to them for their particular trip, as well as the status of all the elements of the network.

g. Implement an investment strategy to provide immediate, stable and predictable funding (from The Big Move). The RTP includes an investment strategy that identifies short, medium and long-term priorities as well as anticipated operations and maintenance costs.



Exhibit 2-3: The Big Move, Quick Wins for Regional Rapid Transit



Exhibit 2-4: The Big Move, 25-Year Plan for Regional Rapid Transit

2.3.3 GO Transit 2020 Strategic Plan GO Transit provides regional bus and rail service in the Greater Toronto Area and beyond. Its service area was recently expanded to include a larger portion of the GGH, including the regional municipalities of Dufferin, Durham, Halton, Niagara, Peel, Peterborough, Simcoe, Waterloo, Wellington and York; and the municipalities Barrie, Guelph, Hamilton, Kawartha Lakes, Peterborough and Toronto.

GO Transit serves a population of 7 million in a 10,000 square kilometre area, extending from Toronto to Kitchener-Waterloo in the west; Orangeville, Barrie, and Beaverton in the north; Stouffville, Uxbridge, and Peterborough in the northeast, Oshawa and Newcastle in the east, and Niagara Falls in the southeast. GO Transit connects with every municipal transit system in the GTHA.

GO Transit has developed the 2020 Strategic Plan (see Exhibit 2-5) with a horizon year of 2020. The plan anticipates GO ridership to the Toronto core, served by Union Station, to more than double and GO ridership outside the Toronto core to triple. The number of riders travelling outside the Toronto core will grow from 12% of the total to 16% of the increased total GO ridership. Future plans for GO Transit expansion are identified in GO Transit’s 2020 Strategic Plan and Metrolinx’s Regional Transit Plan: The Big Move. Key relevant points of the GO 2020 Strategic Plan include:

o Delivering a high-quality inter-regional transit service throughout the Greater Golden Horseshoe.



o Providing an excellent customer experience, effective customer communications and increased access to transportation for people with disabilities.

o Adopting improved technologies and alternative energy sources to increase vehicle energy efficiency and providing priority access for the active transportation modes of walking and cycling.

o Working with all transportation stakeholders and municipalities to develop a well-integrated public transportation system and support visionary community development, while facilitating access by all modes to GO services. Stations designated in the RTP as mobility hubs will provide early opportunities for revitalization.

o Striving for a cost-recovery rate of 75% while maintaining fares that ensure service that is competitive with driving.

The GO 2020 Strategic Plan identifies the following improvements within the GTA West Preliminary study area:

o Georgetown line: Provide a peak period headway of 15 minutes from Toronto to Brampton, with some trips serving Georgetown and Guelph, and a 30-minute counter-peak headway. Provide all day off-peak service to Mount Pleasant with bus service connections to Georgetown and Guelph.

o Milton Line: Provide a maximum headway of 15 minutes from Toronto to Meadowvale, with express service during peak periods and counter-peak headways of 30 minutes. Provide all day off-peak 30 minute headways to Meadowvale with bus service to Milton.

o Bolton Line: Provide peak period headways of 30 minutes to Bolton with all-day service as warranted by demand.



Exhibit 2-5: GO Transit 2020 Strategic Plan

Other planned GO Transit initiatives within the GTA West study area include:

o Rail service to Waterloo Region (Kitchener) via Guelph: The EA was accepted January 21, 2010 under the GO Transit Class EA process.

o An EA to investigate the potential for full rail service along the Toronto-Milton corridor.

o An EA to investigate rail capacity improvements on the Georgetown North line between Mount Pleasant and Georgetown.



o Station improvements to accommodate longer trains, improve access for riders, facilitate transfers between GO lines and municipal transit services, and increase available commuter parking spaces.

o Improve signal systems along rail lines used by GO.

o Additional tracks for existing congested lines, particularly Brampton.

2.3.4 Description of Alternatives Generated

Section 1.6 describes the generation of the ‘long list’ of alternatives. The following summarizes the transit portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Table B-2 in Appendix B of this report.

1. Expand GO service frequency and hours beyond peak periods in some locations.

2. Improve access to transit, e.g. direct BRT / HOV ramps into transit parking lots.

3. Encourage municipal transit to feed into major inter-regional transit stations.

4. Incorporate active transportation at transit stations and on transit vehicles, e.g. bike racks, lockers, etc.

5. Use shoulders as bus lanes during peak hours to allow transit vehicles to bypass queues.

6. Consider multi-purpose use of existing corridors (e.g. parallel transitway and motorways within existing corridors, such as Highway 401 from Pearson International Airport to Guelph, with a dedicated transit right-of-way to be expanded to higher-order transit as warranted by demand).

7. Provide dedicated transit lanes in existing road corridors either through lane conversion or addition.

8. Build park and ride along with bike parking at all interchanges along 400-series highway and other locations and other locations and improve transit access at key locations.

9. Create mobility hubs with radial connections to outlying areas at urban growth centres such as Kitchener / Waterloo, Guelph and Georgetown, Brampton and Vaughan that would provide inter-regional transit service to neighbouring communities.

10. Provide new / improved transit connections west of Pearson International Airport.

11. Provide new rapid transit links between major nodes, such as Guelph – Milton – Brampton – Mississauga – York / North York.

12. Provide new or improved local transit connections to inter-regional transit stations.

13. Consider rapid transit (BRT / LRT) along all new highway corridors.

14. Increase the number of transit hubs outside of urban areas.



15. Provide Georgetown to Milton shuttle train.

16. Develop a dedicated transit corridor similar to the proposed 407 ETR Transitway to improve connectivity between northern and western York Region and the Region of Peel and regions west of Peel. HOV lanes and rapid transit in the GTA West would be integrated with and support York Region Transit.

17. Investigate a perimeter rail routes for commuters.

18. Improve various existing roads to provide priority for transit.

19. Make long distance transit trips more desirable than long distance car trips.

20. Make transit fares competitive with other modes of transportation.

21. Grade separate existing rail / rail grade crossings involving passenger lines.

22. Provide improved bus service at GO Rail stations, especially for tourists / recreational users.

23. Coordinate GO and municipal transit such as TTC service hours.

24. Encourage municipal transit to feed into major inter-regional stations.

25. Provide local transit service for any community / town that has population more than 20,000.

26. Increased frequency of GO Transit bus and rail service.

27. Optimize use of inter-regional bus services through better integration with GO services.

28. Provide more express GO trains.

29. Provide high speed rail service from Union to Pearson International Airport to Kitchener / Waterloo.

30. Provide light rail elevated above freight tracks through congested yards, particularly those near Toronto.

31. Build light rail from Barrie to Toronto along Highway 400.

32. Add GO train routes connecting to King City and Barrie.

33. Legislate car license at age 25 to support transit culture in area codes 416 and 905.

34. Implement two-way all day service on all GO lines.

35. Open passenger rail to competition.

36. Investigate train tourism opportunities such as to / from Mohawk Raceway.

37. Provide increased funding / support for improvements, for example higher-order transit, more routes and vehicles.

38. There is no transit solution in the completed Highway 7 EA study; therefore, the GTA West study area may need to be extended into the Kitchener-Waterloo area.

39. Provide frequent 5 a.m.-11p.m. GO Transit services and then hourly.



40. As transit is the first priority outlined in the Growth Plan, modelling should take into account ideal transit times and quantify the amount of investment needed to achieve this.

41. Implement more tax incentives to encourage the use of transit.

42. Encourage greater company participation in promoting transit use by employers.

43. Implement provincial level development charges to encourage desirable transit-oriented land use.

44. Expand Metrolinx’s mandate and service area to cover transit, freeways (inter-regional roads), rail, etc. (i.e. all elements of inter-regional transportation system).

45. Provide support for private, small-scale transit providers.

46. Electrify the passenger rail network.

47. Introduce a multi-system smart card.

48. Integrate fare and information system online in real time.

49. Improved integration of local and inter-regional transit via higher level organization (fare integration, physical links - i.e. Metrolinx).

50. Provide passenger and freight dedicated rail infrastructure.

51. Implement incentives or regulations to have rail companies give preference to passenger rail traffic during peak commuter periods (at diamonds).

52. Create a connection from Union Station to Pearson International Airport.

53. Make transit schedules of public transit services available in small towns, both paper and electronic.

54. Improve security at GO Transit parking lots.

55. Intensify development to make transit a more sustainable alternative.

56. Make transit cheaper than cars through parking management. Implement high parking fees, tax parking lots for commuters, limit parking supply, etc. in order to promote and increase incentives of using alternative modes.

57. Take the Northern Mainline Passenger Rail Service Study into consideration.

58. Provide longer or shorter GO trains, as required.

59. Expand rail infrastructure at choke points.

60. Use taxis and taxi scrip service to improve transportation mobility for the disabled.

61. Nationalize rail / bus system and use private operators.

62. Establish minimum transit service levels such that travel times or no greater than “x” minutes or “y” percent than automobile travel.

63. Increase the amount of parking at existing transit stations, such as the King City Go Station.



2.4 FREIGHT RAIL

2.4.1 Existing Freight Rail System

Canada’s two major freight railway companies operate within the GTA West study area: the Canadian National (CNR) and Canadian Pacific (CPR) Railways (note that passenger rail is discussed under Transit). Typically, the bulk commodities moved by rail include grain and coal, and merchandise freight includes finished vehicles, automotive parts, and forest and industrial products. Containerized goods make up a significant proportion of rail cargo.

Both CN and CP have primary rail corridors linking the Greater Toronto Area (GTA) through southwestern Ontario to Chicago and the central US and also with the Niagara frontier and on to the United States’ (US) Eastern Seaboard..

CNR has over 30,000 route-kilometres of track in Canada and the United States and operates the largest rail network in Canada. It operates in eight Canadian provinces and 16 US states. CNR’s study area corridor runs through the middle of the GTA West corridor to Georgetown; then it travels south to Burlington and splits to south western Ontario and the Niagara frontier.

CPR operates over 20,000 kilometres on a network extending from the Port of Vancouver to the Port of Montreal, and to US industrial centers including Chicago, Philadelphia, New York City and Buffalo. The CPR mainline runs along the southern edge of the GTA West Preliminary study area and then just west of Milton. The line then splits to southwestern Ontario and the Niagara Frontier.

Class 1 railway markets are based on these primary routes through the GTA, and their efficiencies are based on long-haul shipments between terminals in a just-in-time delivery manner. These rail corridors are essential for economic and industrial growth and are increasingly used for passenger services. A balance must be found between protecting freight rail capacity and accommodating the need for improved passenger rail services.

Three shortline (Class 2) railways also exist within the GTA West Preliminary study area. Shortlines operate in a limited geographical area and focus on local interests and flexibility of service, forming an important link in the short-haul, door-to-door movement of goods. The Goderich and Exeter Railway (GEXR) services areas of southwestern Ontario including London, Stratford, Goderich, Kitchener, Guelph and Cambridge, and interchanges with CNR. The Orangeville Brampton Railway (OBRY) serves the Orangeville, Brampton and Streetsville area and connects to CPR in Streetsville / Mississauga. The Ontario Southland Railway (OSR) operates between Guelph and Campbellville, functioning with and connecting to CPR.

Freight inter-modal terminals generally refer to facilities where traffic consists largely of goods in overseas containers that can be transported by train, ship and truck and in domestic containers and trailers that can be moved by train and truck. Other similar facilities typically serve one type of traffic or commodity, such as lumber, coal, iron ore, etc. These types of commodities generate enough traffic to warrant a dedicated site to handle the trans-shipping between road, rail or ship. CPR operates inter-modal facilities at the Vaughan Inter-modal terminal, Obico Inter-modal terminal and the Trafalgar Road-Rail terminal. CNR’s inter-modal facility in Brampton and



the CNR MacMillan Yard Road-Rail Terminal are also located in the GTA West Preliminary Study Area.

While Class 1 railways are unlikely to introduce new freight rail services between destinations within or in the vicinity of the GTA West Corridor, there could be potential for shortline railway services if a financial return is generated and an agreement can be reached with the Class 1 railways for use of the rail corridors. Similarly, freight siding development to industrial parks would be of interest to the railways once traffic volumes are at a significant level.

Stakeholder consultation with freight rail transportation operators revealed that, generally speaking, there is capacity for future growth of this mode provided that the future growth in passenger rail transportation within the rail corridor is managed in conjunction with future growth in freight rail. The major issue relating to the GTA West Preliminary study area is the limitation of the inter-regional road network from the perspective of connectivity / access and congestion, and its ability to provide effective connections to the rail network.

An overview of rail corridors and facilities within the study area is provided in Exhibit 2-6.

Exhibit 2-6: Area Rail Corridor Locations

2.4.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these alternatives were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B.

The following summarizes the freight rail portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively



contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report.

1. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing opportunities to choose alternative transportation modes, as well as information about the strengths of each one, could result in a more balanced distribution of travel.

2. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network, such as rail transportation. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.

3. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting this industry’s needs.

4. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout the Greater Golden Horseshoe (GGH). Such an initiative would improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes.

5. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improved integration between modes and emphasis on all modes of travel.

6. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: By developing logistics hubs near transportation infrastructure, better use could be made of rail transportation as rail yards would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of rail transportation.

7. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto rail. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected.

8. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of the rail mode where it is



appropriate for moving people and goods, and could alleviate some congestion on the road network.

9. Mandating Goods Travelling >500 kilometres by Rail: One of the important factors determining how goods are shipped is travel distance; typically, rail is used for trips over 500 kilometres. Formalization of this practice by regulations could increase the use of rail to ship goods over longer distances. This alternative includes policy, economic and organizational implications and would likely need to occur at a national level.

10. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g. Toronto): Improvements to the efficiency of marine and freight rail transportation could increase use and mode share and remove some goods movement trips from the road network.

11. Review Regulations to get Better Use of Rail: This alternative would identify regulatory barriers to freight rail transportation in the GGH and beyond. Regulations would need to be reviewed at national and international levels.

12. Include International Case Studies (i.e. British Rail System) in Rail Analysis: An investigation of the rail initiatives and practices in other jurisdictions would be beneficial in identifying potential measures to improve and make better use of rail transportation systems in the GTA West study area.

13. Eliminate Municipal Tax from Railways: The elimination of municipal tax from railways could enable a more competitive freight rail service with more extensive services. This could remove a disincentive to rail shipments and thereby improve the use of rail transportation.

14. Changes to Rail Grade Separation Regulations: Future growth on the rail network would benefit from changes to the regulations surrounding rail grade separations, such that the system is protected for potential expansion at costs that are not prohibitive to the railways. Such a change would be required at the national level.

15. Standardize Rail Car / Container Carrying Requirements across Jurisdictions: A harmonized protocol for goods inspection procedures across North America would benefit goods movements between Canada and the US through the study area, and could allow containers to be sealed at their point of origin on the continent. This would eliminate the need for customs checks at border crossings. The lack of a standardized system increases handling of containers and thereby increases costs and inefficiencies. This alternative will have security implications.

16. Targeted Incentives for Industries to Use Rail: Through better understanding of shippers’ needs, more targeted incentives could be developed and implemented for increased use of rail transportation. This could increase rail mode use and remove some trucks from the road network. This alternative includes policy, economic and organizational implications and would likely need to occur at a national level.

17. Subsidize Rail Transportation: This alternative could increase the competitiveness of rail compared to truck transportation and increase the use of rail through the study area. This would include policy, economic and organizational implications and would likely need to occur at a national level.



18. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the efficiency and effectiveness of each mode, particularly to move goods. An overarching body or strategy could improve coordination of planning. Such an alternative may need to occur at a national level.

19. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a wider variety of goods to be shipped via rail and marine modes, as opposed to truck, could help to relieve some of the demand for goods movements via the inter-regional road network.

20. Use Passenger Trains for Courier Use: Such a service may allow for increased courier shipments to be made via rail and alleviate some truck trips from the road network.

21. Provide Funding / Support for Rail / Marine Improvements: This funding and support could enable rail and marine modes to become more competitive in comparison with truck for goods movement. Such improvements could include expansion of existing rail yards and lines, and expansion of existing ports.

22. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate adjacent land uses are important to the operations of the rail network. Encouraging industrial uses near rail lines could minimize potential conflicts with operations and expansion, and could allow for goods produced in these industrial areas to be shipped by rail.

23. Prevent Loss of Rail Network Sections: In order to maintain efficient and competitive rail services, the physical network must be protected. Where rail corridors are currently not in use, there is an opportunity for the government to review and assess future / potential uses and purchase and / or protect corridors to remain available for current and future rail use.

24. Coordinate with New Inter-modal Terminal in Milton: The coordination of area land uses and transportation infrastructure with CNR’s potential long range plans for a new inter-modal facility in Milton could maximize the potential of this facility to improve the efficiency of goods movement and the use of freight rail transportation in the study area.

25. Expand Rail Infrastructure at Choke Points: Expanding infrastructure at key choke points could provide opportunities for future growth of freight and passenger travel on shared rail corridors, accommodating the planned significant increase in passenger transit without limiting future rail freight services. Addressing network bottlenecks can improve the capacity of an entire corridor.

26. Construct Dedicated Tracks for Passenger Rail: It is recognized that although capacity is not currently an issue for freight rail transportation, the significant growth planned for passenger rail could conflict with future freight rail growth. New, dedicated passenger rail tracks could reduce conflicts with freight movements and allow for substantial growth of both people and goods movement by rail. There are two options for dedicated passenger rail: within the existing rail corridor and within a new corridor separate from the freight rail network. Construction of dedicated passenger tracks on a new corridor would involve increased independence, but with increased complexity and cost implications.

27. Double Stacking: The capacity of the existing rail network could be increased by double stacking containers on trains, which would result in more goods being



moved within the existing corridor and service schedules. There are infrastructure implications of such an alternative on trains, at inter-modal facilities and along the rail corridors.

28. Grade Separate Road and Rail: A program of rail-road grade separations could improve the efficiency of rail travel and remove the uncertainty surrounding individual rail-road grade separations (see above). Grade separations would need to be constructed with spans of the full rail corridor to allow unconstrained expansion as required in the future.

29. Rail Corridor through the Greenbelt: A new rail corridor through the Greenbelt could provide additional capacity on the rail network and link economic and employment centres, thereby improving rail transportation services through the study area and potentially attracting additional business and use of the rail network.

30. Study Abandoned Rights-of-Way for Reinstatement: This alternative could identify unused rail rights-of-way that could be put back into service potentially using existing infrastructure and without disturbing other land uses. Reinstatement would increase rail capacity and could link areas that are currently underserved by rail transportation. Rights-of-way would need to be located such that they connect urban, industrial and / or economic centres. This may present opportunities for shortline services.

31. Expand CNR Rail Single Track in the Credit River Area East of Georgetown: This alternative would increase rail capacity within the study area and could address constraints on the service. Additional capacity could be used to allow future growth of passenger and freight transportation on this corridor.

32. Double-Tracked Corridor from Georgetown to Kitchener: As above, this alternative would increase rail capacity in the western portion of the study area, which could be used for freight and passenger traffic to support population and employment growth and the introduction of new passenger rail services.

33. Drive-On / Drive-Off Service on Trains: This kind of alternative could improve the use of freight rail transportation by better integrating rail services with trucking. Such Rolling Highway services are already in use in Europe and to a limited extent by CNR and CPR, and could be expanded within the GGH.

34. Provide More Rail Infrastructure to Accommodate Shorter Hauls: Short haul rail services can transfer goods between origins / destinations and the Class 1 services on the main rail corridors. Increased short haul infrastructure and maintenance funds could enable more goods to be shipped via rail for the entirety of shipments.

2.5 MARINE

2.5.1 Existing Marine Transportation System

The GTA West study area is located to the northwest of the St. Lawrence Seaway System and no significant marine transportation facilities are located within it. Key marine facilities in the vicinity of the study area include the Port of Toronto, Port of Hamilton and the Great Lakes St. Lawrence Seaway System.



The Great Lakes St. Lawrence Seaway System is comprised of the St. Lawrence River, St. Lawrence Seaway and the Great Lakes, running over 3,700 kilometres through Canada and the United States (US). The Great Lakes St. Lawrence Seaway operates as a bi-national partnership between Canada and the US, and the shipping season generally extends from mid March to late December. Between Montreal and Lake Ontario there are two US locks and five Canadian locks.

The Port of Toronto is located to the northeast of the study area and handled over 2 million tonnes of cargo and more than 70,000 TEU containers in 20071. Most of its domestic tonnage is comprised of cement, asphalt, salt, aggregate and stone. Tonnage in 2007 also included 17,369 tonnes of project cargo, including imported wind turbines and natural gas turbines, and exported locomotives. The majority of the project cargo was 38 wind turbines from Germany being installed near Goderich, ON. Additionally, the International Marine Passenger Terminal opened in 2005 to handle visiting cruise ship traffic on 10 acres of the marine terminals site. The Port has a full complement of harbour tour and charter boats suggested to be the largest in North America2.

The Port of Hamilton handles the largest volume of cargo and shipping traffic of all the Canadian Great Lakes ports (over 11 million tonnes in 2008) and ranks in the top ten ports in Canada3. In July 2009, a new container feeder service launched between Montreal and Hamilton, which will provide weekly fixed day transport for more than 250 TEU (20-foot equivalent unit) per sailing, driven by the Hamilton Port Authority subsidiary, Sea 3 Inc. Highway H2O was launched in 2003 and works to identify, raise awareness and promote opportunities for marine transportation. Its sponsors, partners and supporters include the St. Lawrence Seaway Management Corporation (SLSMC), St. Lawrence Seaway Development Corporation and commercial entities. Stakeholder consultation with marine transportation service providers revealed that, generally speaking, there is capacity for future growth of this mode. The major issue relating to the GTA West study area is the limitation of the inter-regional road network from the perspective of connectivity / access and congestion. A review of the marine facilities in the vicinity of the GTA West study area is identified in Exhibit 2-7.

1 Toronto Port Authority web site (http: / / www.torontoport.com / PortAuthority / media_facts.asp) 2 Toronto Port Authority web site (http: / / www.torontoport.com / PortAuthority / media_facts.asp) 3 Hamilton Port Authority web site (http: / / www.hamiltonport.ca / commercial / default.aspx)



Exhibit 2-7: Major Area Marine Facilities

2.5.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these ideas were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B.

The following summarizes the marine portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report.

1. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of marine transportation as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of marine transportation.





4. Improved Coordination between GTHA Port Authorities: Improved coordination between the Toronto, Hamilton and Oshawa Port Authorities could improve the distribution of goods throughout the GGH, resulting in optimized use of area marine and connecting transportation infrastructure. Such an initiative is expected to require significant organizational and policy changes.

5. Make Better Use of Port Facilities and Coordinate with Other Modes: Improved use of area port facilities and improved coordination with other modes such as rail and road access could increase the level of use of marine transportation and improve its efficiency.

6. Changes to Advance Notification Rules at Canada-US Border: Such changes could affect cross-border / cross-lake shipments, including Hamilton-Oswego, NY. Amendments to put marine notice periods more in line with those for other modes could reduce a disincentive to marine transportation and potentially make some cross-border services more practical and viable.

7. Changes to Canadian Cabotage Laws: The decrease / removal of the 25% tariff on imported vessels would remove a constraint to the import of foreign vessels and potentially increase marine transportation’s competitiveness for goods movement, allowing equipment to be in place for new and expanded services.

8. Changes to US Harbour Maintenance Tax: The decrease / removal of the 0.125% tax on the value of goods shipped to / from the US could affect cross-border / cross-lake shipments, including potential Hamilton-Oswego, NY services. Such amendments could reduce a disincentive to marine transportation compared to other modes and potentially make some cross-border services more practical and viable.

9. Changes to Ballast Water Regulations: Changes such that ballast water regulations were more uniform across the US states and include additional stakeholder consultation could minimize the impacts of such regulations on Great Lakes and St. Lawrence Seaway marine transportation.

10. Formal Distribution Network to / from Montreal: This initiative would be similar to the Port Inland Distribution Network initiative at the Port of New York / New Jersey. High level organization of shipments between the GGH and Montreal could result in better use of the marine transportation system and the removal of a number of trucks off of the road network.


12. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network, such as marine transportation. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.

13. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods



movement and enable better transportation choices for meeting goods movement needs.

14. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto marine. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected.

15. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of the marine mode where it is appropriate for moving people and goods, and could alleviate some congestion on the road network.

16. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a wider variety of goods to be shipped via rail and marine modes, as opposed to truck, could help to relieve some of the demand for goods movements via the inter-regional road network.

17. Provide Funding / Support for Rail / Marine Improvements: This funding and support could enable rail and marine modes to become more competitive in comparison with truck for goods movement. Such improvements could include expansion of existing rail yards and lines, and expansion of existing ports.

18. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g. Toronto): Improvements to the efficiency of marine and freight rail transportation could increase use and mode share and remove some goods movement trips from the road network.

19. Year-Round Operation of St. Lawrence Seaway: The winter closure may limit the potential for marine transportation in the GGH, although the system users have worked around this constraint to date. Year-round opening might allow the Port of Hamilton to pursue new business, especially new container markets. The SLSMC does not support year round activity and supports the closure period for maintenance activities.

20. Rebuild St. Lawrence Seaway to Accommodate Ocean Vessels: Currently, goods being transported to and from the study area via the Atlantic Ocean must access large ocean vessels at the Port of Montreal, as the locks on the St. Lawrence Seaway restrict vessel size. Increasing the size of the Seaway would enable large vessels to travel between the Atlantic Ocean and the study area, thereby keeping goods on marine transportation for a greater proportion of the journey.

21. Ferry Services for Goods Movement / Trucks: A short sea shipping-type initiative could be implemented for trucks, with potential routes across Lake Erie and through the Welland Canal, and across Lake Ontario. Such an initiative would remove trucks from the roadway, potentially reduce future traffic congestion and would use less fuel for transportation per weight shipped.



2.6 AIR

2.6.1 Existing Air Transportation System

Although there are no significant air transportation facilities within the GTA West study area, the largest international airport in Canada, Toronto Pearson International Airport, is located approximately 3 kilometres southeast of the study area boundary. As the major international airport in the region, Toronto Pearson serves over 180 domestic and international destinations.

Canada’s busiest airport served over 32 million passengers in 20084 and is ranked 22nd globally for total aircraft movements5. It is projected to accommodate 66 million passengers per year by 20306, a 120% increase over 2006 volumes. Toronto Pearson is also the dominant Canadian airport for air cargo, which is expected to continue into the future. More than 45% of Canada’s air cargo is processed through Toronto Pearson, representing $31.7 billion in goods per year7. In 2006, 517,000 metric tons of cargo were moved through the airport, positioning the airport in the top 30 busiest cargo airport in the world. Cargo volumes are projected to reach 1.27 million tons by 20308, an increase of over 140% on 2006 volumes.

In May 2007, the Greater Toronto Airports Authority (GTAA) undertook a Needs Assessment Study for Transport Canada, for a potential Pickering Airport. This study was expected to be completed by the end of 2009. The decision whether to build a Pickering Airport rests with the Government of Canada. If Transport Canada decides to pursue an airport on the Pickering site, the Canadian Environmental Assessment Agency will conduct a full environmental assessment and the community will be encouraged to voice support and / or concerns.

Air demand forecasts suggest that the practical capacity of the Toronto Pearson’s five runways will be reached by approximately 2013, while maximum capacity, with significant airside congestion and delay, will be reached around 20199. The 2008 Airport Master Plan includes discussion of current and future transportation connections to the airport, including the effects of increasing road congestion and support for the Air Rail Link to Toronto Union Station.

The Air Rail Link is a planned pubic transport rail service to operate from Toronto Pearson along a dedicated spur line, then along the existing Canadian National Railway (CNR) Weston Subdivision line and connect onto GO Transit’s Union Station Rail Corridor to Union Station. The final phase for the Environmental Project Review (EPR) of the Georgetown South Service Expansion and Union Pearson Rail Link project began in August 2009, in which the Minister of Environment reviewed the Environmental Project Report submitted by Metrolinx along with all comments received during the review period to determine how the project will move forward. In October 2009 the Minister of the Environment approved the Environmental Assessment with 18 conditions, including the use of Tier 4 state of the art engines

4 GTAA Passenger Traffic Statistics (http: //www.gtaa.com /local/files/en/Corporate/Statistics/PassengerTraffic-200908.pdf 5 Airports Council International, Traffic Movements 2008 FINAL, July 28, 2009 (http: //www.airports.org/cda /aci_common/display /main /aci_content07_c.jsp?zn=aci&cp=1-5-54-57_666_2) 6 Taking Flight: The Airport Master Plan 2008-2030, Chapter 3, GTAA, December 2007 7 Toronto Pearson Today, 1st Quarter 2009. Greater Toronto Airports Authority 8 Taking Flight: The Airport Master Plan 2008-2030, Chapter 3, GTAA, December 2007 9 Taking Flight: The Airport Master Plan 2008-2030, Chapter 15, GTAA, December 2007



when the service expansion begins or as soon as the technology is commercially available, and an ambient air monitoring and reporting plan.

The Guelph Airfield is located to the north east of the City of Guelph but does not provide significant passenger or cargo travel services. Other airports in the vicinity of the study area include Waterloo International, Hamilton International, Buttonville Municipal and Toronto City Centre. Each of these airports provides flight services to people and goods. Exhibit 2-8 provides an overview of the airports that influence the travel patterns within the study area.

Stakeholder consultation revealed that there is capacity for future growth of this mode and there are no major issues regarding air transportation facilities or operations in the study area. The airside capacity constraints at Toronto Pearson are being assessed by the Greater Toronto Airports Authority (GTAA) and it has planning provision for an additional (sixth) runway.

The major issue relating to the GTA West study area is the limitations of the inter-regional road network from the perspective of connectivity / access and congestion.

Exhibit 2-8: Area Air Transportation Facilities


The following summarizes the air transportation portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as



part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report.

1. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of other modes where appropriate for moving people and goods, and could alleviate some congestion on the road network.

2. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.

3. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting this industry’s needs.


5. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improve integration between modes and emphasis on all modes of travel.

6. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of other modes as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of other modes.

7. 24-Hour Operations at Toronto Pearson: As part of its aircraft noise mitigation program, limits have been placed on the total number of flights between 0300 and 0600 during each year. Removal of this limitation could enable increased throughput at the airport, optimizing its existing infrastructure.

8. Provincial Ownership of Regional Airports: Provincial control of regional airports could help to improve the distribution of goods between airports and thereby efficiency of goods distribution by air to / from the study area. It could enable better co-ordination between airports and improved use of the connecting transportation infrastructure. Such an initiative is expected to require policy changes.

9. Improvements to Airport “Free Trade Zone” Systems: It has been noted that the air cargo industry could benefit from the creation of true “free trade zones”, which would provide opportunities in handling and some value-adding activities with no tax burden. Such improvements could stimulate use of air transportation at Toronto Pearson International and other airports.



10. Improve Distribution of Cargo Shipments between Airports: Changes to the distribution of cargo shipments could improve ground transportation services and the use of existing infrastructure. Such a system could improve efficiency of door-to-door goods movements and remove some trucks from the road network. An organizational change and potentially policy changes would be required.



13. High Speed Rail Link between Union Station-Toronto Pearson-Kitchener / Waterloo: An extension of the planned Union Station-Toronto Pearson rail link westward would provide a transit option for airport travellers including tourists and employees of the airport and surrounding areas. This could increase the use of public transportation for tourists and commuters.

14. Sixth Runway at Toronto Pearson: It is recognized that the airport is anticipated to experience airside congestion and require an additional runway between 2013 and 2019, with maximum capacity reached under current forecasts by 2019. Environmental approval has been granted for an additional runway, but no definite plans for construction are in place. A sixth runway would alleviate future congestion problems at the airport.

15. Expand Guelph Airfield for Goods Movement: An airport within the GTA West corridor could alleviate some of the airside and landside congestion issues surrounding Toronto Pearson, as well as reduce some travel distances between airport and goods origin / destination by road.

16. Expand Brampton Flight Centre for Goods Movement: As above, an airport within the GTA West corridor could alleviate some of the airside and landside congestion issues surrounding Toronto Pearson, as well as reduce some travel distances between airport and goods origin / destination by road.

17. Helicopter Services: Helicopter services could provide immediate transportation for passengers / goods within the study area. Such services would make use of the available air transportation infrastructure while minimizing use of the limited capacity on the inter-regional road network.

2.7 FREIGHT INTER-MODAL

2.7.1 Existing Freight Inter-modal Facilities By definition, inter-modal transportation provides the transition of goods from one mode of transport to another. The shift between two different modes commonly takes place at a terminal designed for such a purpose. Note that the discussion of transit patron transfers is located in Section 2.3. The existing inter-modal goods facilities within the GTA West study area are generally located to the south and east. CPR operates inter-modal facilities at the Vaughan and Obico Inter-modal terminals



and the Trafalgar Road-Rail terminal. CNR’s inter-modal facility in Brampton is also located in the GTA West Preliminary Study Area. The CNR inter-modal facility in Brampton operates 24 hours a day, seven days a week. In order to reduce congestion, gate appointments are required for drivers who wish to deliver or pickup steamship traffic from the Brampton terminal. CPR’s Obico inter-modal facility is operational between 5:00 and 22:30 on weekdays. The facility is closed on weekends. The Vaughan inter-modal facility is operational 24 hours a day, seven days a week10. The CPR web-site provides details on the provided service by the inter-modal facilities, procedures and required protocols. All requests are processed by CPR’s Central Operations Group (COG). Canadian National Railway has long-range plan for an inter-modal facility in Milton. However, as new inter-modal facilities require significant capital costs, the emphasis currently remains on best use of existing infrastructure. Exhibit 2-9 provides locations of existing inter-modal facilities in the area.

Exhibit 2-9: Area Inter-modal Facilities

10 Canadian Pacific Railway web site (www.cpr.ca)




The following summarizes the freight inter-modal portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report.

It should be noted that many of the alternatives generated for Freight inter-modal are also covered under other modes of transportation. For ease of reference these alternatives have been included below.

1. Improve Coordination Between Modes Including Goods Movement Logistics Working Groups: This idea incorporates a variety of improvements for both people (transit) movement and goods (freight) movement, including regional transit structure amalgamation, coordination of GO / TTC schedules, and establishment of a logistics working groups between airports, marine, rail and trucking operations. The idea / alternative aims at better understanding the needs of various service providers / transportation modes in an attempt to improve their efficiency through better coordination and amalgamation. Goods movement logistics groups are believed to improve the efficiency of goods shipment resulting in a reduced amount of intra and inter-regional truck trips as well as trip lengths.

2. Improved Coordination between GTHA Port Authorities: Improved coordination between the Toronto, Hamilton and Oshawa Port Authorities could improve the distribution of goods throughout the GGH, resulting in optimized use of area marine and connecting transportation infrastructure. Such an initiative is expected to require significant organizational and policy changes.

3. Improve Loading / Routing Efficiency through Provision of Government-led Consolidation of Logistics Truck Industry: This idea / alternative targets loading / routing efficiency by consolidating load brokering logistics, which could result in reduced trip making by empty-trucks through coordination and incentives. Some existing logistics firms are already focusing on the above described consolidation.

4. Improve Distribution of Cargo Shipments between Airports: Changes to the distribution of cargo shipments could improve ground transportation services and the use of existing infrastructure. Such a system could improve efficiency of door-to-door goods movements and remove some trucks from the road network. An organizational change and potentially policy changes would be required.






8. Introduce Planning Policies to Promote Nodal (mixed use) Developments: Land use planning can be used to avoid conflicts with the operations of inter-modal facilities such as residential land uses in close proximity to inter-modal facilities. To minimize such conflicts, better land use planning policies must be in place, especially for areas with future potential inter-modal facilities. Improved planning could also create opportunities for compatible land uses such as industrial / logistics, increasing business opportunities.

9. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate adjacent land uses are important to the operations of the rail network. Encouraging industrial uses near rail lines could minimize potential conflicts with operations and expansion, and could allow for goods produced in these industrial areas to be shipped by other modes.


11. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.

12. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting goods movement needs.

13. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of other modes where appropriate for moving people and goods, and could alleviate some congestion on the road network.

14. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of other modes as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of non-road modes.



15. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto other modes. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected.

16. Improve Truck Access to Inter-modal Yards: This alternative could address an issue identified by interviews with major transportation service providers, and improve road connections to existing inter-modal and distribution facilities. The Vaughan Inter-modal terminal in particular has capacity for growth but requires road system improvements to support this.

2.8 ROADS AND HIGHWAYS

2.8.1 Existing Road and Highway System Provincial, regional and municipal roads in southern Ontario service an ever increasing demand for road transportation by providing an inter-city network of links used for the transport of goods and people. The automobile continues to be the preferred mode of travel in southern Ontario. Auto ownership rates have been growing at a rate faster than population growth over the previous decades with the popularity of suburban life being a major contributor. Increasing access to dispersed employment centres also adds to this trend.

Trucks are a principal means of goods transport in southern Ontario with highways linking to all major manufacturing centres and international border crossings. The demand for truck transport remains a competitive mode of goods distribution. Trucking provides inter-modal goods transport connectivity between rail and marine transport facilities and provincial freeways.

Provincial Network

The provincial highway network within the study area is presented in Exhibit 2-10. The network includes provincial Highways 400, 401, 410, 427, 6, 7, and 10, as well as 407 ETR.



Exhibit 2-10: Existing Provincial Highway Network

Highway 400 is a north-south, 10-lane provincial freeway on the east boundary of the study area. It extends from within the City of Toronto northerly through the Region of York and Simcoe County. The freeway was first opened in 1952 and provides an important link between Highway 401 and 407 ETR corridors to Simcoe County, “Cottage Country”, Northern Ontario and Western Canada.

The current average daily travel demand on Highway 400 north of Major Mackenzie Drive within the City of Vaughan (113,000 vehicles) has grown 10-fold since 1960. This section of Highway 400 experienced an average annual growth of 4% between 2001 and 2007 due to continued development within York Region, significant growth in and around Barrie and the growing attraction of Georgian Bay and Muskoka as recreational destinations.

Highway 401 is a major six-lane provincial freeway extending across the south end of the study area through the County of Wellington and Regions of Halton and Peel. This highway is the most critical of all highways in Eastern Canada since it extends between the Quebec border through to the US border at Windsor and provides for significant goods movement, tourism and connections across the province. Outside of the study area toward the City of Toronto, Highway 401 operates as a core-collector system with upwards of 10 lanes in each direction. The construction of the highway began in 1938 and the last section was completed in 1965. Presently, a significant component of travel through the GTA West Corridor is accommodated by Highway 401, which serves various modes of commuter, tourist and commercial traffic. Highway 401 demand exhibits varying peak travel characteristics depending on the hourly, daily or seasonal impacts resulting from this cross-section of users and operates at or over capacity along specific sections. There is a high proportion of truck traffic along Highway 401 reflecting both the key provincial trade corridor



and the commercial activities within the Greater Golden Horseshoe (GGH). Planning is underway to widen several sections of the highway, to include provision for HOV lanes in some areas.

407 ETR is a privately owned and operated toll facility that opened in 1997. It provides east-west travel opportunities across the south end of the study area from the east boundary of the Region of Halton through the Regions of Peel and York. This toll highway has a basic six-lane cross-section, expanding to 10 lanes in specific sections. It accommodates a significant portion of east-west travel along the 407 ETR / Highway 401 corridor providing an alternate route to Highway 401. Originally intended as an untolled provincial highway, the Province decided that it would be financially advantageous to have the private sector construct and operate the highway, resulting in a more timely introduction of new and much needed capacity to the Highway 7 and Highway 401 corridors through the Toronto area and a combination of Highway 403 and QEW corridors in the west.

Highway 410 is a north-south provincial freeway extending from the City of Mississauga into the City of Brampton and since 2009 connects directly to Highway 10. The highway provides north-south network connectivity with links between Highway 403, Highway 401, Highway 7 and 407 ETR. The first section of Highway 410 opened in 1979 and its current cross-section is upwards of four lanes in each direction. This highway accommodates the demand for access between much of Brampton and the rest of the GTA via the intersecting highways.

Highway 427 is a north-south provincial freeway in the vicinity of the municipal boundary between the Cities of Mississauga and Toronto. The highway provides freeway connections between the Queen Elizabeth Way (QEW), Highway 401 and 407 ETR with direct access to Toronto Pearson International Airport and currently extends northerly to Highway 7. The extension north to Major Mackenzie Drive is now in an Individual Environmental Assessment completion process.

Highway 6 is a north-south rural highway located along the western boundary of the study area connecting Highway 401, Highway 403 at Hamilton and the City of Guelph. Highway 6 (named Hanlon Expressway north of Highway 401) has a four-lane cross-section and at-grade connections to crossing arterials. The section in Wellington County from Puslinch to Morriston has remained as a two lane highway primarily due to significant property constraints to widening. Highway 6 is not aligned north and south of Highway 401 and requires the use of Highway 401 as a connecting link, although EA approved plans are in place to improve this connection.

Highway 7 provides relatively direct connections between the urban areas of Kitchener-Waterloo, Guelph, Acton, and Georgetown. The highway had until recently extended through the entire GTA, connecting also to Woodbridge, Richmond Hill, Unionville, and Markham. However, the Province transferred this section to regional municipalities since it provides a more urban function currently in those areas. Highway 7 extends east of the GTA through to east of Peterborough and beyond. The highway now primarily serves shorter distance trips in the GTA and transitions from two lanes to four lanes in built-up urban areas. Highway 7 was a significant east-west highway in Ontario prior to the introduction of Highway 401, connecting Ottawa to the US border at Sarnia.

Highway 10 is a four lane north-south undivided highway between Brampton and Caledon Village crossing the Niagara Escarpment. The highway narrows to two



lanes from just south of Caledon Village and then northerly, and extends to the City of Owen Sound on the shores of Georgian Bay. The Ministry of Transportation is continuing with a program to reconstruct Highway 10 to a basic four-lane cross-section towards its northern boundary at the south limit of Orangeville. Similar to other highways in the GGH, Highway 10 originally extended from Lake Ontario northerly but was transferred by the Province due to its urban nature. Through the Mississauga and Brampton areas, this function was replaced by Highway 410 and Highway 403.

Highway 9 runs east-west between Highway 10 at Orangeville and Highway 400. East of County Road 12 it is a two-lane rural highway. Highway 9 connects Highway 6, Highway 10 and Highway 400 and provides an inter-regional route that also accommodates longer distance travel.

Other routes that are either inside the study area or important to the east-west network include Regional Road 124 / County Road 24 that was formerly Highway 24, connecting Highway 401 at Cambridge. These highways provide key transportation linkages through and adjacent to the study area.

Regional Network

The counties and regional municipalities are responsible for maintaining and operating the Regional Road and County Road System for the transport of goods and people in a safe and efficient manner. These road facilities serve both short distance and longer inter-regional trips by connecting rural and urban centres to each other as well as to the provincial highway system. Part of the regional / county operational and planning mandate is to provide physical improvements to the Regional Road and County Road system to meet growth needs and improve the level of service. Following are descriptions of major municipal roads inside the GTA West study area.



County of Wellington

The primary east-west county roads include County Roads 30, 124, 50, 37 (Arkell Road) and 34. These County roadways serve the County’s east-west travel demand as well as provide connections to Highway 6. The primary north-south county roads include Watson Road and County Roads 39, 38 (Victoria Road), 29, 27, 24 (Eramosa-Erin Townline) and 125. These County roadways connect towns within Wellington County and provide links to Highway 401 and Highway 7.

County Road 124 is a major rural roadway in the County of Wellington ending at Hwy 10 in Caledon. It runs through the City of Guelph as Eramosa Road and provides east-west connections through the Town of Guelph-Eramosa. County Road 124 runs through the Town of Erin outside of the study area and eventually connects to Highway 9 via Peel Regional Roads 24 and 7. It is used by trucking operations as a bypass from Barrie to Highway 401 and beyond (primarily aggregate and auto parts). As noted, this road was originally within the provincial highway network.

City of Guelph

The primary east-west roadways under the jurisdiction of the City of Guelph include Woodlawn Road, College Avenue, Stone Road and St. Clair Road. These roadways accommodate internal municipal traffic as well as provide access to the City’s Hanlon Expressway (Highway 6). The primary north-south arterial roads include Edinburgh Road, Woolwich Street / Gordon Street, Victoria Road and Watson Road, which provide both internal and north-south access to Highway 401 to the south and Highway 7, via York Road, to the north. Woodlawn Road currently connects the Hanlon Expressway with Highway 6 North, from the City of Guelph.

Region of Halton

The only major continuous east-west facilities within the Halton section of the study area are Derry Road and Steeles Avenue, the others being discontinuous for reasons related to either the Niagara Escarpment or wide watercourses such as Sixteen Mile Creek and Bronte Creek. These natural corridors all generally run north-south in Halton Region. The primary north-south regional arterial roads include Guelph Line, Regional Road 25 and Trafalgar Road, which provide connections to Highway 7, Highway 401, 407 ETR and the QEW / Highway 403.

Region of Peel

The primary east-west regional arterial roads within Peel Region include Old Baseline Road, King Street, Mayfield Road, Bovaird Drive / Castlemore Road, Queen Street, Steeles Avenue, Derry Road and Britannia Road. The primary north-south regional arterial roads include Winston Churchill Boulevard, Mississauga Road / Erin Mills Parkway, Main Street / Hurontario Street, Dixie Road, Airport Road and Gore Road. These roadways provide continuous arterial road connections to the Region’s population and employment centres and highway network including Highways 401, 410, 403, 407 ETR and Highway 7.

Main Street / Hurontario Street becomes Highway 10 north of Highway 410 in the City of Brampton. It provides connections to 407 ETR and Highway 410 and runs through downtown Brampton and Mississauga.



Region of York

The primary east-west regional arterial roads include King Road, Teston Road, Major Mackenzie Drive, Rutherford Road, Langstaff Road, Steeles Avenue and Finch Avenue. The primary north-south regional arterial roads include Regional Roads 27 and 50 (Caledon-King Townline), Weston Road, Pine Valley Drive and Keele Street. These roadways provide connections to Highways 400, 401, 407 ETR and 7.

2.8.2 Description of Ideas Generated

Following the review of relevant initiatives in other jurisdictions, as well as the related policies and constraints, the study team developed a ‘long list’ of potential transportation alternatives in consultation with the public, municipalities, regulatory agencies, transportation service providers and other stakeholders. The assessment of this long list is documented in Table B-2 in Appendix B.

The following summarizes the roads and highways portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report.

1. Widening Mayfield Road.

2. "Super Arterials" (MTO-local partnership, Queen / Langstaff, Bovaird / Rutherford).

3. Widen Britannia Tremaine eastward to reduce congestion on 401 (Milton Growth Plan development).

4. Highway 401 core / collector from Hanlan Expressway to 407 ETR.

5. Improve various existing roads to provide priority for transit.

6. Dedicated (new) lane on 407 ETR Milton to Oshawa.

7. Widen Highway 10 from Highway 410 to Highway 9.

8. Widen from Highway 401 to Highway 9 to Highway 400.

9. Widen Highway 401 through Milton.

10. Widen Highway 401 only through Niagara Escarpment to avoid new escarpment crossing and integrate with new corridor to east.

11. Widen Highway 401 between (west) Highway 6 and Halton Hills / Brampton.

12. Reconfiguration / improvements to Highways 401 and 400 interchange.

13. Widen Highway 401 from Cambridge to Mississauga.

14. Elevated Highway 401 through Niagara Escarpment to make "double deck" elevated freeway.

15. Widen Highways 410, 427, 400, 401, and 407 ETR beyond current program to avoid need for new corridor.



16. Widen Highway 7 Norval to Highway 410.

17. Widen Highway 7 to Guelph.

18. Widen Highway 9 from Highway 6 to Highway 400.

19. Widen Highway 9 to Highway 400.

20. Widen Highway 6 from Hamilton to Guelph.

21. Widen Highway 6 between Highways 401 and 403.

22. Highway 6 (Hanlan) widen to 400 series facility.

23. Widen Highway 124 to Guelph.

24. Widen and reinstate Highway 24 as provincial highway between Highways 401 and 9.

25. Widen Highway 7 between Guelph and through to Brampton - as HOV lanes or bus lanes at peak times.

26. Add HOV lane to Highway 400.

27. Add HOV lane on 401 through widening to Highway 6 (Hanlan).

28. Brampton - Vaughan highway with transit in median; Widen Highway 7 between Guelph and through to Brampton - as HOV lanes or bus lanes at peak times.

29. Dedicate Highway 401 HOV lanes from Highway 6 to Pearson Airport.

30. Consider Highway 9 as a potential east-west corridor.

31. Better use of parallel roadways.

32. Better transitions from freeway to freeway, particularly at congestion points such as 407 ETR and Highway 401).

33. Overpasses / interchanges for major arterial roads.

34. Include transitways on major highways.

35. Widen existing roadways such as Highway 401 and potentially designate the new lanes as truck lanes to increase the capacity of the existing infrastructure.

36. Convert existing east-west roadways to controlled access to improve operations.

37. Improve connections to highways to reduce traffic on local roads.

38. Provide better roadway access to inter-modal facilities since trucks are still needed to transport goods to the rail / marine facilities.

39. Consider BRT / LRT along all new highway corridors.

40. Construct dedicated transit lanes.

41. Widen Highway 401 between Highway 8 and Pearson International Airport for HOV use and also truck use (i.e. two new lanes each direction).

42. Better define the purpose, function, and differentiate between types of roads (e.g. agricultural use).

43. Dedicated truck lanes with minimum truck volume requirements.

44. No new general purpose lanes (only BRT, HOV, truck only, etc.).



45. Remove at grade (west) intersection on Highway 6 (Hanlan) between Woodlawn Road and Highway 401.

46. Improvements to the roadway corridors as identified in the Guelph-Wellington Transportation Study as critical for inter-regional transit and regional and US-Canada truck traffic.

47. Create ramps for Nobleton and King Township from Highway 404.

48. Repatriate 407 ETR and install spine line, apply Shadow Toll.

49. Extend Highway 410 north to Highway 9 - tie back to Highway 10.

50. Construct new highway from 407 ETR / 401 interchange north to Georgetown and west to Milton / Guelph.

51. New highway between Georgetown and Milton ~ consider bypass of Norval which is a bottle-neck now.

52. New connection to Highway 6 south of Guelph - new interchanges are currently being designed.

53. New highway from Highway 400 to Highway 7 north of Guelph with connections to Highways 427 and 410.

54. New highway between 407 ETR and 401 east of Milton, Ring highway from 407 ETR / 401 to the top of Highway 410, connecting easterly to Highway 400. New highway between Highway 401 and 407 ETR at Winston Churchill Blvd with connection to Highway 410. New highway between 401 and 407 ETR at Winston Churchill Blvd with connections to Highways 427 and 410.

55. Highway from Milton to 410 extension.

56. Connection from Highway 410’s north end to Highway 400 via Tullamore and Kleinburg.

57. New Highway from north edge of Guelph to north side of Acton -> Georgetown -> along south edge of greenbelt connecting to Highway 410.

58. New corridor to connect Vaughan to Guelph.

59. South route - from Highway 401 east of Highway 6 inside the greenbelt north of Georgetown and south of Bolton connecting to Highway 400 between Major Mackenzie Drive and King Road.

60. New highway from 407 ETR / 401 split in Mississauga to north of Guelph (new Highway 7).

61. New highway from Highway 400 westerly across York / Peel, NEC, connects to Highway 124 then to Highway 6.

62. Highway 7 bypass around Acton.

63. Extend GTA West east to serve as east-west GTA bypass (do not connect to 407 ETR, rather compete with 407 ETR).

64. Extend 407 ETR west.

65. Operations at Vaughan Terminal can be increased by over 100% if Highway 427 is improved. CPR sees a lot of growth west of Milton. Therefore, a new east-west corridor would help to link the rail service to the new businesses in this



area. CPR wants the flexibility for modal choice to be preserved for the future. For example, do not plan residential or big box land uses in inter-modal locations.

66. Extend Highway 427 north to Highway 9.

67. Create new road infrastructure north of the Greenbelt - north of Barrie to Sarnia.

68. Create new road infrastructure from Woodstock to Alliston (road / rail).

69. Create new road infrastructure from the Kitchener / Waterloo area to King City; York Region to Kitchener.

70. Create new road infrastructure from Highway 400 to Sarnia / Fort Erie.

71. Create new road infrastructure around Highway 9.

72. Connect big industries (but do not travel through small communities).

73. North-south linkage (e.g. Highway 401 - north to Georgetown); a Georgetown to Barrie linkage.

74. Create a new Brampton-west corridor.

75. Create a signature escarpment crossing.

76. Expand Emergency Detour Routes (better options / signs).

77. Keep highways out of agricultural areas.

78. The Southern Ontario Gateway Council has flagged the interchange at Highway 401 and Highway 400 as a problem. The GTA West Corridor could be an important strategic alternative to the unpredictable flow in that area.

79. Construct a new multi-use corridor for transit, automobiles, and trucks. Or construct a new corridor dedicated to truck traffic - this corridor should not be a toll highway since the cost is prohibitive.

80. New GPL are tolled.

81. Consider truck way (northern east-west redundant connection) along a new GTA West corridor.

82. Government to interpret Greenbelt & Escarpment Policies to better allow linear facilities such as new highways.

83. Dedicated truck lanes with minimum truck volume requirements.

84. Improve truck access to inter-modal yards (e.g. Highway 427) ~ 427 EA planning addressing this will be completed by 2009.

85. Far north route from Highway 6 to Highway 400 north of King Road (outside the study area) and possible extension from Highway 6 south to Highway 401.

86. Super Highway 401 with bypass / twinning as required. Connect GTA-W (Milton) to NGTA near Highway 6.

87. The GTA West Study should allow for extending the Corridor eastward to provide good highway connectivity to Markham and must give serious consideration to extending the GTA West Corridor beyond Highway 404 to the Region of Durham.

88. Direct intra-city traffic around Guelph as opposed to through it (i.e. Highway 7).

89. Reroute Highway 7 north and link to a new highway to Kitchener.



90. The study team should ensure that the problem statements include previously identified needs such as a connection of Highway 6 to Highway 24 and Highway 7 to Kitchener.

91. Separate trucks into own ROW along Highway 401.

92. If a new road is needed put it no further north than the King / Vaughan Line.

93. Create a highway linking Barrie with Guelph, which continues south to the Niagara border.

94. Create a route that connects existing / abandoned quarries.

95. The study team should consider a new road-based structure in Lake Ontario.

96. Place freeway in Townline tunnel.

97. "The SWEEP" (Strategic West Economic Expressway Project) - the Golden Horseshoe via Highway 400 to Niagara border via Milton.

98. Concern from the southern portion of Wellington County regarding the location of the GTA West corridor and whether access would be provided to / from the smaller towns.

2.9 ASSESSMENT OF INDIVIDUAL TRANSPORTATION ALTERNATIVES

The assessment of the individual transportation alternatives was undertaken at a broad level based primarily on whether there were alternatives corresponding to each mode that could substantively contribute to addressing the transportation problems and opportunities in the GTA West study area, as described in the draft Problems and Opportunities Report.

Table 2-1 summarizes the assessment of individual transportation alternatives, and provides a brief description as to the ability of each mode to contribute to addressing the future transportation problems and opportunities in the GTA West study area.

As discussed in the table, all of the individual alternatives are carried forward to the second stage of the process. Within each mode there are alternatives that while not able to fully address the transportation problems and opportunities on their own, are worthy of further consideration as part of a group alternative. The reader is referred to Chapter 3 for further information as to how the group alternatives were assembled.



Table 2-1: Assessment of Individual Transportation Alternatives (summary cluster)

MODE Carried Forward Rationale

Transportation Demand

Management (TDM)

Is recognized as an important component of transportation networks but on its own it does not provide a significant improvement to transportation problems in the GTA West study area.

Transportation Systems

Management (TSM)

Is recognized as an important component of transportation networks but on its own it does not provide a significant improvement to transportation problems in the GTA West study area.

Transit Increased GO Transit service, transit hubs and corridors, and new rapid transit links will address some problems in the movement of people; however, on its own it does not provide a significant resolution of the full range of transportation problems in the GTA West study area.

Air Improved multi-modal connections to the Toronto Pearson International Airport have some potential to reduce dependence on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.

Marine Improved multi-modal connections to Port of Toronto / Port of Hamilton have some potential to reduce congestion on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.

Freight Rail Will continue to be an important aspect of goods movement in the GTA West study area, however there are no specific freight rail transportation alternatives to be pursued as part of this study.

Inter-modal Improved inter-modal facilities have some potential to address transportation problems in the GTA West study area, especially as they relate to the movement of goods such as rail to truck transfers etc.

Roads and Highways

Are expected to provide significant improvement to transportation problems in the GTA West study area through widening of existing roads and / or highways and potentially introduction of a new transportation corridor.



33.. GGrroouupp TTrraannssppoorrttaattiioonn AAlltteerrnnaattiivveess 3.1 OVERVIEW

This chapter provides an overview of the second stage of the process for generating and assessing the Area Transportation Alternatives that was discussed in Section 1.6 of this report and illustrated in Exhibit 1-3.

As mentioned in Section 1.6, the development and assessment of alternatives is undertaken at an increasing level of detail. As the range of alternatives under consideration becomes more focused (i.e. individual to group, and later to preliminary planning), the level of detail and range of criteria to be considered to identify potential environmental, community and economic impacts and benefits will also increase.

The primary focus of the second stage of the process is to assemble a group of alternatives based on the ‘long list’ of alternatives that was generated initially by the study team and supplemented based on consultation with municipalities, agencies, members of the public, transportation service providers and other stakeholders. Four groups were established, using the building block approach. The alternatives that comprise this list are described in the various sections of Chapter 2 of this report. The following provides a brief description of the four group alternatives:

o Group #1: Optimize Existing Networks Transportation initiatives that focus on improving the performance of the existing transportation network or system for all modes of travel and transport through strategies designed to reduce auto / truck demand and improve network operating efficiency.

o Group #2: New / Expanded Non-Road Infrastructure This alternative builds upon the transportation system performance enhancements provided by Group #1 through provision of additional “non-road-based” capacity (for example, new air, marine and / or transit / freight rail infrastructure) to address potential shortfalls in addressing the transportation problems and opportunities inherent in Group #1.

o Group #3: Widen / Improve Roads This alternative builds upon the transportation system enhancements and non-road capacity improvements provided by Groups #1 and #2, and adds new road capacity by widening existing roads or highways beyond that which is currently planned or contemplated by municipalities and the Province.

o Group #4: New Transportation Corridors This alternative builds upon the transportation system enhancements and both road and non-road capacity improvements provided by Group #1 and #2, as well as some existing highway widening from Group #3, and adds new highway capacity on a new corridor to address identified transportation problems and opportunities.

As described above, the development and assessment of group alternatives has been undertaken sequentially (i.e. Group #2 was generated and assessed subsequent to the generation and assessment of Group #1). The rationale for assembling the group



alternatives in this manner is two-fold: Firstly, this approach is consistent with current government policy which talks to optimizing existing infrastructure before new infrastructure is considered, and it also promotes transit initiatives as a priority. The second reason for approaching group alternatives in this manner is that the development of group alternatives at this stage of the process is inherently additive. Where a group alternative does not adequately satisfy the identified transportation objectives, it will not be removed from further consideration, but rather used as a building block for the next group to build upon.

3.2 ASSESSMENT OF MULTI-MODAL ALTERNATIVES

A number of alternatives were identified by the study team, stakeholders and the public to address the transportation problems and opportunities in the study area as part of the first stage of the process (refer to Chapter 2). These include policies / programs, operational changes, and new infrastructure and inter-modal connections. Table B-2 describes each alternative and the study team’s assessment as to whether it is able to substantively contribute to addressing the transportation problems and opportunities in the study area. The table further categorizes each of the alternatives that are considered able to substantively contribute on the basis of whether the alternative will be pursued as part of this study, or should be pursued as part of a separate study or initiative.

3.3 ASSESSMENT OF GROUP ALTERNATIVES The focus of the generation and assessment of group alternatives was to identify if further enhancements are needed for the transportation system to adequately address the identified problems and opportunities. In Stage 2, each group alternative was assessed based on the degree to which it achieves the transportation objectives of the study. A high level assessment of environmental, economic and community factors was also undertaken to support the consideration of group alternatives. The level of assessment of these factors was reflective of the detail available in the group alternatives. For example, the geographic “footprint” of a group alternative may only be broadly understood in terms of “footprint” impacts. The absence of a defined alignment precludes more specific impact assessment at this stage. As described in Section 3.10, a more detailed impact assessment will be conducted during Stage 3 – Preliminary Planning when more detailed information is available and alternatives have been refined.

The assessment criteria builds upon that outlined in the ToR and reflects the input received through stakeholder consultation in the development of study goals and objectives. The assessment of advantages and disadvantages of the group alternatives was presented to all stakeholder advisory groups (MAG, RAAG and CAG), relevant business and commercial stakeholders, transportation services providers and the public at PIC #3. Subsequent to the receipt of stakeholder feedback on the assessment of group alternatives, the study team will undertake a comparative assessment of the group alternatives that satisfy the transportation objectives of the GTA West study. The only alternatives that will be carried forward are those that address the transportation



problems and opportunities in a meaningful way. A reasoned argument evaluation11 will be the method used to select the preferred group alternatives to be carried forward to Stage 3: Preliminary Planning.

3.4 GROUP #1 – OPTIMIZE EXISTING NETWORKS

The Ontario government has a vision for building strong, prosperous communities by managing growth in this region to the year 2031 and beyond. The provincial government is planning for the future through policies like The Growth Plan, The Greenbelt Plan and the RTP.

These plans and policies place a strong emphasis on making the most of our existing infrastructure and focusing infrastructure development on non-roadway modes of transportation. As such, the foundation of all of the group alternatives – Group #1 includes strategies that are aimed at optimizing the existing transportation networks.

3.4.1 Overview of Group #1

Group #1 builds upon comprehensive optimization strategies embodied in the RTP, GO 2020 Strategic Plan, MTO’s High Occupancy Vehicle Lane Network Plan and Carpool Lot Program, and municipal transportation plans. These strategies are based on the following objectives:

o Improving access to transit stations for pedestrians and motorists and advancing the concept of mobility hubs;

o Improving integration of active transportation opportunities and transit (e.g. secure storage facilities at transit stations, bicycle storage on transit vehicles, etc.);

o Expanding use of roadway shoulders during peak travel periods;

o Improving scheduling and fare integration between inter-regional and local transit providers;

o Providing transit users and drivers with real-time trip planning information technologies; and

o Increasing / improving transit service frequency.


Speed Harmonization

The concept of speed harmonization is used widely in many European jurisdictions and essentially involves adjusting the speed limit on inter-regional road facilities based on prevailing congestion levels. Changeable message speed signs which are connected through an electronic system to vehicle sensors in the pavement are used to reduce the speed limit during

11 The reasoned argument method highlights the differences in net effects associated with the various alternatives. Based on these differences, the advantages and disadvantages of each alternative are identified. The relative significance of the impacts is examined to provide a clear rationale for the selection of the preferred alternative.



times of road congestion. The reduced speed limits promote a more even traffic flow which increases throughput and improves road safety.

Provincial / Employer Led TDM Programs

Transportation Demand Management (TDM) programs currently operating (as described in Section 2) could be improved by expanding the Metrolinx Smart Commute Program beyond the Greater Toronto and Hamilton Area (GTHA). The Metrolinx Smart Commute Program is a regional organization which provides strategic direction and reaches out to employers in order to decrease the percentage of the populace commuting to work alone in a personal automobile.

Experience in other jurisdictions has shown that regional organization of TDM initiatives leads to operational and economic efficiencies that translate into increased awareness of the programs, a greater variety of services, and higher utilization. This concept also involves providing additional carpool parking lots at key locations.

Employers are not solely responsible for applying TDM principles, however. The marketing of carpooling options using overhead signage in strategically selected corridors and carpool lots, as well as increasing support for municipalities to implement more TDM measures would help achieve the goal of reducing individual automobile commuters.

Long Combination Vehicles (LCV’s)

Long Combination Vehicles (LCVs) feature a single tractor with two 53 foot (16 metre) trailers. Increased use of these types of vehicles is anticipated to reduce the number of trucks on provincial facilities, thereby improving traffic operations. MTO recently initiated a pilot project to allow up to 100 LCV’s on the provincial highway network.

Ramp Metering

Ramp metering involves the implementation of traffic signal control on freeway entrance ramps to control the platoons of vehicles entering the highway and therefore provide a smoother downstream traffic flow. Ramp metering is already operating on portions of the QEW in Mississauga.

HOV / Transit Bypass at Key Locations

This concept involves providing bypass lanes on metered ramps, ramps accessing transit stations, and ramps in vicinity of carpool lots for HOV and transit vehicles. These ramps would allow HOV and transit vehicles to bypass traffic queues and access the corresponding facilities more efficiently.

Improved Incident Management

This concept involves increased utilization of emerging technologies to improve detection of incidents, improve EMS response times, and as a result reduce the amount of congestion and delays resulting from traffic incidents.



3.4.2 Assessment of Group #1

The high level assessment of the Group #1 alternative based on potential community, economic, environmental impacts as well as transportation considerations and costs is summarized below. The reader is referred to Table B-3 in Appendix B for a detailed assessment of the Group #1 Alternative.

Community

o Supports Government Policy in optimizing use of existing infrastructure.

o Minimizes footprint impacts to existing residences and community features.

o Will not fully accommodate future planned population and employment growth.

o Does not provide improved connections between Urban Growth Centres (UGCs).

Economy

o Minimizes footprint impacts to existing businesses.

o Limited ability to support future economic, trade and tourism growth.

Environment

o Minimizes footprint impacts to Niagara Escarpment and Greenbelt lands.

o Minimizes footprint impacts to other natural and cultural features.

o Minimizes air quality impacts.

o Minimizes resource consumption.

Transportation and Cost

o Utilizes innovative approaches to make best use of existing infrastructure.

o Relative costs are low in comparison to other alternatives.

o Helps to manage future travel demands, but cannot fully address future travel demands for people and goods movement.

The Group #1 strategies represent innovative and effective ways of improving and getting the most out of what already exists. While these strategies will help to manage future congestion, they will not address all of the identified transportation problems and opportunities. Some form of new infrastructure investment is required.

3.5 GROUP #2 – NEW / EXPANDED NON-ROAD INFRASTRUCTURE

The extensive transit recommendations embodied in the RTP as well as GO Transit’s GO 2020 strategic plan demonstrate the government’s commitment to making transit a



viable alternative to the automobile. The concepts proposed by this study build upon the recommendations of the RTP and GO 2020.


Group #2 includes significant transit, marine and air service expansion initiatives envisioned by the RTP, GO 2020, and Toronto Pearson International Airport that serve the study area. These include:

o Expanded and improved parking facilities at some transit stations.

o Other RTP and GO 2020 Strategic Plan initiatives.

o Freight rail, air and marine initiatives to be pursued by others.

o Rapid Transit along:

Steeles Ave. area (Lisgar GO to Highway 427);

Highway 427 (Toronto Pearson International Airport to Queen Street);

Hurontario St. / Main St. / Highway 10 (Port Credit to Mayfield);

Finch Ave. West (Toronto Pearson International Airport to Finch Station);

Highway 7 (Peel-York boundary to Locust Hill / Markham);

407 ETR (Halton to Durham);

Trafalgar Rd. / Main St. (downtown Milton to 407 ETR); and

Queen St. (downtown Brampton to Peel-York Boundary).

o Regional Rail Service:

Bolton to Union Station;

Expansion of the Georgetown north corridor (downtown Brampton / Guelph);

Toronto Pearson International Airport to Union Station;

Service extension from Milton to Cambridge;

Service extension from Georgetown to Kitchener;

All-day two-way service to Georgetown and Milton from Union Station; and

Express rail service to downtown Brampton and Cooksville on Georgetown and Milton lines.

o Express Rail from:

Richmond Hill / Langstaff Gateway to Union Station; and

Downtown Brampton to Union Station.




Expanded Inter-regional GO Bus Routes

Currently GO Transit Bus service is focused on the GTA area. Recently, GO Transit initiated a number of routes with bi-directional services serving the Guelph, Cambridge and Kitchener-Waterloo area connecting with Georgetown / Brampton, York University and Mississauga. Service levels at this time are based on demand. Over time, as demand increases, services will increase. The EA for the expansion of GO rail service to Kitchener-Waterloo was recently approved. Plans for the expansion of this service are underway.

Transit Supportive Corridors

This concept involves introducing reserved bus lanes, HOV lanes, bus bypass shoulders and other transit supportive measures within existing provincial facilities such as the Highway 400, Highway 410, Highway 401, etc. that would serve to make bus transit a more reliable and viable service. While these types of improvements could result in some level of impact to properties that abut these corridors, it is envisioned that these impacts would be relatively minor in nature and could be mitigated to a significant extent.

Inter-regional Transit Hubs where local transit and GO Transit Connect

This concept involves the introduction of transit hubs in urban areas experiencing or projected to experience rapid growth such as downtown Brampton, downtown Milton, the Vaughan Metropolitan Centre and Toronto Pearson International Airport. These areas are identified as Mobility Hubs in the RTP. The RTP includes recommendations, and Metrolinx is proceeding with planning, for these transit nodes as Mobility Hubs. The mobility hub ideology outlined in the RTP should be expanded to urban areas outside of the GTHA, such as Guelph, Cambridge, and Brantford. Refer to the RTP for more information on mobility hubs.

Additional Inter-Regional Transit links between Urban Growth Centres

This concept involves providing additional transit connections between Urban Growth Centres in the GTA West study area including downtown Brampton, Milton, Vaughan and Guelph areas. Given that these are smaller growth centres and the potential ridership may not be significant, a potential would be to use BRT, LRT or in the longer term small train systems such as self-propelled railcars (which had be individual or clustered). Stations would be multi-modal facilities to provide for a well-connected and integrated transportation system.

3.5.2 Assessment of Group #2

The high level assessment of the Group #2 alternative (which also includes the Group #1 alternative) on the basis of potential community, economic, environmental impacts as well as transportation considerations and costs is summarized below. The reader is referred to Appendix B for a plan of the Group #2 alternative. The corresponding detailed assessment is presented in Table B-3 in Appendix B.

Community



o Provides greater choice for commuters and tourists.

o May provide improved connections between Urban Growth Centres (UGCs) to a limited extent.

o Potential for minor impacts to existing residences and community features.

o Does not fully accommodate future planned population and employment growth.

Economy

o Provides greater choice for shippers.

o Limited ability to support future economic, trade and tourism growth.

Environment

o Potential for impacts to Niagara Escarpment and Greenbelt lands.

o Potential for impacts to other natural and cultural features.

o Potential for impacts to air quality in built up areas.

Transportation and Cost

o Provides greater choice and a more balanced transportation system.

o Relative costs will vary in comparison to other alternatives.

o Cannot fully address future travel demands for commuters, goods movement and tourists.

Although the Group #2 strategies will have some potential to improve transportation system operations (e.g. linkages between Urban Growth Centres, introduction of new transit routes, etc.) with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Some form of additional new infrastructure investment is required.

3.6 THE NEED FOR ROADWAY BASED SOLUTIONS

By 2031, the population in the Greater Golden Horseshoe is expected to increase by almost 4 million people. To accommodate this growth, the study team anticipates that by 2031:

o The land use intensification targets prescribed in The Growth Plan will be fully achieved.

o Urban Growth Centres will be built with transit supportive densities and a mix of compatible land uses.

o The development of compact, vibrant and complete communities will be fostered in which people will live, work and play.

o An additional 700 million transit trips within the Greater Toronto and Hamilton Area will be accommodated.

o All current provincial transportation plans (e.g. the RTP and GO 2020) will be implemented.



o More commuters will switch from single occupant cars to transit and carpools.

o A significant share of goods transport will be diverted from long distance trucks to other modes.

o The existing transportation infrastructure will be optimized through implementation of the Group #1 type initiatives.

o More non-road based infrastructure such as the Group #2 initiatives will be implemented, along with additional related initiatives.

Based on the above, the potential of all transportation modes are assumed to be realized and together with the RTP and GO Transit’s GO 2020 Strategic Plan, the province will have maximized the existing infrastructure to its fullest potential.

Notwithstanding these positive improvements, by the year 2031, significant roadway congestion will still exist, particularly on Highways 401, 400, 427 and 410.

To truly achieve the vision of a functional transportation network that provides user choice and balance, it is proposed that additional roadway capacity will be required: either by widening existing roads and / or highways (Group #3) and / or introducing new transportation corridors (Group #4).

3.7 GROUP #3 – WIDEN / IMPROVE ROADS

The Group #3 alternatives have been developed to address the future transportation problems that have been identified within the study area. The additional roadway widening described in the following section is based on providing adequate traffic capacity, operations and safety conditions on existing provincial and / or municipal facilities to the year 2031.


Group #3 includes all of the elements from Group #1 and Group #2 as well as the widening and improvement of the following existing highways and provincial inter-regional transportation facilities:

o Highway 401

o Highway 410;

o 407 ETR;

o Highway 400;

o Highway 427;

o City Road 124 / Regional Road 24 / Highway 9;

o Highway 7;

o Highway 6;

o Mayfield Road / Kirby Road; and

o Trafalgar Road.

Roadway widening alternatives include:

o Highway widening (1 alternative); or



o Highway and arterial road widening (2 alternatives).

The above road facilities have been selected from all of the potential candidate roadways on the basis that they provide suitable inter-regional east-west linkage through the GTA West study area or connection between major east-west corridors. Other roadways that currently cross the Niagara Escarpment are either not continuous and do not accommodate inter-regional travel or they are not geometrically suitable for use as an arterial. It is also anticipated that in areas of built community such as Rockwood, Acton, Georgetown and Erin, short sections of new road (i.e. bypass) may be required to offset major community impacts that would occur with major road widening.

The three Group 3 alternatives are illustrated in Appendix B.

3.8 GROUP #4 – NEW TRANSPORTATION CORRIDORS


The Group #4 Alternative includes all of the elements from Group #1 and Group #2 and potentially some of the highway widening identified in Group #3, as well as the following new transportation corridor alternatives connecting either:

− Highway 400 to Highway 410;

− Highway 400 to Highway 401 / 407 ETR;

− Highway 400 to Highway 401 west of Milton;

− Highway 400 to north of Guelph; or

− Highway 400 to south of Guelph.

These selected corridors represent the introduction of major capacity improvements in areas that have been identified as having significant transportation deficiencies. The focal area for improvement is along Highway 401 between Highway 400 and Highway 427. As a result, each new corridor alternative terminates at Highway 400 – it is and will continue to be the most critical section of transportation deficiency in the area north and west of Toronto. The western termini of the Group 4 alternatives have been identified to represent significantly different points of network connection that are anticipated to attract different trucking activity and commuters throughout the area.

The transportation corridors that are presented could include one of or a combination of:

o A median separated highway with interchanges and no direct access;

o A transitway with stations and bus access at key points;

o A dedicated truckway that restricts use to permitted trucks.

The Group 4 alternatives are illustrated in Appendix B.



3.9 ASSESSMENT OF GROUP #3 AND GROUP #4

Widening of the existing municipal roads and / or provincial inter-regional facilities within the study area as described in Section 3.7 could provide both benefits and challenges. These types of improvements reflect significantly different types of impacts than a new corridor would.

While many of the transportation problems could be addressed by Group #3 (incorporating Groups # 1 and #2), the provision of a new transportation corridor presents the opportunity to:

o Improve linkages and accessibility between the urban areas in the GTA West Corridor.

o Accommodates significant development in Peel and York Regions.

o Provide economic opportunities for industry and improved trade.

o Support improved connections for intra-provincial and international tourism, including to / from Toronto Pearson International Airport.

Overall, Group #3 Alternatives will improve the efficiency of people and goods movement with improved inter-regional transportation system operations. However, Group #3 Alternatives will have impacts to many environmental features, such as air quality, and direct impacts to land use and community features in various communities within the Preliminary Study Area.

Overall, Group #4 Alternatives will improve the efficiency of people and goods movement with improved inter-regional transportation system operations, and allow for higher order transit on new higher order roadway. However, Group #4 Alternatives will have impacts on many environmental features (e.g. Greenbelt and crossing of the Niagara Escarpment, farmland, rivers, streams & natural heritage).

The trade-offs between widening and new corridors are challenging and complex. Widening the existing roads and / or highways can have an impact on neighbouring communities; however, impacts are focused in existing corridors. New corridors will have a larger footprint impact on the agricultural or natural environment, but effects can be mitigated through careful environmental planning.

The right solution will provide the best balance between benefits and impacts. The reader is referred to Appendix B for plans of the Group #3 and Group #4 alternatives. A high level assessment of the Group #3 and Group #4 alternatives on the basis of potential community, economic, environmental impacts as well as transportation considerations and costs are summarized in Table B-3 in Appendix B.

3.10 NEXT STEPS Following the third round of Public Information Centres (PIC #3), the study team will commence the fourth step of Stage 1 of the GTA West Corridor Planning and EA Study.

The next steps for this study will involve further refining each of the group alternatives described in previous sections of this report, and will ultimately culminate in the development of the Transportation Development Strategy, which will be presented, in draft form, to members of the public and other stakeholders at the fourth round of Public Information Centres (PIC #4).



In further refining the Group #1 and Group #2 alternatives, the study team will consult with Metrolinx including GO Transit, Transportation Demand Management / Transportation Systems Management (TDM / TSM) specialists within the Ministry of Transportation and other relevant agencies and ministries. Through this consultation exercise, the study team will seek endorsement and a commitment to further identify and consider improvements that could be incorporated into the draft Transportation Development Strategy.

In addition, the study team will further refine the Group #3 and Group #4 alternatives to a preliminary planning level of detail. A more comprehensive assessment and evaluation of these alternatives will be completed, using the broad range of approved Environmental Assessment criteria from the GTA West Environmental Assessment Terms of Reference, June 2007 that was prepared and approved at the outset of this stage of the study.

The transportation, environmental, economic and community criteria that will be utilized to support the assessment of and evaluation of the preliminary planning alternatives are outlined in Table B-1 of Appendix B. As illustrated in the table, the assessment of the preliminary planning alternatives will include quantitative as well as qualitative measures of potential impacts to environmental systems and functions.



44.. SSuummmmaarryy ooff CCoonnssuullttaattiioonn An extensive consultation program was undertaken to support the generation and assessment of Area Transportation System Alternatives, including meetings with the following stakeholders:

o Community Advisory Group (CAG); The CAG was established as a forum to provide ongoing advice to the study team. The CAG is comprised of members of the communities and organizations interested in or potentially affected by the project, including residents and ratepayers with representation throughout the municipalities of the GTA West study area, environmental and conservation NGO’s, business and agricultural sectors, and others (i.e., academia and unique groups concerned about the local and natural features).

o Municipal Advisory Group (MAG); The MAG specializes in providing Construction Management Services for facility type projects that are tailored to the needs of local governments. It provides input from a municipal and regional perspective.

o Regulatory Agency Advisory Group (RAAG); The RAAG was established as a means to consult with potentially affected provincial ministries, agencies, and federal departments. The RAAG was established as a means to consult with potentially affected provincial ministries, agencies, and federal departments.

o Transportation Service Providers (TSP) / Business and Commercial Stakeholders (BCS); TSP stakeholders include municipal transit, inter-regional transit, freight rail service, marine service, air service, transportation associations / organizations, and trucking organizations. BCS stakeholders include large corporations / industries, business associations, logistics providers, shipping associations, and universities / colleges.

o First Nations; and

The early focus of consultation with First Nations groups has assisted with the collection of data on the location and understanding of treaty rights and traditional land use issues, as well as other items that may be of interest to the First Nations communities. Outreach and consultation has occurred and continues with the Mississaugas of the New Credit First Nation and the Six Nations of the Grand River Territory First Nation.

o Members of the public through PICs, the project website, letters and email.

Early and ongoing engagement with these stakeholder groups has provided the study team with a broad range of perspectives and viewpoints, as well as relevant information. The study team will continue to engage these stakeholders; particularly at key stages throughout the remainder of this stage of the study.

Chapter 4 documents meetings held during the generation and assessment of transportation alternatives, as well as the third round of Public Information Centres (PICs) held in Georgetown, Brampton, Woodbridge and Guelph to present the results of this phase of work.



4.1 MEETINGS HELD DURING GENERATION OF ALTERNATIVES

A number of meetings were held during the generation of transportation alternatives, as shown in Table 4-1:

Table 4-1: Meetings Held During Generation of Alternatives

Date Meeting Purpose

May 19, 2009 Conservation Authority Workshop –

Conservation Halton / Niagara Escarpment Commission (NEC)

May 20, 2009 Conservation Authority Workshop – Toronto and Region Conservation

Authority

May 20, 2009 Conservation Authority Workshop – Credit Valley Conservation

May 26, 2009 Conservation Authority Workshop – Grand River Conservation Authority

To discuss current Conservation Authority / NEC studies and the sensitive environmental features within the GTA West Preliminary

study area.

June 8 / 9, 2009 Strategic Workshop for GTA West and Niagara to GTA Studies

Two-day workshop to generate alternatives.

June 19, 2009 RAAG

To get feedback on the proposed process to generate and evaluate alternatives and acquire input to

the types of alternatives that should be considered. This meeting was held as a joint

meeting with the Niagara to GTA Corridor Environmental

Assessment team.

June 24, 2009 MAG


the types of alternatives that should be considered.

July 14, 2009 CAG


the types of alternatives that should be considered.

September 25, 2009 GTA West and Niagara to GTA Provincial Agency Workshop

Workshop to update agency members on the work completed for NGTA and GTA West and to engage agency members in a discussion to encourage the

members to provide comments and / or potential policy issues with the preliminary alternatives.

September 28, 2009 Ontario Growth Secretariat Reviewed purpose of study and addressed questions.

October 13, 2009 Halton Transportation Advisory Committee

Presentation and discussion on the Draft Area Transportation

System Problems and Opportunities Report



October 14, 2009 Metrolinx including GO Transit

To provide a study update and present and seek feedback on the group alternatives that had

been generated.

November 16, 2009 Meeting with Greenbelt Council Reviewed how Greenbelt Plan policies will be addressed.

4.2 MEETINGS HELD DURING ASSESSMENT OF ALTERNATIVES

Meetings were held during the assessment of transportation alternatives, as described in Table 4-2:

Table 4-2: Meetings Held during Assessment of Alternatives

Date Meeting Purpose

November 3, 2009 MAG

To receive feedback on the generated alternatives, the

preliminary high-level assessment conducted and to discuss the packaging of the material for the third round of

consultation.

November 5, 2009 CAG



consultation.

November 10, 2009 RAAG



consultation.

4.3 PUBLIC INFORMATION CENTRE (PIC) #3

The third round of Public Information Centres was held to present the generation and assessment of transportation alternatives for the Niagara to GTA West Corridor Planning and EA Study – Phase 1. PIC #3 was held on the following dates and at the following locations:

Monday November 30, 2009 Thursday December 3, 2009

River Run Centre Canada Company Hall

35 Woolwich Street Guelph, ON

Mold Master Sportsplex Alcott Hall

221 Guelph Street Georgetown, ON

4:00 to 8:00 p.m. 4:00 to 8:00 p.m.



Tuesday December 8, 2009 Thursday December 10, 2009

Brampton Fairgrounds Hall

12942 Heart Lake Road Brampton, ON

Le Jardin Special Events Centre Le Parisien Room 8440 Highway 27 Woodbridge, ON

4:00 to 8:00 p.m. 4:00 to 8:00 p.m.

The PICs were informal, “open house” style events. Theme-based information boards were clustered throughout the meeting room, with assigned MTO and consultant staff available at each cluster to address questions and concerns.

The primary purpose of PIC #3 was to present and obtain feedback on the following four groups of alternatives under consideration in the Niagara to GTA West Corridor:

1. Optimize Existing Networks;

2. New / Improved Non-Road Infrastructure;

3. Widening / Improve Existing Roads; and

4. New Transportation Corridors.

The information presented at the Public Information Centre were clustered under the following main headings:

o PIC #3 Summary;

o Background;

o Process Framework and Previous Consultation;

o Individual Mode Alternatives;

o Groups of Modal Improvement Alternatives; and

o Next Steps.

Primary notification of the PIC was delivered by means of newspaper ads, regular and electronic mailings and the study website. A total of 312 members of the public signed the Visitor’s Register for the four Public Information Centres. A total of 29 written comments were submitted at the PICs and 26 additional comments were received via web form (six), e-mail (10, fax (three), mail (three) and the toll-free number (four) by the comment deadline. The following is a breakdown of attendance and the number of comments submitted by PIC date / venue:



Table 4-3: Breakdown of Attendance and Comments

Date / Location Recorded Attendance Written Comments Received

November 30, 2009

Guelph 88 17

December 3, 2009

Georgetown 106 6

December 8, 2009

Caledon 77 3

December 11, 2009

Woodbridge 41 3

Total Comment Forms Received at the PIC 29

Total Comment Forms / Comments received via fax, mail, e-mail, web form or the

toll-free number 26

TOTAL 312 55

All public comments submitted to which a reply was requested, received a response from the Study team. These comments and responses are bound under separate cover. All personal information has been removed consistent with the Freedom of Information and Protection of Privacy Act.

Key comments received during the third round of PICs are summarized as follows:

Transportation Problems and Opportunities

• Congestion is prevalent, time consuming and frustrating, particularly on Highway 401 • Too many trucks, particularly on Highway 401. • Roads are in poor condition, particularly Winston Churchill Blvd. • General complaints about Trafalgar Rd (speed limit, poorly timed traffic lights, poor

interchange design at Highway 401, etc.). • GO Transit bus service shouldn’t be confused with GO Transit rail service. The presence

of rail service can shape and change behaviour / locational choices, while the presence of buses only addresses travel options for existing markets.

• Extend the GTA West Preliminary study area boundaries to include Waterloo Region.

General Comments, Concerns and Suggestions

• Extend the GTA West Preliminary study area boundaries to include Waterloo Region.



• The study is too GTA-centric and should further study the transportation needs of residents in Guelph / Georgetown travelling to Hamilton / Niagara / US.

• Consider current economic situation and peak oil in data / modelling. • Benefits to growth are a fallacy. • The GTA West Corridor will encourage sprawl. • Provincial and Federal policies are needed to slow the rate of growth in Southern

Ontario. • The Federal Government should look at population growth in a different way and not

“pave paradise”. • The GTA West EA is vital to the future economic success of the entire Greater Golden

Horseshoe. • York Region has tainted the EA process by presupposing a highway solution in its new

Official Plan.

Alternatives

• Need to build / expand rail / transit / freight infrastructure, particularly before considering road / highway works.

• New transportation infrastructure should parallel existing corridors. For example, new highways or new GO Transit corridors should follow the Highway 401 and / or Highway 400 corridors.

• Like Alternative 4-2 (Link from Highway 400 to Highway 401 is more direct, economic benefits, add link to Milton along Steeles Ave).

• Don’t like Alternative 4-4 (property impacts, will damage escarpment lands and destroy valuable farm land).

• Don’t like Group 4 / new corridor alternatives (too expensive, not best use of taxpayer money, negative environmental and community effects, encourage car / truck traffic, may not be needed in the future due to peak oil).

• Like Alternative 4-3 (Reduced impact on watershed areas in the north, traffic can bypass the west GTA with minimal impact on natural features).

• Prefer widening alternatives (Group 3). • Don’t like Alternative 4-5 (would also cause too many problems with existing connections

to Highway 6 and 401). • Include more active transportation options (i.e. long distance routes adjacent to

transitway, more cycling infrastructure, plan for bikes / electric bikes / scooters). • Should widen Mayfield Road.. • Like Group 2 alternatives. • Like the idea of building transitways adjacent / in-between highways. • Like Alternative 4-5 (Reduced impact on watershed areas in the north, provides better

linkages to other highways in case of blockage, accommodates South Georgetown, connects with Halton-Peel North-South corridor at Mayfield Rd, will eliminate the need for a future link between the two corridors, has the least environmental constraints).

• Don’t like Group 3 / widening alternatives (will create more congestion and encourage more single-occupancy vehicle use).

• Should widen Highway 410.



• Return County Road 124 to being a provincial highway, with a bypass to the north of Erin village.

• Create dedicated truck lanes. • Put HOV lanes on all highways, particularly when widening existing highways. • Utilize existing and underused rail lines for passenger rail service. For example, CNR

north main line, Guelph Junction Railway, Fergus Sub, Highway 410 Rail Corridor. • Need more local transit service that connects to GO Transit service. • Like Group 1. • Like Group 4. • Like Alternative 4-1. • Like Alternative 4-4 (will provide a better connection to the City of Guelph). • Don’t like Alternative 3-3. • Don’t like Alternative 4-2 (would cause even more problems with vehicles than now

exist). • Don’t like Alternative 4-3 (bad approach because freeways need to be built in cells with

east-west and north-south linkages). • Don’t like proposed upgrades to Highway 7 through Rockwood to four lanes. • New highway between Brampton and Caledon will not be useful. • Doubt that encouraging private vehicle use and building new highways will solve the

transportation issues in the study area. • Show more realistic potential corridors through Caledon and King / Vaughan to connect

to Highway 400. All of the current options go directly through Bolton. • Should widen King Street. • Should widen Highway 427. • Should widen Highway 50. • Should widen Highway 9. • Should widen Winston Churchill Blvd., from County 124 south to Olde Baseline Road.

Then take the route east to Mississauga Road, then south to link up with the corridor at Mayfield.

• Establish a north-south route between Acton and Ballinafad that would take traffic from County 124 down to Highway 7.

• Establish a new route between Trafalgar Road and Winston Churchill Blvd., then on the Mississauga Road, in the area of the 22nd Sideroad.

• New corridor is needed from Hanlon to Highway 410 at Mayfield Road. • A new corridor would be more appropriate in the Highway 24 area. • Create HOV only highways, as in Los Angeles. • Review possibility of using hydro corridors for highway right-of-ways. • Improve management of current highway system. • Locate a new corridor in proximity to existing GO Transit rail corridors. • GO Bus service is needed from Brampton to Erin to Orangeville. • GO Transit service is needed in the Gore Rd / Castlemore Area to Union Station and

Pearson Airport.



• Any GO Transit rail expansion should start with peak period service (minimum four trains each way), progress to six trains / all-day / express service, and ultimately create two-way service.

• Extend GO Transit rail service to Waterloo on the North Mainline. • Extend GO Transit rail service to Cambridge on the CPR Mainline. • Provide fare subsidy for transfers from local bus transit to GO Transit bus service. • Need better coordination between bus schedules and rail service. • Create transit connection between Georgetown and Mississauga. • Create cross-boundary bus service in Highway 7 and Highway 24 corridors. • Link highway carpool lots through public transportation. • Use diesel multiple unit (DMU) technology to link regional centres. • Transit development in Toronto is 30 years behind where it should be. • MTO has presented a highway-based solution since that is their specialty. • Like proposed active transportation improvements to transportation hubs, such as

increased bike storage. • Establish major truck routes. • The GTA West Study could be the impetus to start a dialogue on freight rail

rationalization, which is especially important as Ontario's economy restructures. • Construction should begin at Highway 400 and proceed west.

Environmental Considerations

• Protect agricultural lands / agricultural operations and the interests of farmers and rural landowners.

• Protect features of the natural environment such as air quality, climate change, environmentally sensitive areas.

• Protect features of the socio-economic environment such as. human health, established communities, property expropriation.

• Heritage and cultural issues are important to consider. • Consider wildlife / amphibian crossings when widening highways. • Avoid crossing the Niagara Escarpment. • Protect natural recreation areas such as the Bruce Trail. • Protect conservation areas such as the Niagara Escarpment. • Educate the public on the cost of owning a vehicle vs. taking public transportation. • If the expansion of marine freight is considered, environmental impacts and chance of

pollution from shipwrecks should be reviewed.

Consultation

• PIC displays were well presented and informative; an impressive amount of work has been completed.

• Looking forward to results at PIC #4. • Too much information was presented; overwhelming amount of material.



Other Studies / Resources to Consider

• Like plans for Highway 24 between Guelph and Cambridge. • The connection between the GTA West Project and other projects, like the NGTA

Corridor, needs to be better explained. • Consider transportation solutions and case studies from other jurisdictions /

internationally. • Like GO 2020 expansion plans. • Is a new GO Transit rail station proposed for Guelph? • The GTA West Study team should connect with the NGTA Study team. • General questions / issues regarding the Highway 427 Transportation Corridor. • Recommendation and questions regarding plans for Highway 50, from Mayfield Rd and

King Rd. • The decision to bring 407 ETR to Highway 401 at Trafalgar was wrong. • Continuing 407 ETR east-west through Durham is the right approach, and this should be

continued on the west side of the GTA.

General Comments, Concerns and Suggestions

• Extend the GTA West Preliminary study area boundaries to include Waterloo Region. • The study is too GTA-centric and should further study the transportation needs of

residents in Guelph / Georgetown travelling to Hamilton / Niagara / US. • Consider current economic situation and peak oil in data / modelling. • Benefits to growth are a fallacy. • The GTA West Corridor will encourage sprawl. • Provincial and Federal policies are needed to slow the rate of growth in Southern

Ontario. • The Federal Government should look at population growth in a different way and not

“pave paradise”. • The GTA West EA is vital to the future economic success of the entire Greater Golden

Horseshoe. • York Region has tainted the EA process by presupposing a highway solution in its new

Official Plan.



DDeeffiinniittiioonnss Active Transportation

Non-motorized travel, including walking, cycling, roller-blading and movements with mobility devices. The active transportation network includes sidewalks, crosswalks, designated road lanes and off-road trails to accommodate active transportation.

AADT Annual Average Daily Traffic

The total volume of traffic passing a point or segment of a highway facility in both directions for one year, divided by the number of days in the year.

BCS Business and Commercial Stakeholder

Includes large corporations / industries, business associations, logistics providers, shipping associations; and universities / colleges – consulted to assist with development of study area knowledge.

BRT Bus Rapid Transit

A form of rapid transit with a dedicated travel way and fast, reliable service. BRT usually uses buses and can operate entirely on separate travel ways or integrated in street traffic with priority lanes (e.g. HOV lanes).

CAG Community Advisory Group

Established as a forum to provide ongoing advice to the study team, comprising members of the communities and organizations interested in or potentially affected by the current study (residents and ratepayers with representation throughout the municipalities of the study area; environmental and conservation NGOs, business and agricultural sectors; and others including academia, and unique groups concerned about the Niagara Escarpment.

EA Environmental Assessment (EA)

Decision-making process that promotes good environmental planning by assessing alternatives and the potential effects of proposed activities. The purpose of this EA is to provide for the protection, conservation and wise management of Ontario's natural, social /cultural and economic environment.

GGH Greater Golden Horseshoe

The geographic area designated as the Greater Golden Horseshoe growth plan area in Ontario Regulation 416 / 05.

GGH Model

Greater Golden Horseshoe Model

Comprehensive travel demand forecasting model designed for use in all major provincial studies in the GGH including the RTP; considers automobile and



transit commuter trips and truck freight trips.

GTA Greater Toronto Area

The metropolitan region encompassing the City of Toronto, and the four surrounding Regional Municipalities (Durham, Halton, Peel and York).

GTHA Greater Toronto and Hamilton Area

The metropolitan region encompassing the City of Toronto, the four surrounding Regional Municipalities (Durham, Halton, Peel and York) and the City of Hamilton.

HOV Lane High Occupancy Vehicle Lane

A roadway lane designated for use only by vehicles with a specified minimum number of occupants (>1); can also be opened to buses, taxis and carpools.

LOS Level of Service

A qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort and convenience.

LCV Long Combination Vehicle

Long Combination Vehicles feature a single tractor with two 53 ft trailers. Mobility Hub

Major transit station areas, as defined in the Growth Plan for the Greater Golden Horseshoe, that are particularly significant given the level of transit service that is planned for them and the development potential around them.

MAG Municipal Advisory Group

Comprised of representatives from the upper and lower tier municipalities, to consult with the Study Team on relevant municipal issues.

MTO Ontario Ministry of Transportation

Provincial agency responsible for transportation in Ontario.

RAAG Regulatory Agency Advisory Group

Established for study team consultation with potentially affected provincial ministries, agencies and federal departments.

RBL Reserved Bus Lane

Lanes to accommodate bus (and High Occupancy Vehicles) in areas of high traffic congestion.



RDC Rail Diesel Cars

Self-propelled rolling stock, also known as Budd cars or Diesel Multiple Units (DMUs) on rail links between less populated urban centres.

RTP Regional Transportation Plan / “The Big Move”

A long-term strategic plan for the GTHA for an integrated, multi-modal regional transportation system, developed by Metrolinx with a mandate from the Greater Toronto Transportation Authority Act 2006.

SADT Summer Average Daily Traffic

Average twenty four hour, two way traffic for the period July 1st to August 31st, including weekends.

ToR Terms of Reference

Provides a blueprint for the Environment Assessment process that must be followed in order to meet the requirements of the Provincial EA Acts. The Terms of Reference must be approved by the Ontario Ministry of the Environment before the EA can proceed.

TDM Transportation Demand Management

The use of policies, programs, services and products to influence whether, why, when, where and how people travel.

TSM Transportation Systems Management

The use of relatively low-cost measures to increase capacity and / or provide safety improvements to an existing transportation system.

TSP Transportation Service Providers

Stakeholders include: municipal transit; inter-regional transit; freight rail service; air and marine service; transportation associations / organizations; and trucking organizations - consulted to assist with development of study area knowledge.

UGC Urban Growth Centres

Twenty-five centres are designated in the Provincial Growth Plan, planned as focal areas for investment in institutional and region-wide public services, as well as commercial, recreational, cultural and entertainment uses; to accommodate and support major transit infrastructure; to serve as high density major employment centres; and to accommodate a significant share of population and employment growth.

V / C Ratio Volume / Capacity Ratio

A level-of-service measure for roadways comparing roadway demand (vehicle volumes) with roadway supply (carrying capacity); <0.8 typically considered minor, non-recurring congestion; 0.8-0.9 typically considered moderate



congestion / approaching unstable conditions; >0.9 typically considered major congestion / unstable, “stop-and-go” conditions.

Documents

February 2010 DRAFT - GTA West