MRC Report/Proposal Setup Blank - GTA West Corridor...A fast, frequent and expanded regional rapid transit network. High-order transit connectivity to the Toronto Pearson International

February 2010 DRAFT i

December 2010

Revised Draft

January 2011

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

January 2011

PREFACE

The Area Transportation System Alternatives Report – Revised Draft (2011) is one of several interim reports which depicts the study process culminating in the Transportation Development Strategy. The Area Transportation System Alternatives Report – Revised Draft (2011) was first issued in March 2009. The reports purpose was 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.

In the consultation period following its release, the study team received comments relating to a range of issues. The purpose of this revised draft report (January 2011) is to ensure that all comments received have been adequately addressed; and where appropriate, the content of the report has been revised accordingly.

Appendix A provides an overview of the individual Transportation Alternatives. Appendix B summarizes the factors and criteria for assessing the preliminary planning alternatives, a description and categorization of multi-modal alternatives and a high level assessment of Group alternatives. Appendix C provides a summary of the input received on the March 2009 draft report, and details each comment received, the study team’s response, and any changes incorporated into the revised draft 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.......4 1.6 PROCESS FOR GENERATING AND ASSESSING AREA TRANSPORTATION SYSTEM

ALTERNATIVES..........................................................................................................................5

2. INDIVIDUAL TRANSPORTATION ALTERNATIVES ......................................................................... 8

2.1 OVERVIEW..................................................................................................................................8 2.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS

MANAGEMENT (TSM) ................................................................................................................8 2.2.1 Existing TDM / TSM Initiatives ................................................................................................8 2.2.2 Description of Alternatives Generated ..................................................................................12

2.3 TRANSIT....................................................................................................................................14 2.3.1 Existing Bus / Rail Passenger Transit System......................................................................14 2.3.2 Metrolinx Regional Transportation Plan (RTP) .....................................................................16 2.3.3 GO Transit 2020 Strategic Plan ............................................................................................20 2.3.4 Description of Alternatives Generated ..................................................................................23

2.4 FREIGHT RAIL ..........................................................................................................................26 2.4.1 Existing Freight Rail System .................................................................................................26 2.4.2 Description of Alternatives Generated ..................................................................................27

2.5 MARINE.....................................................................................................................................31 2.5.1 Existing Marine Transportation System ................................................................................31 2.5.2 Description of Alternatives Generated ..................................................................................33

2.6 AIR .............................................................................................................................................36 2.6.1 Existing Air Transportation System .......................................................................................36 2.6.2 Description of Alternatives Generated ..................................................................................37

2.7 FREIGHT INTER-MODAL .........................................................................................................39 2.7.1 Existing Freight Inter-modal Facilities ...................................................................................39 2.7.2 Description of Alternatives Generated ..................................................................................40

2.8 ROADS AND HIGHWAYS .........................................................................................................43 2.8.1 Existing Road and Highway System .....................................................................................43 2.8.2 Description of Ideas Generated.............................................................................................48

2.9 ASSESSMENT OF INDIVIDUAL TRANSPORTATION ALTERNATIVES .................................52

3. GROUP TRANSPORTATION ALTERNATIVES............................................................................... 54

3.1 OVERVIEW................................................................................................................................54 3.2 ASSESSMENT OF MULTI-MODAL ALTERNATIVES...............................................................55 3.3 ASSESSMENT OF GROUP ALTERNATIVES ..........................................................................55 3.4 GROUP #1 – OPTIMIZE EXISTING NETWORKS.....................................................................56

3.4.1 Overview of Group #1 ...........................................................................................................56 3.4.2 Assessment of Group #1.......................................................................................................57

3.5 GROUP #2 – NEW / EXPANDED NON-ROAD INFRASTRUCTURE ......................................58 3.5.1 Overview of Group #2 ...........................................................................................................58 3.5.2 Assessment of Group #2.......................................................................................................60

3.6 THE NEED FOR ROADWAY BASED SOLUTIONS ..................................................................61 3.7 GROUP #3 – WIDEN / IMPROVE ROADS ................................................................................62

3.7.1 Overview of Group #3 ...........................................................................................................62 3.8 GROUP #4 – NEW TRANSPORTATION CORRIDORS............................................................63


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3.8.1 Overview of Group #4 ...........................................................................................................63 3.9 ASSESSMENT OF GROUP #3 AND GROUP #4 ......................................................................64 3.10 NEXT STEPS.............................................................................................................................64

4. SUMMARY OF CONSULTATION ..................................................................................................... 66

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

DEFINITIONS ............................................................................................................................................. 75

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

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

APPENDIX C: SUMMARY OF COMMENTS AND RESPONSES........................................................... C-1

LIST OF EXHIBITS

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

Exhibit E-2 Group 2 – New/Improved Non-Roadway Infrastructure Exhibit E-3 Group 3-1 – Freeway Widening Exhibit E-4 Group 3-2 – Freeway and Arterial Road Widening Exhibit E-5 Group 3-3 – Freeway and Arterial Road Widening Exhibit E-6 Group 4-1 – New Transportation Corridor and Freeway Widening Exhibit E-7 Group 4-2 – New Transportation Corridor and Freeway Widening Exhibit E-8 Group 4-3 – New Transportation Corridor and Freeway Widening Exhibit E-9 Group 4-4 – New Transportation Corridor and Freeway Widening Exhibit E-10 Group 4-5 – New Transportation Corridor and Freeway Widening 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


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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

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

March 2010 DRAFT i

January 2011

Revised Draft


January 2011 i

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? While this rapid growth creates extraordinary opportunities and economic potential, it is not without challenges. It is critically important that this growth is supported and planned for through wise 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? And how will we maintain a high level of mobility for the residents 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 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 initiated a Regional Transportation Plan (RTP) for the Greater Toronto and Hamilton Area (GTHA), which is being led by Metrolinx and GO Transit. 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:


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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.

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. 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


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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 roads and highways. The objective of this study is to develop a broad level Transportation Development Strategy (TDS) 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 22:: CCoommbbiinnaattiioonn AAlltteerrnnaattiivveess

Decision Trade-offs

▪ Environment ▪ Community ▪ Economy

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

Group 3

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

Group 2

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

Group 4

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

Group 1

Develop Reasonable Combination Alternatives to Address Problems and Opportunities

Assess Combinations to Identify Advantages and Disadvantages

SSTTAAGGEE 11 SSTTAAGGEE 22

Examination and Assessment of

Individual Alternatives


Groups of Modal Improvement

Transportation Demand

Management (TDM )

Air

Transportation Systems

Management (TSM)

Freight Rail

Transit

Inter-modal

Marine

Roads and Highways

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.


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In addition, they have met and corresponded with transportation service providers such as Metrolinx, 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 consideration of 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 Is recognized as an important component of a transportation network for 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


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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 Metrolinx 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 for key stations.

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).

In addition to providing broader coverage, this program could also involve introducing a regional organization which would provide strategic direction or potentially reach out to employers. The program could be managed by the provincial government.

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 would also involve providing additional carpool parking lots at key locations.

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 other highways in the GTA West study area is a consideration.

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.


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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 Metrolinx 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 Metrolinx RTP and GO 2020.

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

Additional expanded and improved parking facilities at transit stations.

New bus storage in Aberfoyle.

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. (Port Credit to downtown Brampton)

407 ETR (Toronto Pearson International Airport to Highway 427)

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

Hurontario Street (Mayfield West to downtown Brampton)

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

407 ETR (Halton to Durham)


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

Brampton Züm (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

The Group 2 alternatives are illustrated in Exhibits E-2 to E-10. 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 service is focused on the Toronto area and particularly on Union Station. As such, the scheduling of these services is based on arrival / departure from Union Station during peak commuter times. In turn, commuters that are destined for areas west of Toronto arrive at these destinations very early in the morning and arrive home quite late in the evening.

Improvements to the current inter-regional GO Bus service would be seamlessly integrated with the Toronto-centric services to provide expanded coverage from Toronto to areas west of Georgetown such as Guelph and Kitchener-Waterloo. Existing bus services to these areas would be improved by more frequent buses and better coordination with local services.

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 downtown Guelph, downtown Brampton, downtown Milton, the Vaughan Metropolitan Centre and also Toronto Pearson International Airport. Transit hubs can result in land use improvement opportunities as they tend to attract more accessible development patterns.

New Bus Rapid Transit links between Urban Growth Centres

This concept involves providing better 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


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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 Metrolinx 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 Metrolinx 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 in the GTA West study area.

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


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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.

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. Other key roadways that currently cross the Niagara Escarpment such as Regional Road 25 between Milton and Acton are not included to reduce impacts that could otherwise be significant. 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 Exhibits E-2 to E-10 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 the following new transportation corridor alternatives:

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


January 2011 xv

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 trucks that have permission.

These corridor concepts are illustrated in Exhibits E-2 to E-10 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 occur. New corridors will have a larger footprint impact on the agricultural or natural environment, but some effects can be mitigated through careful environmental planning. However, some impacts to natural heritage features/functions and agricultural lands will be unavoidable.

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

With due consideration of the benefits that can likely be achieved with Group #1 and #2 alternatives, additional roadway capacity will be required to achieve the vision and


January 2011 xvi

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 connecting the 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.

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.


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In further refining the Group #1 and Group #2 alternatives, the study team will consult with Metrolinx, 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: Group 2 – New/Improved Non-Roadway Infrastructure


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Exhibit E-3: Group 3-1 – Freeway Widening Exhibit E-4: Group 3-2 – Freeway and Arterial Road Widening

Exhibit E-5: Group 3-3 – Freeway and Arterial Road Widening Exhibit E-6: Group 4-1 – New Transportation Corridor and Freeway Widening


January 20

Exhibit E-7: Group 4-2 – New Transportation Corridor and Freeway Widening Exhibit E-8: Group 4-3 – New Transportation Corridor and Freeway Widening

Exhib

it E-9: Group 4-4 – New Transportation Corridor and Freeway Widening Exhibit E-10: Group 4-5 – New Transportation Corridor and Freeway Widening

11 xx


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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.

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


January 2011 Page 2

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.


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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


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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.


January 2011 Page 5

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.


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

SSTTAAGGEE 22:: CCoommbbiinnaattiioonn AAlltteerrnnaattiivveess Develop Reasonable Combination Alternatives to Address Problems and Opportunities

Assess Combinations to Identify Advantages and Disadvantages

SSTTAAGGEE 11 SSTTAAGGEE 22


Individual Alternatives


Groups of Modal Improvement


Management (TDM )

Air


Management (TSM)

Freight Rail

Transit

Inter-modal

Marine

Roads and Highways

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.

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

Grou

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

Grou

Decision Trade-offs

▪ Environment ▪ Community ▪ Economy p 3 p 4

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

Group 2

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

Group 1


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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, 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.


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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


January 2011 Page 9

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.


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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 Metrolinx’s 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). Metrolinx’s 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). Metrolinx’s 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 Metrolinx 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.


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


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


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.



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


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 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


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

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



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 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.


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.



6. 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.


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.



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.


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.


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


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.


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 Is recognized as an important component of a transportation network for 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 Metrolinx 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 Metrolinx 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 for key stations;

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).

In addition to providing broader coverage, this concept would also involve introducing a regional organization which would provide strategic direction or potentially reach out to employers. The program could be managed on a regional level by the provincial government.

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 would also involve providing additional carpool parking lots at key locations.

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.

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 Metrolinx 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 Metrolinx RTP and GO 2020.


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



o Additional expanded and improved parking facilities at transit stations.

o New bus storage in Aberfoyle.

o Other Metrolinx 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. (Port Credit to downtown Brampton);

407 ETR (Toronto Pearson International Airport to Highway 427);

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

Highway 10 (Mayfield West to downtown Brampton);

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

407 ETR (Halton to Durham);

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

Brampton Züm (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; and

Service extension from Georgetown to Kitchener.

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 service is focused on the Toronto area and particularly on Union Station. As such, the scheduling of these services is based on arrival / departure from Union Station during peak commuter times. In turn, commuters that are destined for areas west of Toronto arrive at these destinations very early in the morning and arrive home quite late in the evening.



Improvements to the current inter-regional GO Bus service would be seamlessly integrated with the Toronto-centric services to provide expanded coverage from Toronto to areas west of Georgetown such as Guelph, Hamilton and Kitchener-Waterloo. Existing bus services to these areas would be improved by more frequent buses and better coordination with local services.

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 placement of transit hubs in downtown Guelph, Vaughan Metropolitan Centre, Toronto Pearson International Airport, downtown Milton and downtown Brampton. Transit hubs can result in land use improvements as they tend to attract more accessible development patterns.

New Bus Rapid Transit links between Urban Growth Centres

This concept involves providing better 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.

o Potential impact for increase in resource consumption.

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. Metrolinx 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 Metrolinx 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 key roadways that currently cross the Niagara Escarpment such as Regional Road 25 between Milton and Acton are not included to reduce impacts that could otherwise be significant. 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 alternatives include 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 trucks that have permission.

Overall, Group #4 alternatives are complex alternatives to consider since they do not address a specific infrastructure improvement but rather, are a number of them in combination. Group #4 “combined” alternatives represent creative combinations of the above ways of adding capacity or reducing trips. 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 some effects can be mitigated through careful environmental planning. However, some impacts to natural heritage features/functions and agricultural lands will be unavoidable.

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, 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;

The project team has provided First Nations with the opportunity to be informed, and to have their opinions heard and seriously considered. Communication with First Nations will continue as the study proceeds into the assessment and evaluation of alternative methods. First Nations will be provided the opportunity to review and comment on the draft EA Report prior to submission to the Minister of the Environment for formal review and approval.

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 Think Tank Session 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 and 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

Le Jardin Special Events Centre Le Parisien Room



12942 Heart Lake Road Brampton, ON

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




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 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


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 technology with 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 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 Metrolinx 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.

HPBATS Halton-Peel Boundary Area Transportation Study

The Halton-Peel Boundary Area Transportation Study is a joint study undertaken by the Region of Peel, Halton Region, City of Brampton, Town of Caledon, and Town of Halton Hills. The study was initiated following a settlement reached with Halton Region subsequent to the City of Brampton’s appeal to the Regional Official Plan Amendment 25 (ROPA 25).

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.

Revised Draft

January 2011

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

January 2011 DRAFT Page A-1

AA.. IInnddiivviidduuaall TTrraannssppoorrttaattiioonn AAlltteerrnnaattiivveess A.1 OVERVIEW

Chapter 2 of the Area Transportation System Alternatives Report describes the existing transportation system corresponding to each mode of transportation and the alternatives that were generated by the study team and through consultation. Each of the following sections focus 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.

A.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM)

A.2.1 Relevant Initiatives in Other Jurisdictions

To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions.

Transportation Demand Management (TDM)

Washington State, US – Commuter Trip Reduction (CTR)

(Source: http: / /www.wsdot.wa.gov/TDM /CTR/CTRworks.htm)

This is a state-wide program that helps develop and promote commuting options in Washington State. The goals of the CTR Program are to reduce traffic congestion, air pollution and fuel consumption by working with local jurisdictions and major employers to reduce drive-alone commuting. Nearly 1,100 worksites in Washington State participate in the program. The Washington State Legislature passed the CTR Law in 1991, incorporating it into the Washington Clean Air Act.

The CTR program works in collaboration with local jurisdictions, employers and the Washington State Department of Transportation (WSDOT) to reduce the number of single occupant vehicle (SOV) trips made by encouraging transit use, vanpooling, carpooling, walking, cycling, telecommuting and compressing the workweek (i.e., allowing employees to work flexible hours resulting in fewer days travelling to work).

In 2007, employees commuting to all CTR worksites state-wide made more than 26,000 fewer vehicle trips each weekday morning. Since many of these trips would otherwise have passed through the state's major traffic bottlenecks, their absences reduced travel delay. For example, CTR employees in the Central Puget Sound made more than 19,200 fewer vehicle trips each weekday morning. The absence of these trips reduced travel delay by an estimated 18 percent on average during the peak morning commute in the region.

A program such as Washington’s CTR would be very applicable to the GTA West Preliminary study area. However, the program would benefit from an economy of scale. Key requirements for the program include legislation to enforce program adoption by local jurisdictions and employers, and program funding. The Washington CTR cost the state US $5.6 million in 2007. Therefore,



such a program should be considered as part of a Greater Golden Horseshoe-wide plan.

Transportation Systems Management (TSM)

1. TSM in Europe (Denmark, England, Germany and the Netherlands)

Based on the Active Traffic Management: The Next Step in Congestion Management (July 2007), the deployment of congestion management strategies (i.e. TSM) in Denmark, England, Germany, and the Netherlands, is able to optimize the investment in infrastructure to meet drivers' needs. These strategies include:

o Speed Harmonization - which involves the use of an expert traffic management system to monitor travel data coming from the sensors that are embedded in the pavement of a roadway and automatically adjust speed limits when congestion thresholds are exceeded. Overhead signs provide speed limits and additional information, depending on the roadway conditions. Speed harmonization can also be implemented to slow traffic in advance of a slowdown, shock wave, or work zone, as well as promote safer traffic operations under adverse weather conditions.

o Dynamic Signing and Rerouting - the display of warning signs and flashing lights along a roadway to alert that congestion and queues are ahead. The goal is to reduce incidents and provide real-time information to the motorists.

o Temporary Shoulder Use - the practice of opening the shoulder lane for temporary use to address capacity bottlenecks on the freeway network during times of congestion and reduced travel speeds. Travel on the shoulder is permitted only when speed harmonization is active and speed limits are reduced.

o Truck Restrictions - restrictions along a roadway on the operation of trucks or heavy goods vehicles. Examples include restricting trucks to specific lanes, prohibiting them from using particular lanes, limiting their operating speed, or prohibiting their use of the entire facility during specific periods of the day.

o Congestion Tolling – toll rates are structured such that prices are assessed based upon time of day concurrent with typical or even actual periods of congestion (i.e. higher charges during the peak periods and lesser charges during off-peak or shoulder periods). The goal is to: 1) divert traffic from the peak period to the shoulder periods, and, 2) provide a cost-based encouragement for the use of alternative transportation modes such as transit and ridesharing.

In summary, the benefits resulting from the implementation of a comprehensive suite of congestion management strategies can include:

o An increase in average throughput for congested periods (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions).

o An increase in overall capacity (temporary shoulder use, truck restrictions).



o A decrease in primary incidents (speed harmonization, dynamic signing and rerouting).

o A decrease in secondary incidents of (dynamic signing and rerouting).

o An overall harmonization of speeds during congested periods.

o Decreased headways and more uniform driver behaviour (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions).

o An increase in trip reliability (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions).

o The ability to delay the onset of freeway breakdown (speed harmonization, temporary shoulder use).

2. Highways Agency, UK - Incident Screen

An incident screen system generally includes a series of incident screen panels. It may be used at incident locations or in work zones, and its purpose is to block drivers’ view of the incident or work activities that may distract other motorists from their driving tasks.

Research on the use of incident screen was carried out by the Transport Research Laboratory (TRL) in Area 5 (Berks, Bucks, Essex, Herts, Kent & Surrey) and Area 8 (Bucks, Herts, Beds, Essex, Cambs & Northants), East Region, UK. The research result indicated that the quick deployment and setting up of screening around serious incidents can minimize 1) the distractions to other motorists (i.e. avoid slowing down on the approach to the incident scene) and 2) the likelihood of the occurrence of secondary incidents (i.e. collisions).

3. Quebec – Mandatory Use of Winter Tires

Among all provinces in Canada, Quebec is the first province to adopt the regulation to make the use of winter tires between December 15 and March 15 mandatory. The goal is to reduce the number of fatalities on the road. In Quebec, all-season tire users are involved in 38 per cent of the accidents on the road in the winter, whereas these users make up roughly 10% of all drivers.

Finland, Sweden, Estonia and Latvia also have similar laws that require drivers to use winter tires to navigate snowy roads.

A.2.2 Related Policies

In Canada, there is increasing awareness of the importance of TDM and TSM as innovative strategies to optimize transportation infrastructure. As such, TDM and TSM are becoming key components of the transportation planning process, for all government agencies, municipalities and regions. Background document and internet research was undertaken to identify TDM and TSM plans and policies associated implemented in or adjacent to the GTA West Preliminary study area. Phone interviews were also undertaken with local public agencies and transportation service providers.

The following is a summary of the existing policies that support the development and implementation of TDM measures in the province of Ontario:



1. Metrolinx

Metrolinx is the primary TDM programs coordinator in the area. It was created by the Province of Ontario to develop and implement an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA). Its 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, coordinate and improve transit systems, and create a more sustainable economy, environment and quality of life. The following are a few of Metrolinx’s key TDM / TSM initiatives:

a. Smart Commute - on January 1, 2008, the Smart Commute Association became part of Metrolinx. Its mission is to reduce traffic congestion and to take action on climate change through transportation efficiency. The Smart Commute program encourages employers and commuters to explore more sustainable transportation choices like carpooling, teleworking, transit, cycling, walking or flexible work hours.

b. BikeLinx - is one of Metrolinx’s green initiatives. It is designed to accommodate and encourage trips which combine cycling and public transit throughout the GTHA. Funding for the program is part of the Ontario government’s financial commitment to the Metrolinx Quick Wins initiatives, confirmed in the March 2008 Budget. Under the $5 million BikeLinx program, municipalities in the GTHA received funding that will be used to make it easier for people to combine the use of their bicycles and public transit on the same trip. GTHA municipalities will be able to equip each bus in their fleet with a bicycle carrying rack.

c. Trip Planner – Metrolinx will collaborate with GO Transit, TTC and other transit and transportation providers across the GTHA to implement a one-stop integrated trip planner system hosted by www.metrolinx.com. The trip planner will provide convenient links to real-time traffic and weather conditions, traffic incident reports, as well as airport and border crossing delays.

d. Enhance and Expand Active Transportation (from The Big Move) – Metrolinx is planning complete, contiguous and integrated cycling and walking networks that address key barriers such as bridges over freeways, rail corridors and rivers. Access to the cycling network will be within one kilometre of every urban resident in the GTHA. Other initiatives include BikeLinx (noted above), intersection improvements such as pedestrian scrambles and bike boxes, and a region-wide bicycle registry to facilitate searches for stolen bikes.

e. Improve the Efficiency of the Road and Highway Network (from The Big Move) – The plan for the regional highway network will involve implementing multi-purpose reserved lanes, such as HOV lanes, with the potential for creating HOT (high occupancy / toll) lanes. Metrolinx also plans to expand video and computer-aided traffic monitoring, ramp metering, and traveller information systems to the complete regional highway network and continuing to construct additional carpool lots at strategic locations aligned with the HOV and regional / inter-regional transit network. This will also involve piloting innovative TSM measures such as



contra-flow lanes, continuous flow intersections, diverging diamond interchanges, and moveable barriers. Finally, Metrolinx is working to have the Ontario Public Vehicles Act amended to allow third parties to provide vanpool services.

f. Create an Ambitious Transportation Demand Management Program (from The Big Move) – The strategies that will be incorporated into the TDM program will include: developing TDM strategies for agencies such as school boards, hospitals, universities and establishing guidelines and model policies that municipalities may incorporate into their Official Plans and transportation master plans. Additionally, encouraging employers to implement TDM programs, to offer cash or subsidized transit fare in lieu of free parking, and requiring Official Plans to include a TDM strategy for all major developments could be part of this program.

g. Create a Customer-First Transportation System (from The Big Move) – The cornerstone of a customer-first transportation system will be the traveller information system, which will incorporate up-to-date information and trip planners for the entire system and will be easily accessible online, by telephone and by Smartphone.

h. Build Communities that are Pedestrian, Cycling and Transit-Supportive (from The Big Move) – Metrolinx will support the implementation of mixed-use development, sidewalks and bicycle lanes through municipal plans to promote pedestrian, cycling and transit-supportive development.

2. Ministry of Transportation – Ontario Transportation Demand Management Municipal Grant Program – The program provides financial assistance to Ontario municipalities for the development and implementation of TDM plans, programs, and services that promote alternatives to driving alone such as cycling, walking, transit, or carpooling.

3. Transport Canada – The $10-million ecoMOBILITY program – makes funding available to municipalities and regional transportation authorities as part of the contribution program.

A.2.3 Other Relevant Issues / Constraints

TDM

Based on the study team’s review of relevant TDM / TSM practices as well as the feedback from interviews with local public agencies and transportation service providers the findings and thoughts based on the interviews that would be applicable to the GTA West study include:

a. Identifying the need for enhanced / comprehensive transportation network to support TDM / TSM initiatives and promote behavioural changes. It is anticipated that TDM success is directly linked to the other modes (transit, active), such as construction of more HOV lanes, bus lanes, enhanced bus service and, comprehensive bike networks.

b. Engaging greater area municipality participation to champion / for advocacy at the resident and corporate levels.



c. In order to modify motorist behaviours, it is important to continuously develop the transportation network while aggressively advocating TDM. However, it should be noted that behaviour is slow to change.

d. It will be beneficial to target bigger markets as it is easier to inspire behavioural change to travel in bigger communities / markets. It is also easier to fund in bigger markets as there will be greater resources.

e. Although TDM funding is generally not an issue (at Smart Commute) there is still a list of desirables / wish list items that would like to be achieved, and funding has to be continuously monitored. It is important to allow easier access to funding.

Other thoughts for consideration include:

o Metrolinx’s service area currently only covers the Greater Toronto and Hamilton Area (GTHA), including the metropolitan region that stretches from York and Durham, through Toronto, Peel, Halton and onward to Hamilton. Thus, Smart Commute’s funding is not available for programs outside of the GTHA. Despite this limitation, Smart Commute can assist with knowledge dispersion, providing background materials / toolkits, and presenting information to interested parties. Also, the Carpoolzone.ca website for carpool matching is available province wide.

o Smart Commute is a partnership between Metrolinx and the cities and regions of the GTHA. Under Smart Commute, there are numerous Transportation Management Associations (TMAs) that coordinate and roll-out TDM initiatives in different areas within the GTHA. However, it is recognized that there is currently no standard amongst the various TMA operations.

o Active transportation is one of the main themes of Metrolinx’s The Big Move. The principal opportunities for active transportation in the GTA West Preliminary study area involve reducing the demand for short distance travel on the highway network and in increasing accessibility for active modes to inter-modal options, such as transit or carpool lots. The main limitation of active transportation is that it does not contribute to the primary study goal of addressing longer distance travel demand. Walking and cycling are limited to shorter distances; walking generally to two kilometres and cycling under 10 kilometres. Longer distance cycling generally is recreational or tourist related and generally occurs on local municipal roads. Metrolinx has, however, raised a concern that freeways pose a barrier to the mobility of active modes, since walkers and cyclists may be reluctant to cross freeway interchanges. This issue is primarily one of accessibility and mobility, but can have some impact on demand for short distance travel in and around freeway locations. In addition to improving the safety of active transportation, initiatives to improve freeway crossings for pedestrians and cyclists, if coordinated with local municipal bicycle plans, can reduce automobile demand in and around freeways. Although the reduction of demand would be minor, it can contribute substantively towards the stated goal of a 4% reduction in congestion due to TDM measures. Bicycle policy is currently under policy review by MTO.

Currently, all regions in the GTA West Preliminary study area have or are developing bicycle networks, most of which currently or will allow cyclists to travel long distances via paved shoulders, dedicated bicycle lanes, or trail systems. Many of these plans have been developed with the consideration of improving



connections between neighbouring jurisdictions. The development of these bicycle networks is consistent with the Growth Plan for the Greater Golden Horseshoe and Metrolinx’s The Big Move. In addition, a number of municipalities and Go Transit are improving bicycle storage facilities on buses and at transit stations. These efforts should be continued and expanded by all jurisdictions. These initiatives provide opportunities for bicycle users to travel longer distances without using an automobile and should continue to be pursued.

TSM

As noted in the previous section, some of the TSM measures have already been implemented on some sections of the existing highway network (i.e. Highways 401 and 407 ETR), but are only available in the GTA and the immediate areas.

A.3 TRANSIT


To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. The following provides a brief summary of the findings of this exercise:

1. Translink

(source: www.translink.ca)

The South Coast British Columbia Transportation Authority (commonly referred to as Translink) is Metro Vancouver’s regional transportation authority. It is responsible for regional transit, cycling and commuting options as well as AirCare and Intelligent Transportation System programs. In 2008, about 179 million passengers used the network, a net increase of 3.9% from the year before.

It shares responsibility for the Major Road Network (MRN) and regional cycling with municipalities in Metro Vancouver. Translink is the first North American transportation authority to be responsible for the planning, financing and managing of all public transit in addition to major regional roads and bridges.

Translink, in its role in designing, coordinating and generally overseeing all manners of transit and transportation in the large Vancouver area has several legislated powers such as authority to impose a parking sales tax (21%), a motor fuel tax (15 cents per litre), tolls (such as Golden Ears Bridge set at $2.75 with transponder and $3.30 without) and property taxes. These powers allow Translink to generate a constant source of revenue around which it can better plan. In 2008, it generated some $939 Million from fares, advertising and all taxes and levies.

2. Calgary Transit

(source: www.calgary.ca)

The City of Calgary has plans to manage city growth and to promote more compact, mixed use developments to support sustainable travel choices such as walking, cycling and transit. Compact communities reduce the need to travel, and minimize both travel distances and dependency on the private vehicle.

http://www.translink.ca/en/Plans-and-Projects/Roads-and-Bridges.aspx

http://www.translink.ca/en/Cycling.aspx



Strategically located employment centres, outside of the downtown and higher residential densities, particularly in areas adjacent to transit lines were key policies to support these goals. As well, a more compact city would result in a more efficient transportation network that would help preserve valuable natural areas.

As such, Calgary is constantly working on fostering public transit and this effort can be seen by the highest ridership, for a light rail system, in North America. Overall, in 2008, Calgary Transit carried 95.3 million passengers. The City restricts parking in the City core, generates electricity (from wind mills) equivalent to run the entire light rail system (only zero-emissions system) and has a transit-oriented development policy.

An overview of Calgary’s Light Rail Transit Line is provided in Exhibit A-1.

Exhibit A-1: Calgary’s Light Rail Transit Line

3. San Francisco, California - BART

(Source: http://www.bart.gov/about/reports/index.aspx)

The Bay Area Rapid Transit (BART) system in San Francisco is a 167 kilometre long linear metro network with branching lines to outlying suburbs. It is an electric heavy-rail public transit system that combines the characteristics of a metro and a commuter rail.

Like a metro, it is electrically-powered and features a completely dedicated right-of-way. However, similar to a commuter rail system, the station spacing is relatively wide, almost four kilometres, particularly outside of the urban areas of San Francisco and downtown Oakland. The interlined routes limit the achievable line headways to 13 minutes (combined headways in the interlined portion of the network can be as low as 2.5 minutes).

The BART system carries 357,000 passengers per weekday. The transit modal split in the Bay Area (including local transit systems) is 17% of all trips and 31% of commuter trips.



This type of transit system is not expected to address the problems and opportunities of the GTA West Preliminary study area because there are already key rail and highway corridors that connect the urban centres from Guelph to Toronto. However, some of the principles may be applied to a comprehensive transit solution, such as electrification of heavy rail lines, dedicated passenger rail right-of-way and branched service that provides greater service in the interlined portions of the route and less service in the branches where demand is less.

An overview of the BART system in San Francisco is provided in Exhibit A-2.

Exhibit A-2: BART System Map

4. Tokyo, Japan – Shinkansen High-Speed Rail

(Source: Features and Economic and Social Effects of the Shinkasen, Japan Railway & Transport Review, October 1994; Central Japan Railway Company, http://english.jr-central.co.jp/company/company/achievement/ transportation/index.html)

The Shinkansen high-speed electric rail network in Japan has been in operation since 1964. Although the network can be considered an inter-regional transit



system due to the distances that are covered, its travel times, relatively short station-spacing, service frequency and reliability make it comparable to a commuter rail system as well.

The network consists of 10 lines, four of which connect at Tokyo Station, covering 2,459 kilometres. The line speeds vary from 210 kilometres / hour to 581 kilometres / hour. Trains operate daily from 6:00 a.m. to 12:00 midnight, with maintenance performed at night.

The Tokaido Shinkansen, connecting Tokyo to Osaka, was the first line built and is also carries the most passengers. In 1992, it carried 220,000 passengers / kilometre / day. During peak periods, headways are less than six minutes and the trains carry 23,000 passengers / hour. The modal capture of the system is very high – about 30% overall, and as high as 65% for long-distance trips.

The costs of the network are relatively high compared to alternative systems. The Tohodu and Joetsu lines, completed in 1985, cost approximately US $20 million / kilometre (US $32 million / kilometre in 2009 dollars). Higher costs are also associated with track maintenance, power supply and rolling stock requirements.

The Shinkansen system takes advantage of the natural and urban geography of Japan. The nation is linearly-oriented and the majority of urban centres lie on the east coast. This allows for a high number of potential passengers per kilometre of track. The urban centres are also very densely populated, and generally are well-served by urban transit systems, facilitating connections from feeder systems to the Shinkansen. Finally, the network implements policies that are recognized to increase the relative attractiveness of transit systems – it is reliable, frequent, comfortable and has competitive travel times. These factors allow the Shinkansen to capture a high ridership and command relatively high fares. A high-speed rail system such as the Shinkansen is not expected to be feasible in this GTA West Preliminary study area as a stand-alone system. However, some principles that have made this system successful could be considered for the GTA West Preliminary study area. In particular, the integration of inter-regional and commuter service as a planning principle would help address the demand profile of the GTA West Preliminary study area. This case study also highlights the advantages of transit-oriented development in facilitating the creation of an effective and attractive transit system. These principles could help make a transit solution more effective.

A map of Japan’s Shinkansen High-Speed Rail is provided in Exhibit A-3.



Exhibit A-3: Japan’s Shinkansen System Map

A.3.2 Related Initiatives / Policies within the GTA West study area

In the province of Ontario, there is increasing awareness of the importance of transit as part of any transportation strategy. This is evidenced by the commitment to transit as the first priority in the province’s Growth Plan, as well as the development of the transit focused Metrolinx Regional Transportation Plan (RTP).

Transit is a critical component of the transportation planning process, for all government agencies, municipalities and regions. Background document and internet research was undertaken to identify transit plans and policies associated, implemented in or adjacent to the GTA West Preliminary study area.

The key documentation research and background studies included:

o Metrolinx: The Big Move;

o Metrolinx: Green Paper #7 - Transit;

o GO Transit’s Strategic Plan – GO 2020;

o The Tri-Cities Transportation Action Group;

o The Guelph Wellington Transportation Study;

o The West Vaughan Individual Environmental Assessment; and

o Official Plans and Transportation Master Plans of various municipalities.

Phone interviews were also undertaken with local public agencies and transportation service providers. The following transportation service stakeholders were interviewed as part of the study:

o GO Transit / Metrolinx;



o City of Brampton;

o City of Guelph; and

o Peel Region.

This commitment to transit is also being adopted by the municipalities within the GTA West study area in developing their transportation master plans and associated policy documents.

Halton Region’s Transportation Master Plan identifies several strategies, including:

o Continue to encourage the introduction of HOV lanes on Highways 403 and 407 ETR through Halton, as part of a GTA-wide HOV network.

o Introduce new HOV lanes on Dundas Street (between Highways 403 and 407 ETR) and Trafalgar Road (between Oakville GO station and 407 ETR) as HOV lanes with 2+ eligibility in the short-term, and introduce HOV lane eligibility with 3+ occupants across the network by 2021.

o Facilitate the provision of local transit services within the Region in support of the inter-regional transit corridors.

o Explore opportunities to introduce transit priority measures through further studies and in conjunction with local transit service providers.


From a broad perspective, one of the key factors contributing to the utilization of transit services is the associated land use in the vicinity of the service. High population and employment densities are critical to realizing a high utilization of transit. The provision of these densities particularly in communities in proximity to the GTA is a core objective of the Province’s Growth Plan.

Further to the above, representatives from several transportation service providers, municipalities and other government agencies including the City of Brampton, City of Guelph, Peel Region, and GO Transit / Metrolinx were interviewed.

Based on the research and input from the interviewees, the following key points were identified as the primary barriers to implementing an effective transit system in the area:

a. Need for consistent transit policies and practices across municipalities and regions in the GTA West Preliminary study area, such as permitting neighbouring municipalities to enter each other’s jurisdictions, coordinating schedules and service times to facilitate transfers, and creating fare structures that enable multi-jurisdiction transit trips to be competitive with other travel modes.

b. Need for improved co-ordination between public transportation (local and inter-regional) and transit service providers.

c. Constraints of property acquisition.

d. Control / source of capital and operating funds to support transit improvements.



e. Need to identify funding priorities related to the inter-regional transit system and creating an implementation schedule.

In order to address these concerns, two broad types of system improvements can be made:

o Inter-Regional Network Improvements: Ensure a high quality inter-regional transit network by improving the existing transit infrastructure, strengthen transit-supportive elements such as land use policies, facilitate inter-modal connections, and enhance transit connections between regions; and

o Inter-Municipal Improvements and Integration: Consolidate transit services between neighbouring municipalities such as Georgetown, Milton and Brampton in order to promote seamless and integrated transit service.

A.4 FREIGHT RAIL



1. European Union – Development of the Community’s Railways

A number of legislative actions have been taken to develop the European Union’s (EU) railways, which were characterized in the early 1990s by aging infrastructure, state ownership and declining patronage. The “First Railway Package” know as Directive 91 / 440 / EEC was issued in 1991, which separated the management of railway operation and infrastructure from the provision of railway transport services. It established access rights to the whole European rail network for international freight services, encouraging competitiveness and market opening. Additionally, EU legislation gives rail operators the ability to run services in and between other EU countries, enabling cross-border competition. Rail freight transport has been completely opened up in the EU since the start of 2007. Any licensed EU railway company with the necessary safety certification can apply for capacity and offer national and international freight services by rail throughout the EU. For international rail passengers, the EU will open up the market from January 2010. Any licensed, certified rail company established in the EU will in principle be able to serve passengers at any station along the international route. The separation of railway infrastructure from railway services could encourage new services to operate within the study area, including passenger and goods movements.

2. European Union – Rail Infrastructure Programmes

European Rail Traffic Management System (ERTMS) - The EU has recognized that the construction of the trans-European transport network (TEN-



T), based on the inter-connection and inter-operability of national transport networks is important to the EU’s economic competitiveness and sustainable development. As part of the EU’s TEN-T program, a number of multi-country rail projects are underway, six of which include ERTMS.

One aim for the rail sector is to upgrade by 2012–2015 a number of important freight routes by deploying ERTMS. The six routes carry around one-fifth of Europe’s rail freight traffic.

Rail Freight Oriented Network – In December 2008 the European Commission adopted a proposal for a regulation working toward designation of international rail corridors, providing operators with an efficient, high-quality freight transport infrastructure. The proposal is intended to make the railway infrastructure more attractive for long-distance freight transport across Europe.

The intention is that the corridors linking the Member States will make it possible to do the following:

o Integrate national infrastructure on the basis of closer co-operation between infrastructure operators both on investment and actual operation.

o Respond better to rail freight operators’ requirements.

o Effectively manage infrastructure that is used by passengers and goods such that freight is not at a systematic disadvantage.

o Ensure better connections between rail infrastructure and other modes of transportation.

Competition between passenger and freight uses for an ultimately limited rail capacity has been raised as a potential future issue for the GTA West study area as increasing demands will constrain capacity. Both CNR and CPR have advised that their corridors have capability for expansion to accommodate growth in demand. Increasing focus on managing passenger and freight rail needs will enable continuation of both uses of the rail network.

3. Rolling Highway

A Rolling Highway is a European concept of transporting road vehicles, generally trucks, with their drivers by rail. This is a variation on the concept of Trailers on Flat Car (TOFC) and ultimately of inter-modal containers. The concept has the potential to operate over relatively short distances, allowing trucks to be transported by rail instead of using the road network. In general, truck operators do not favour such systems due to their cost and need to meet fixed schedules. Without a significant physical obstruction, such as the English Channel or the Alps, a Rolling Highway system is less likely to be successful. The two Class 1 Railways in Canada are presently offering variations on this type of service. CPR offers the Expressway service, which allows shippers to move standard, non-reinforced truck trailers in high-volume corridors. Expressway hubs are located in Toronto, Montreal and Detroit. CNR offers a similar service using



bi-modal RoadRailer trailers, suitable for truck and rail, linking Montreal and Toronto through to Chicago. Both of these services require truck cabs to move trailers at the terminal ends. The success of these services is still not yet certain in the Canadian market, and there could be potential for increased use in the GTA West Corridor.


Rail operations in Canada are subject to economic regulation by the Canadian Transportation Agency under the Canada Transportation Act (CTA); safety regulation by the federal Minister of Transport under the Railway Safety Act and certain other statutes; and security regulation by the Canada Border Services Agency (CBSA).

1. Rail Corridors

As rail is regulated by the federal government, existing provincial transportation policy does not explicitly address rail corridors. Rail corridors require protection as important elements in the overall development of transportation services in the province. Increasing provincial involvement could be beneficial in rail corridor protection. Changes to rail corridor protection policies would be expected have a minor potential to address the study area’s problems and opportunities, and the study has a low potential to influence national regulations. The government of Ontario’s policies and directives to municipalities are important, however, in the implementation of national policy.

2. Rail Grade Separation

The Canadian Transportation Agency is responsible for making cost apportionment decisions concerning the construction and reconstruction of grade separations when the parties involved in the project are unable to reach an agreement.

The CTA has set out principles for apportioning these costs. For example, if a grade separation is to be constructed or an existing grade separation is to be reconstructed, the construction costs are normally apportioned as 85% road authority and 15% railway company. These contributions can reduce the railway companies’ capital available for other investments and such costs are transferred to customers, increasing the price of shipping.

Typically, the grade separation provides for the existing track and protection for any immediately planned additional track. Grade separations typically do not span the full railway corridor. Should the railway want to protect for long-term additional tracks, the railway is required to pay the additional cost. This has the potential to constrain future use and expansion of the railway corridors. Similar to rail corridor protection, changes to rail grade separation policies would be expected to have a minor potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations. The government of Ontario’s policies and directives to municipalities are important, however, in the implementation of national policy.



3. Adjacent Land Use

When land owners decide to change land uses adjacent to a rail corridor, plans must be submitted to the local municipality and approval sought to proceed. As an adjacent land owner, the railways can comment on the acceptability of revised land uses. As ownerships and land uses change over time, the railways can be faced with non-industrial land holders objecting to additional rail traffic within the rail corridor adjacent to these lands. In response, the railways have developed adjacent land use information and best practices known as Proximity Issues. This industry reference sets out acceptable adjacent land uses that the railway will find acceptable as an adjacent land owner. It seeks to address the main variations of proposed adjacent land use and mitigation measures that the industry would accept between the differing land uses of the proposed project and the industrial rail corridor, and to enable better communication between all parties involved. Changes to adjacent land use policies would be expected to have a minor potential to address the study area’s problems and opportunities; the study has some potential to influence municipal level regulations. The Ontario government’s policies and directives to municipalities are important, however, in the implementation of national policy.


From a broad perspective, the utilization of rail for goods movements is constrained by the limited flexibility offered by this mode in terms of origin and destination, and by the time required to make the trip via rail versus another mode such as by truck. As an example, goods movement by track becomes efficient from a time perspective for distance greater than 500 km. In addition, a number of other factors are important for the use of freight rail transportation for goods movement.

Security issues are becoming an increasingly important and expensive issue for railways, as is the case for all modes of transportation. This is most evident at international border crossings. US and Canadian border patrol have been increasing their rules on railway movement between the US and Canada. The railways are concerned that additional security-related measures are becoming more burdensome than those being applied to other competing modes of transportation.

Coordination of goods movement planning was identified as an issue by the rail operators. As different parties are responsible for planning of the railways, road networks and other modes, it can be difficult to coordinate planning to ensure that goods and people are moved more efficiently and effectively.

Inconsistency of regulations was also identified as an issue by rail operators, including potential for duplication of effort between Canadian and US customs, decreasing efficiency of goods movement, the lack of a harmonized protocol for goods inspection procedures for all cargo shipments, and inconsistent load limitations and weight restrictions amongst railway companies.

Insufficient and / or inefficient freight inter-modal road connections can constrain inter-regional goods movement by rail freight, due to limited connections



and capacity constraints at such locations, as well as the capacity of the connecting higher order road transportation systems.

Changes to address these issues and constraints could potentially contribute to improving rail transportation services in the NGTA study area and thereby addressing the transportation problems and opportunities. As these are global issues, however, the study has a low potential to influence such changes. The exception is freight inter-modal connections: improvements have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.

A.5 MARINE



1. Port Inland Distribution Network, Port of New York / New Jersey

The Port Inland Distribution Network (PIDN) is a planned system for distributing containers moving through the Port of New York and New Jersey (PANYNJ). This system is designed to move containers to inland sites linked by barge, dedicated rail or truck, improving the landside distribution of increased volumes of containers predicted for the port. The goals of the network are to reduce inland distribution costs, reduce reliance on truck trips, improve air quality, increase throughput capacity, and increase market share.

Prior to implementation, about 84% of the containers passing through the port were transported by truck. With all of the ports on line in 2020, the percentage of maritime containers moved by truck could be reduced to 57%1. Note that a pilot barge service, Albany ExpressBarge, was initiated between the PANYNJ and the Port of Albany in 2003 and was temporarily suspended in 2006.

2. Commission of the European Communities’ Programme for the Promotion of Short Sea Shipping

Recognising the potential growth in Short Sea Shipping in the European Community, a program was developed to promote it throughout the European Union (EU). The program, developed in 2003, includes 14 legislative, technical and operational actions with the objective to improve Short Sea Shipping’s efficiency and overcome obstacles to its development.

Legislative Actions 1. Implementation of the Directive on certain reporting formalities for ships to

arrive in and / or depart from ports in the Member States (IMO-FAL). 2. Implementation of Marco Polo. 3. Standardization and harmonization of inter-modal loading units. 4. Motorways of the Sea. 5. Improving the environmental performance of Short Sea Shipping.

1 Port Authority of New York and New Jersey, Press Release December 13, 2002



Technical Actions 1. Guide to Customs Procedures for Short Sea Shipping. 2. Identification and elimination of obstacles to making Short Sea Shipping

more successful than it is today. 3. Approximation of national applications and computerization of Community

Customs procedures. 4. Research and Technological Development.

Operational Actions 1. One-stop administrative shops. 2. Ensuring the vital role of Short Sea Shipping Focal Points. 3. Ensuring good functioning of and guidance to Short Sea Promotion

Centres. 4. Promote the image of Short Sea Shipping as a successful transport

alternative. 5. Collection of statistical information.

Although a number of activities regarding Short Sea Shipping have been initiated in Canada, a bi-lateral, detailed program aiming to address specific issues and obstacles could increase its usage for goods and people movement. Note, however, that there are significant differences in conditions in Europe and North America, including population density, road and rail infrastructure and the management of the shared rail network between passenger and freight traffic.

3. European Union’s MOSES Project (Motorways of the Sea European Style)

The MOSES Integrated Project is another of the Programme’s Legislative Actions and was launched in June 2007. It is a three-year research project of over €14 million total budget co-funded by the European Commission DG Transport and Energy. MOSES targets a significant increase in the market share of shortsea shipping and freight inter-modal transport, by developing a blueprint for an innovative network of Motorways of the Sea which includes: developing seamless freight inter-modal connections; proposing and promoting future oriented logistics solutions; and contributing to harmonized laws and regulations facilitating freight inter-modal transport.

The focus is not only on technology improvements but an integrated approach, linking research and practical development in the technological areas of infrastructure, equipment, and Information and Communication Technologies (ICT), with research and practical development in the domains covering organizational, economic, regulatory, and marketing issues.

4. America’s Marine Highway Program

The goal of America’s Marine Highway Program is to help accelerate the expanded use of the national network of corridors to transport more freight and passengers in a greener, more efficient and responsible manner. The American Recovery and Reinvestment Act of 2009 includes discretionary funds for the surface transportation system, including America's Marine Highways. The Act provides $1.5 billion in discretionary funds for capital investments in US surface transportation infrastructure, to be made available until September 2011. Eligible projects for funding include port infrastructure investments and projects that



connect ports to other modes of transportation while improving the efficiency of freight movement, as well as road and rail investments.

5. Amalgamation of Ports in Vancouver

In 2008, the Fraser River Port Authority, the North Fraser Port Authority and the Vancouver Port Authority amalgamated to become the Vancouver Fraser Port Authority (VFPA). This is a policy measure under the Government of Canada’s Asia-Pacific Gateway and Corridor Initiative, as the amalgamated port is well positioned to contribute to the Initiative’s objectives through better coordination on port planning and the opening up of new investment opportunities to facilitate circulation of goods to and from foreign markets. The VFPA’s jurisdiction encompasses the combined land, water and assets of the previous three Port Authorities. The VFPA also has greater resources for land acquisition, river management and strategic infrastructure investments. The amalgamated port is now Canada’s largest and the fourth largest port in North America by tonnage2.

Improved coordination could be a way to improve the distribution of goods throughout the GGH, resulting in better use of the marine infrastructure as well as the connecting travel modes of rail and road. More consolidated port planning could also open up new investment opportunities. Further investigation would be required regarding matters including feasibility of further coordination, advantages of port competition, etc.


1. US Harbour Maintenance Tax

The US Harbour Maintenance Tax (HMT) was enacted by Congress in the Water Resources Development Act of 1986. It is levied on all commercial vessels passing through federally maintained channels and imposes a 0.125% tax of the value of vessel’s cargo, paid by the cargo owner. The original tax was applied to all cargo transported by ship in the US with a few exceptions. Since 1998 the tax has been applied to cargo transported between US ports as well as to cargo imported to US ports from other countries, but not on exports. Its purpose is to generate revenue for port maintenance conducted by the US Army Corps of Engineers. HMT is an impediment to cross-lake short sea shipping. As this tax is only applied to cargo moving by ship, it is a disincentive to move freight by water. This barrier is widely recognized by the marine shipping industry. Movements on changes to the HMT have been ongoing in the US. In January 2009, two bills were introduced for Harbour Maintenance Tax exemptions. The ‘Short Sea Shipping Act of 2009' would exempt commercial cargo, other than bulk cargo, moving between US ports and between the US and Canada on the Great Lakes St. Lawrence Seaway System. Another bill, with virtually the same name, The ‘Short Sea Shipping Promotion Act of 2009’ would exempt cargo contained in inter-modal cargo containers moving between US ports and

2 Vancouver Fraser Port Authority website – Port Overview (http://www.portmetrovancouver.com/about/portoverview.aspx)



between the US and Canada on the Great Lakes St. Lawrence Seaway System. Both bills are in the first step of the US legislative process.

Changes to this tax would be expected to have a minor potential to address the transportation problems and opportunities in the study area, and as a US tax, the GTA West Corridor Planning and EA Study has a low potential to influence it.

2. Cabotage Laws

Cabotage laws generally deal with the right to trade or transport in coastal waters or between two points in a country. They are intended to assist with the participation of a country’s citizens in its own domestic trade, the presence of a strong merchant marine for defense and general economic support3. Cabotage laws are enacted to require freight and passenger traffic to be carried on nationally registered and sometimes built and crewed ships. Canada’s Coasting Trade Act of 1992 reserves marine transportation of goods and people between two points in Canada, as well as any other marine activity of a commercial nature, to Canadian registered duty-paid ships. If it is demonstrated that no Canadian vessel is available for the specific activity, foreign-built vessels are permitted with a 25% import duty on the full vessel price. Despite the tariff, the Canadian shipbuilding industry continues to suffer a decline in business and many ship-owners find it cheaper to have ships built abroad, even after the import duty is included4. Vessel refitting and repair generally constitute the core business of Canadian shipyards. Under the US Cabotage laws known as the Jones Act, marine vessels transporting cargo, engaged in dredging, towing, salvage, fishing, and other marine operations are required to be built, owned, operated and manned by US citizens and to be registered under the US flag. The marine cabotage laws serve as a constraint to shortsea cargo transport operations in Canada. They can result in higher shipping rates for coastal or shortsea service and prevent them from being able to compete effectively with other modes. The difficulties associated with bringing in new vessels can be a barrier to expansion or introduction of new marine transportation services. It is considered that this is among the most important issues impacting the Ontario marine transportation industry5. Changes to cabotage laws would be expected to have a minor potential to address the transportation problems and opportunities in the NGTA study area, and as Canadian national law, the current study has a low potential to influence it.

3 Transport Canada, Policy Group: A Review of Regulations Governing Use of International Marine Containers in Canadian Domestic Cargo Carriage (December 2005) 4 Transport Canada, Canada Transportation Act Review 2001, Chapter 8 (http://www.reviewcta-examenltc.gc.ca/index.htm) 5 Ontario Marine Transportation Study Phase II Final Report, MariNova Consulting Ltd., June 2009



3. Advance Notification Rules at Canada-US Border

The Canadian Border Services Agency’s (CBSA) Advance Commercial Information (ACI) Program requires marine carriers to electronically transmit marine cargo data to the CBSA 24 hours prior to loading cargo at a foreign port. If the voyage is less than 24 hours in duration, the cargo and conveyance data must be reported at the time of departure from the foreign port. This requirement is intended to allow the CBSA to identify threats to Canada's health, safety, and security. US Customs and Border Protection (CBP), through the Trade Act of 2002, requires advanced notification of cross-border shipments. Under this act, container, bulk and CBP-approved break-bulk carriers are required to electronically transmit shipment manifests to CBP via Vessel Automated Manifest System (AMS) prior to arrival in the US. Similar to the policies above, changes to border notification rules would be expected to have a low potential to address the transportation problems and opportunities in the NGTA study area, and as Canadian and US national regulations, the current study has a low potential to influence it.

4. Environmental Ballast Water Regulations

Ballast water is carried in un-laden ships to provide stability. At destination, cargo is loaded and the ballast water, potentially carrying harmful stowaway organisms, is pumped out.

Over the past two decades, agencies including the International Maritime Organization (IMO) have adopted regulations to control the transfer of invasive species. The IMO has approved a measure that would require all newly built oceangoing vessels to be equipped with on-board ballast-treatment systems by 2012, with existing ships required to install them by 2016. Canadian ballast water use legislation is set at a national level.

In the US, states are developing individual ballast water regulations that are more stringent than federal and international requirements. New York State (NYS) has approved a legislation requiring conditions of operation in state waters including the following: All ships entering NYS with ballast water must travel 50 nautical miles

offshore to exchange ballast water with salt water. Vessels serving only the Great Lakes-St. Lawrence Seaway System are exempt.

By 2012, all ships must be retrofitted to install ballast water treatment systems that would meet 100 times the discharge standard proposed by the IMO. Extensions may be applied if the required technology is unavailable.

There is concern that these conditions will result in prohibitive costs for the shipping industry, and compliance with regulations is increasingly difficult as states are developing individual and varying ballast water requirements. Ballast Water Regulation is a potentially serious issue that could restrict the use of marine and as a result impact the study area. Stakeholders have noted that federal standards would reduce uncertainty and improve ease of compliance.



Note that it will also be costly for the marine industry to comply with the IMO’s Emission Control Area regulations, including the use of new, more expensive fuel.

Changes to these environmental regulations would be expected to have a minor potential to address the transportation problems and opportunities in the NGTA study area, and as international laws, the NGTA study has a low potential to influence them.


From a broad perspective, the marine mode of transportation presents similar constraints in terms of time and route flexibility as are presented by the freight rail mode (refer to Section A.4.3). In addition, a number of other factors are important for the use of marine transportation for goods and people movement.

Security issues are becoming increasingly important in international marine shipping. The International Ship and Port Facility Security (ISPS) Code of July 2004 has the purpose to detect and take preventive measures against security incidents affecting ships or port facilities used in international trade. Requirements for ship companies include: Ship Security Assessments; Ship Security Plans; Verification and Certification; and International Ship Security Certificates. Port facilities requirements include Port Facility Security Assessments and Port Facility Security Plans. Canada is implementing the requirements of ISPS through Marine Transportation Security Regulations (MTSRs), from the 2004 Marine Transportation Security Act.

Fuel prices affect all modes of transportation. However, marine transportation is a relatively low-intensity user of fuel per weight shipped,6 therefore, is somewhat less adversely affected than other modes such as air.

The St. Lawrence Seaway System closes each winter from approximately late December through March, for scheduled maintenance activities and due to operational difficulties with ice. This practice results in more rail / truck transport being used during these winter months and can limit opportunities for marine transportation to penetrate some markets.

Vessel size constrains marine transportation in the study area due to the lock dimensions on the St. Lawrence Seaway System (vessel maximum: 225.5 m length; 23.7 m beam; 8.08 m draft; and 35.5 m height above water)7. These constraints impact cargo throughput, with larger vessels having to stop in Montreal for transfer onto smaller ones, or onto rail or truck.

The inter-modal interface with rail / trucking constrains goods movement by marine transportation, due to limited connections and bottlenecks at such locations, as well as the capacity of these connecting rail and road inter-regional transportation systems.

Changes to address these issues and constraints could potentially contribute to improving marine transportation in the vicinity of the study area, and thereby

6 US Energy Information Administration; Measuring Energy Efficiency in the United States Economy: A Beginning, October 1995 - Chapter 5 (http: / / www.eia.doe.gov / emeu / efficiency / ee_ch5.htm) 7 Great Lakes St. Lawrence Seaway System web site (http: / / www.greatlakes-seaway.com / en / seaway / facts / index.html)



addressing some of the transportation problems and opportunities. As security and fuel prices are global issues, however, the current study has a low potential to influence them. Changes to the St. Lawrence Seaway have a low potential to address the transportation problems, and the study has a low potential to influence changes to the Seaway. Improvements to inter-modal connections have a high potential to address some transportation problems in the study area, and the current study has a high potential to influence such changes.

Note that another key factor in the wider use of marine transportation is the requirement for specific shipping costs and services in moving goods. Marine transportation generally moves lower value bulk cargo between waterfront locations and is less suitable for shipping higher value cargo, moving between inland locations, and shipping goods rapidly.

A.6 AIR



1. Single European Sky ATM Research (SESAR)

The Single European Sky Air Traffic Management (ATM) Research (SESAR) project is the European air traffic control infrastructure modernization program. By 2020, SESAR aims to create the capability to handle a threefold increase in air traffic in Europe, while improving safety by a factor of ten and reducing the environmental impact per flight by 10%. This modernized air traffic management system in Europe should also cut ATM-related expenses by half.

2. NAV Canada

NAV CANADA is a private sector corporation that owns and operates Canada's civil air navigation service (ANS), purchased from the Federal Government in November 1996. It is responsible for the safety and efficiency of the ANS, including providing air traffic control, flight information, weather briefings, airport advisory, aeronautical information and electronic aids to navigation services. Safety performance is regulated by Transport Canada.

NAV CANADA is leading a number of initiatives to improve air traffic management and air safety. One initiative involves working with airlines to examine operational procedures at the world’s busiest airports that could help improve capacity at Canadian airports, via a “Best Practices Working Group” for discussion and assessment of options. NAV CANADA also formed the Air Traffic Services-Pilot Communications Working Group, bringing partners together to address improvements of ATS-pilot communication and reducing communication errors.

3. CentrePort Canada, Winnipeg, Manitoba

In September 2008, the government of Manitoba introduced legislation to build an inland port around Winnipeg’s James Armstrong Richardson International Airport, to gain from the city’s proximity to the geographic centre of North



America. The CentrePort Canada Act authorizes the creation of a corporation to facilitate the long-term development of the “port”, and to fast track investment and economic development decisions.

Federal funding will be used to develop a four-lane expressway linking the inland port to the airport, for completion in 2011. The initial phases of the CentrePort Canada initiative have also received federal funding, including a $33.25 million contribution toward the twinning of Inkster Boulevard, adjacent to the port8.

4. Kansas City SmartPort, Missouri, Kansas

Kansas City (KC) SmartPort it a non-profit economic development organization formed to promote and enhance Kansas City as America’s leading inland port. KC SmartPort is not a physical port; the organization’s main function is to market all of the transportation assets in the 18-county, 50-city and two-state region. KC SmartPort plays an active role in three areas: Economic Development – attracting investment from companies with

significant transportation and logistics elements such as distribution centres, warehouses, third-party logistic providers, and manufacturers;

Trade Data Exchange (TDE) / Intelligent Transportation Systems (ITS) –

working to improve the supply chain visibility, providing real-time visibility and cargo security as it increases efficiency in the supply chain; and

Business Services – working to bring in additional services, such as foreign

customs offices, to aide businesses moving goods domestically and internationally.

While the Southern Ontario Gateway Council (SOGC) is a related type of organization operating within the NGTA study area, it serves as a transportation and economic development forum with members that include many of the major transportation providers, shippers and industry associations in Southern Ontario. Its vision is to achieve an integrated transportation system in southern Ontario. The SOGC aims to achieve this vision by solving congestion through infrastructure and funding, improving land use policies to protect for new transportation corridors, optimizing the existing network, and improving goods movement across borders.

5. A-Line – Bus Rapid Transit to Hamilton International Airport

As part of Metrolinx’s initiatives in the Greater Toronto and Hamilton Area (GTHA), in August 2009, a new rapid bus route was announced for Hamilton, called the “A-line”. This route will run north-south and operate substantially on Upper James Street, serving destinations including Hamilton Airport, the GO Transit bus and rail station on Hunter Street and the Central Business District. This initiative is funded by Metrolinx’s ‘Quick Win’ contribution. The route began service on September 8, 2009 and is an express, limited-stop service, operating on weekdays during peak periods at 30-minute headways. Over time, the A-line is to expand to provide all-day service with more frequent headways.

8 Backgrounder - The CentrePort Canada Initiative, Office of the Prime Minister, April 2009



Dedicated transit service to transportation gateways such as airports meets government policy and contributes to sustainability and environmental objectives. Such a service could also contribute to reduced congestion on the road network.


1. Blue Sky: Canada’s International Air Policy

This policy, announced in November 2006, applies to Canada’s approach to bilateral air transportation negotiations for scheduled passenger and all-cargo services. It states that Canada will proactively pursue opportunities to negotiate more liberalized agreements for international scheduled air transportation that will provide maximum opportunity for passenger and all-cargo services to be added according to market demand.

As a primary objective, Canada will seek to negotiate reciprocal “Open Skies”-type agreements similar to the one negotiated with the US in November 2005, which is deemed to be in Canada’s overall interest.

In essence, an “Open Skies”-type agreement would cover the following elements for scheduled passenger and all-cargo services:

Open bilateral markets / access (third and fourth freedom rights). No limit on the number of airlines permitted to operate. No limits on the permitted frequency of service or aircraft type. Market-based tariff / pricing regime for bilateral and third-country services. Open and flexible regime for the operation of code-sharing services. Unrestricted services to and from third-countries (fifth and sixth freedom

rights). Rights for stand-alone all-cargo operations (seventh freedom rights).

The policy approach does not include cabotage rights – the right for a foreign airline to carry domestic traffic between points in Canada. Since January 2007, Canada has successfully negotiated new air agreements or updated existing agreements with a number of countries, including the US, Singapore, Mexico, and the European Union (EU). This policy is expected to increase air traffic at Canadian airports, as new carriers are introduced. Note, however, that Pearson International’s 2008 Master Plan includes a statement indicating that despite Blue Sky, many current bi-lateral agreements specifically deny foreign carriers rights to fly into this airport.

Changes to international air policies would be expected to have a low potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations.

2. Air Cargo Transhipment Program

Canadian and foreign carriers can be authorized by the Canadian Transportation Agency to carry international cargo transshipments coming from and destined to points outside Canada via Canadian airports even if the rights are not provided in Canada's bi-lateral air transport agreements. In-transit cargo may also be stored in bond until it is transported to its final destination by air or another mode. This program only applies to in-transit cargo: carriers are not authorized to carry



Canadian-originating or destined cargo unless licensed under Canada’s bilateral air agreements or arrangements or under the charter regulations.

The program was initially intended to promote the use of small and under-utilized airports by simplifying air carrier access for air cargo transshipments and providing an additional incentive to use these airports’ cargo facilities, being first introduced at Mirabel in 1982. This program was not available to larger airports. However, as Transport Canada states that Canadian airports should be given the freedom to attract cargo trans-shipment activity where there are market opportunities9, the program was expanded to allow any airport to participate in the program. Hamilton International Airport has been part of this program since 1987. Other airports included in the program include the following: Windsor (1993), Winnipeg (2004), Edmonton (2006), Calgary (2007) and Toronto (2008).

As above, changes to air cargo transshipment policies would be expected to have a low potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations.

3. Export Distribution Centre Program

The Export Distribution Centre Program (EDCP) came into effect in 2001 and is Canada’s version of a Free Trade Zone. An EDC can be used to store foreign or domestic goods, re-package and re-furbish materials, assemble products, or manufacture and re-export commodities without paying customs, duties and taxes.

The EDCP targets specific relief for the costs that can be incurred by export-oriented businesses providing limited added value in the course of processing or distributing goods. The EDCP rules simplify the system for both the service provider and the owner of the imported goods by relieving the goods of tax if the service provider has been granted an authorization. Eligible businesses are those that do not manufacture or produce goods and that add limited value to goods in the course of their processing or distribution. The EDCP has created opportunities for airports; however, it is considered that the program is somewhat complex and could be improved with simplification and move toward a true “Free Trade Zone”10.

As above, changes to the EDCP would be expected to have a low potential to address the NGTA study area’s problems and opportunities, and this study has a low potential to influence national regulations.


A number of factors are important for the use of air transportation for goods and people movement.

Security issues are becoming increasingly important in domestic and international air transportation. Transport Canada and the Canadian Air Transport Security Authority (CATSA) are the main bodies that implement air transport security in

9 Transport Canada Air Cargo Transshipment Program website (http://www.tc.gc.ca/pol/en/ace/consultations/airCargoTrans.htm) 10 Hamilton International Airport Meeting, May 25, 2009



Canada. Global security policies as well as procedures at the US border crossings are important factors affecting the movement of people and goods by air. A further tightening of security policies could act as a constraint to goods and people movement by air.

Fuel prices affect all modes of transportation. However, air transportation is a relatively high-intensity user of fuel per weight shipped,11 therefore, is somewhat more adversely affected than other modes such as marine and rail.

Limited multi-modal connections, particularly by rail and transit, connecting airports to urban centres and tourist attractions are a constraint for the improved use of air travel. None of the airports in the NGTA study area currently provide dedicated public transit services. Where transit services are available, they are generally privately operated and serve urban centres rather than tourist destinations. Limited road linkages and capacity are also an issue for air transportation.

Changes to address these issues and constraints could potentially contribute to improving air transportation services in the NGTA study area and thereby addressing the transportation problems and opportunities. As these are global issues, however, the study has a low potential to influence such changes. The exception is freight inter-modal connections: improvements have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.

A.7 FREIGHT INTER-MODAL



1. Puget Sound Region

A case study of the freight inter-modal issues facing the Puget Sound Region and the Port of Seattle was reviewed to identify challenges potentially experienced by existing and future facilities. The study intended to answer a number of questions relating to transportation, environmental, economic and land use challenges, including development of innovating solutions; setting priorities; and developing coalitions. Similar questions are applicable to freight inter-modal goods movement in the NGTA study area. One key point in the study was the perception of competition amongst various transportation modes in the movement of goods. Traffic congestion was identified as a major factor impeding operations, especially for the “last leg” movement of goods, which is typically by truck on municipal roads. Financial constraints were also identified as an issue, as funding freight inter-modal developments is a constant challenge. Negative public perception of a freight inter-modal facility can

11 US Energy Information Administration; Measuring Energy Efficiency in the United States Economy: A Beginning, October 1995 - Chapter 5 (http://www.eia.doe.gov/emeu/efficiency/ee_ch5.htm)



also be important, especially in areas with mixed land uses in close proximity to freight inter-modal facilities. The FAST Corridor (Freight Action Strategy for the Everett-Seattle-Tacoma Corridor) is a partnership of 26 local cities, counties, ports, federal, state and regional transportation agencies, railroads and trucking organizations, working toward solving freight mobility problems with coordinated solutions. It is co-sponsored by the Washington State Department of Transportation and the Puget Sound Regional Council, and is managed via a multi-agency staff team. Their vision is to integrate local and regional transportation system improvements along mainline rail lines and truck corridors near ports in the central Puget Sound region. Closely linked to the FAST Corridor is the Freight Mobility Roundtable, which is a nationally recognized public-private forum working to define and recommend actions serving freight mobility needs in and through central Puget Sound. It is consulted by the FAST Corridor and provides input into regional and state transportation plans. Meetings are held bi-monthly.

2. Mid-Continent International Trade Corridor – Developing Freight Inter-Modal Facilities

Another case study that has been reviewed, Development of Freight Inter-Modal Facilities in the Mid-Continent International Trade Corridor, identified important considerations required in the successful implementation of freight inter-modal facilities across North America. These considerations included private-public partnerships that can be highly important in creating successful multi-user freight inter-modal hubs. Cooperation amongst participants was also identified as a key factor. A common challenge is the lack of available information about shipments made by privately-owned companies; this can create challenges in determining site-specific characteristics and requirements when developing strategies for future facility and access capabilities. Logistical support was also identified as an important item, as it is important in the development of business opportunities. The last point identified by the study was international trade itself, and identification of the needs of the business community with respect to it. The study stated that trade processing centres would be beneficial to the mid-continent / Winnipeg area with respect to growth in international trade.

3. Kansas City SmartPort, Missouri

Kansas City (KC) SmartPort it a non-profit economic development organization formed to promote and enhance Kansas City as America’s leading inland port. KC SmartPort is not a physical port; the organization’s main function is to market all of the transportation assets in the 18-county, 50-city and two-state region. While the Southern Ontario Gateway Council (SOGC) is a related type of organization operating within the study area, it serves as a transportation and economic development forum with members that include many of the major



transportation providers, shippers and industry associations in southern Ontario. The SOGC is involved in the Ontario Quebec Continental Gateway and Trade Corridor study, as well as the Metrolinx goods movement strategy. Alongside the SOGC, a practical, working-level, transport-focused gateway organization can provide assistance to gateway operators, attracting investors and interest. This can be useful in the context of supporting inter-modal transportation assets with capacity for growth.


As freight inter-modal facilities accommodate interaction amongst various transportation modes at one location, policies that are applicable to these modes are generally applicable to the freight inter-modal facilities that accommodate them. Policies related to the freight rail, marine and air transportation modes are discussed in Sections A.4.2, A.5.2, and A.6.2 respectively.


A number of factors are important for the implementation of freight inter-modal facilities for goods movement.

Security issues are becoming an increasingly important and expensive issue for all transportation modes. As further tightening of security policies may affect certain transportation modes more than others, this may subsequently affect implementation, characteristics and location of a potential inter-modal facility.

Fuel pricing affects all transportation modes although some more than others. Air transportation is affected the most by fuel prices. Perceived competitive interaction amongst transportation modes has been identified as a potential issue as goods movement is a profit-driven market. Practically speaking, however, rail, marine and truck modes service different goods movement needs. Insufficient and / or inefficient inter-modal road connections can constrain inter-regional goods movement due to limited connections and capacity constraints, as well as the capacity of the connecting higher order road transportation systems. This subsequently affects implementation of new or expansion of existing inter-modal facilities.

Lack of coordination in and recognition of goods movement planning, including insufficient treatment of freight in public sector planning and absence of coordination on freight issues between levels of government, were identified as issues by rail operators and by Transport Canada in their 2004 Inter-modal Freight Consultation. As different parties are responsible for planning of the railways, road networks and other modes, it can be difficult to coordinate planning such that goods are moved efficiently and effectively.

Changes to address these issues and constraints could potentially improve inter-modal transportation services in the study area and thereby addressing the transportation problems and opportunities. As security and fuel pricing are global issues, however, the study has a low potential to influence such changes. Inter-modal connections and coordination and recognition of the importance of goods



movement also have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.

B.

January 2011 DRAFT Page B-0

December

Revised Draft

January 2011

January 2011 DRAFT Page B-1

BB.. AAsssseessssmmeenntt ooff MMuullttii--MMooddaall AAlltteerrnnaattiivveess Chapter 3 of the Area Transportation System Alternatives Report 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 the main report.

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. 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. Table B-2 of this appendix 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. In addition, a high-level assessment and evaluation of the Groups #3 and #4 alternatives are summarized in Table B-3.

GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2

Table B-1: Factors & Criteria for Assessing Preliminary Planning Alternatives

FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS

1. Natural Environment Factors 1.1.1 Fish Habitat 1.1 Fish and Fish

Habitat 1.1.2 Fish Community Potential to affect sensitive fish habitat and fish community.

Number of potential stream / water course crossings by type: Coldwater Warmwater

1.2.1 Wetlands Potential to affect provincially and locally significant wetlands.

Number of wetland complexes potentially impacted by type: Provincially Significant Wetland (PSW) ‘Other’

1.2.2 Woodlands and Other Vegetated Areas (e.g. forest stands, woodlots, interior forest habitat and significant valley lands)

Potential to affect significant forest and vegetation communities.

Number of significant wooded areas (over 40 hectares) potentially impacted by:

Linear area of significant woodlot potentially impacted.

1.2.3 Wildlife Habitats and Movements

Potential to affect significant wildlife habitat and wildlife movement opportunities.

Qualitative assessment of the potential effects on wildlife movement, based on natural areas, as identified by MNR:

Type of habitat Length of habitat

Species at Risk Qualitative assessment of potential effects on Species at Risk based on known concentrations. Summarized using a high, medium and low scale to identify the potential to effect concentrations.

1.2 Terrestrial Ecosystems

1.2.4 Regional Natural Heritage System (RNHS)

Potential to affect connections between patches of remnant habitat.

Number of features on the landscape and key linkage areas between these features potentially impacted.

1.3.1 Areas of Groundwater Recharge and Discharge

Potential to affect areas of groundwater recharge and discharge.

Qualitative assessment based on: Soil type and permeability to identify areas of high,

moderate and low groundwater recharge capability. Number and location of groundwater recharge and

discharge areas.

1.3 Groundwater

1.3.2 Groundwater Source Areas and Wellhead Protection Areas

Potential to affect groundwater source areas and wellhead protection areas.

Number of wellhead protection areas that are potentially affected and their location. Identify the names and locations of wellhead protection zones potentially impacted.

1.4 Surface Water 1.4.1 Watershed / Sub-Watershed Drainage

Potential to affect existing drainage systems associated with

Indicator is pavement. Area of new pavement (impervious surface) is calculated by the number of new lanes and length of

January 2011 DRAFT B- 1



Features/Patterns permanent watercourses. widening/new corridor. Summarized as qualitative description using ranges of numbers for high, medium and low potential to affect.

1.5 Designated Areas Designated Areas are defined by resource agencies, municipalities, the government and/or the public through legislation, policies, or approved management plans, to have special or unique value. Such areas may have a variety of ecological recreational, and/or aesthetic features and functions that are highly valued. Examples of Designated Areas include the following: Niagara Escarpment; Bruce Trail; Trans Canada Trail; Oak Ridges Moraine; National and Provincial Parks; Designated federal wildlife/marine Areas; RAMSAR wetlands; Remedial Action Plan areas (RAP); International Biological Program areas; World Biosphere Reserves; Designated heritage rivers; Environmentally Sensitive Areas (ESA); Environmentally Sensitive Policy Areas (ESPA); Provincially Significant Areas of Natural and Scientific Interest (ANSI); Conservation Authority parks/Open Space lands; Stewardship lands; Greenbelt; and Land trust areas (such as Nature Conservancy of Canada and others).

Potential to affect designated areas.

Qualitative description of designated areas potentially impacted. Measured by the number and location of Designated Areas potentially affected. (There is potential to avoid and mitigate Designated Areas during route planning.)




2. Land Use / Socio-economic Environment Factors 2.1.1 First Nations Land Claims

Potential to affect areas for which there are First Nations outstanding land claims or treaties.

Number of known land claims and the name of each land claim that could be potentially impacted.

2.1.2 Provincial/Federal land use planning policies/goals/objectives

Potential to support federal/provincial land use policies/plans/goals/objectives

Qualitative assessment of potential to affect federal/provincial land use policies/plans/goals/objectives. (Use level of detail developed during Evaluation Stage 2).

2.1 Land Use Planning Policies, Plans, Goals, Objectives

2.1.3 Municipal (regional and local) land use planning policies/goals/objectives (Official Plans)

Potential to support municipal Official Plans.

Qualitative assessment of potential to affect municipal Official Plans. (Use level of detail developed during Evaluation Stage 2).

2.2.1 Indian Reserves Potential to affect Indian Reserves.

Qualitative assessment of potential to affect Indian Reserves. Measured by number and description of reserves impacted.

2.2.2 First Nations Sacred Grounds

Potential to affect First Nations Sacred Grounds.

The potential to impact cultural resources of historical significance to First Nations will be confirmed through discussions with First Nations as part of the EA process.

2.2.3 Residential (Urban and Rural)

Potential to affect urban and residential areas.

Qualitative assessment of potential to affect urban and residential areas. Measured by number of areas affected and summarized using a high, medium and low scale to identify the potential to affect. Summary will include a description of communities affected and the potential to mitigate, avoid and displace effects.

2.2.4 Commercial / Industrial Potential to affect commercial and industrial areas.

Qualitative assessment of the potential to affect commercial and industrial areas. Measured by the estimated number of properties/buildings potentially affected within commercial and industrial areas along the existing corridors. Summarized using a high, medium and low scale to identify the significance, disruption and displacement of the affected areas.

2.2 Land Use / Community

2.2.5 Tourism Operations (e.g. Tourist areas, major attractions)

Potential to support tourist areas and attractions.

Qualitative assessment of potential to impact or support tourist areas and attractions. Summary will include the name of the tourist areas and




attractions, a description of the area and how the area will be supported or impacted by the new corridor or widening.

2.2.5 Community Facilities / Institutions (e.g. libraries, recreation centres, etc)

Potential to affect major community facilities and institutions.

Qualitative assessment of potential to affect major community facilities and institutions. Measured by the number of community facilities and institutions affected and summarized with the name and a description of each facility.

2.3 Noise 2.3.1 Transportation Noise Potential for increased transportation noise in Noise Sensitive Areas (NSAs) (residential areas and sensitive institutional uses).

Qualitative description of the different types of noise impacts, the locations of increased noise, the proximity to NSAs and the magnitude and severity of impacts. (Acknowledge the difference between urban and rural impacts, where increases in rural areas will affect less people but more significantly and urban places will affect more people but less significantly.)

2.4 Air 2.4.1 Local and regional air quality impacts; greenhouse gas emissions

Potential for exposure of sensitive receptors to various levels of air pollution (including extent and duration of exposure).

Incremental annual amounts of air pollutants (criteria air contaminants emitted into the region for the horizon year.

Incremental annual amounts of greenhouse gases emitted per annum for the horizon year.

RWDI

2.5.1 First Nations Treaty Rights and Interests or Use of Land and Resources for Traditional Purposes (e.g. hunting, fishing, harvesting of traditional foods, harvesting of medicinal plants)

Potential to affect First Nations Treaty Rights and Interest or use of land and resources for traditional purposes

The potential significance to impact First Nations Treaty Rights and Interest or use of land and resources for traditional purposes will be confirmed through discussions with First Nations as part of the EA process.

2.5 Land Use / Resources

2.5.2 Agriculture Potential to affect specialty crop areas and/or areas of Canada Land Inventory Classes 1, 2 and 3 soils.

Qualitative assessment of prime agricultural lands and description of specialty crop areas. Measured by the linear area/distance of Class 1-3 agricultural land potentially impacted.




2.5.3 Recreational Lands and Natural Areas of Provincial Significance (e.g. national/provincial parks, conservation areas, major trails)

Potential to affect parks and recreational areas.

Number of parks and recreation areas potentially affected and the names of each area. Qualitative summary of the major parks and recreational areas impacted.

2.5.4 Aggregate and Mines Potential to affect aggregates and mineral resources sites.

Number of pits and quarries that will be potentially affected. Summarized with a qualitative description of each pit and quarry and an acknowledgement of other significant areas/resources potentially impacted.

2.6 Municipal Services 2.6.1 Major Utility Transmission Corridors (e.g. railway, hydro, pipelines, gas, oil)

Potential to affect major utility transmission corridors.

Number and description of potential crossings for each major utility transmission corridor that could potentially be impacted.

2.7 Contaminated Property Identification and Management

(e.g. Landfills, Hazardous Waste Sites, “Brownfield Areas”, other known contaminated sites, and high-risk contamination areas)

Potential to release of existing site contamination from landfills (open and closed), hazardous waste sites and other known contaminants.

Number and type of contaminated sites potentially affected. (New corridor summaries can state that ‘there is a high probability to avoid sites during route planning, but the corridor will pass through x number’)

3. Cultural Environmental Factors 3.1.1 Buildings or “Standing” Sites of Architectural or Heritage Significance or Ontario Heritage Properties

Potential to affect buildings or “standing” sites over 40 years of age including local, provincial or national interest or Ontario Heritage properties.

3.1.2 Heritage Bridges Potential to affect significant heritage bridges.

3.1.3 Areas of Historic 19th Century Settlement

Potential to affect areas of historic 19th century settlement.

3.1.4 Cemeteries Potential to affect known cemeteries.

Qualitative assessment of the potential to affect or avoid cultural heritage areas/resources. (Note in the summary description that there is higher probability for a widening alternative to impact cultural heritage.)

3.1 Cultural Heritage – Built Heritage and Cultural Heritage Landscapes

3.1.5 First Nations Burial Sites Potential to affect known burial sites.

The potential to impact cultural resources of historical significance to First Nations will be confirmed through discussions with First Nations as part of the EA process.

3.2.1 Pre-Historic and Historic First Nations Sites

Potential to affect significant pre-historic and historic First Nations archaeological sites of extreme local, provincial or national interest.

The potential to impact archaeological sites of historical significance to First Nations will be confirmed through discussions with First Nations as part of the EA process.

3.2 Cultural Heritage – Archaeology

3.2.2 Historic Euro-Canadian Potential to affect significant Qualitative assessment of the potential to affect or avoid Euro-





Archaeological Sites historic Euro-Canadian archaeological sites of extreme local, provincial or national interest.

Canadian archaeological sites. (Note in the summary description that there is a higher probability for a new corridor to impact archaeological sites.)

4. Area Economy 4.1 First Nations Industry

Potential to support First Nations industry in the area by efficient and reliable movement of people and goods.

The potential to support First Nations industry will be confirmed through discussions with First Nations as part of the EA process.

4.2 Industry and Trade

Potential to support heavy industry and trade by efficient and reliable goods movement.

4.3 Tourism and Recreation Industry

Potential to support tourism and recreation industry by efficient movement of people.

4.4 Agriculture Industry

Potential to support area agriculture industry by efficient movement of goods.

To be confirmed by economic specialists.



Table B-2: Description and Categorization of Multi-Modal Alternatives

Transportation Alternative

* These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in conjunction with addressing the Ministry’s comments on the draft report.

Potential to Substantively Contribute to

Addressing the Identified

Transportation Problems &

Opportunities

Should be Further

Considered as Part of the GTA

West Study

Should be Pursued as Part

of Separate Study / Initiative

Rationale

TRANSIT

1. Improve access to transit, e.g. direct BRT/HOV ramps into transit parking lots. This would promote transit ridership.

2. Encourage improved integration of municipal and inter-regional transit services by promoting the use of major inter-regional transit stations. This would facilitate transfers between transit systems.

3. Incorporate active transportation at transit stations and on transit vehicles, e.g. bike racks, lockers, etc. This would promote transit ridership and facilitate inter-modal

connections.

4. Use shoulders as bus lanes during peak hours to allow transit vehicles to bypass queues. This would help to enhance reliability of transit services and minimize

delays.

5. 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).

Increases transit capacity with minimal land requirements.

6. Provide dedicated transit lanes in existing road corridors either through lane conversion or addition. Increases transit capacity.

7. Build park and ride (with bike parking) at all interchanges along 400-series highways and other locations and improve transit access at key locations. This would promote transit ridership and increase inter-modal

connections.

8. Provide new/improved transit connections west of Pearson International Airport. This would promote transit ridership.

9. Provide new rapid transit links between major nodes, such as Guelph – Milton - Brampton – Mississauga – York / North York. This would increase transit capacity and promote transit ridership.

10. Provide new or improved local transit connections to inter-regional transit stations. Promote a seamless and integrated transit service which would promote transit ridership.

11. Improve various existing roads to provide priority for transit. This would increase transit capacity and promote transit ridership.

12. Make long distance transit trips more desirable than long distance car trips. This is represents a goal of this study and will be implemented through a combination of alternative solutions.

13. Make transit fares competitive with other modes of transportation. This would promote and increase incentives of using transit.

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14. Grade separate existing rail / rail grade crossings involving passenger lines. This would improve transit service.








Opportunities

Should be Further


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Rationale

15. Provide improved bus service at GO Rail stations, especially for tourists / recreational users. This would increase transit ridership for tourism / recreational purposes.

Tourism and recreational users will benefit from all-day two-way service.

16. Coordinate GO and municipal transit (i.e. TTC) service hours. Promote a more seamless and integrated transit service which would promote transit ridership.

17. Encourage municipal transit to feed into major inter-regional stations. This would promote transit ridership.

18. Increased frequency of GO Transit service (bus and rail). This would increase transit capacity and promote transit ridership.

19. Provide more express GO trains. This is being considered by Metrolinx.

20. Legislate car license at age 25 to support transit culture (in 416 and 905). This idea is beyond the policy framework of this study.

21. Implement two-way all day service on all GO lines. Demand forecasts do not warrant all day service on all GO lines. Service requirements will be determined on a line-by-line basis by Metrolinx.

22. Provide increased funding / support for improvements (e.g. higher-order transit, more routes and vehicles). Any new initiatives that emerge from this study would require increased

funding support beyond that which is currently committed.

23. Provide frequent 5 a.m. – 11 p.m. GO Transit services (than hourly). GO has established the GO 2020 plan for its core network with frequent service and its commuter network with peak period service only.

24. 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.

This is a part of the process to evaluate alternatives in this study.

25. Implement more tax incentives to encourage the use of transit. This is beyond the terms of reference of this study.

26. Encourage greater company participation in promoting transit use by employers. This is currently being pursued by Metrolinx in conjunction with local TDM organizations.

27. Implement provincial level development charges to encourage desirable transit-oriented land use. This is beyond the terms of reference of this study.

28. Provide support for private, small-scale transit providers. This is more of a local solution, and would not significantly reduce inter-regional transportation demands.

29. Electrify the passenger rail network. This is being investigated by Metrolinx.








Opportunities

Should be Further


West Study



Rationale

30. Introduce a multisystem smart card. This is being pursued by Metrolinx to promote a seamless and integrated transit service which would promote transit ridership.

31. Integrate fare and information system online in real time. This is being pursued by Metrolinx to promote a seamless and integrated transit service which would promote transit ridership.

32. Improved integration of local and inter-regional transit via higher level organization (fare integration, physical links) (i.e., Metrolinx). This is being pursued by Metrolinx to promote a seamless and integrated

transit service which would promote transit ridership.

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

Class I rail companies make decisions on how tracks are utilized, and would adopt this approach provided it makes sense from a business perspective. The province does not have jurisdiction over the rail companies, and therefore could not mandate this. However, GO Transit / Metrolinx is working closely with CN and CP to ensure better co-ordination and cooperation resulting in fewer conflicts.

GO Transit is also pursuing opportunities to acquire rail corridors for the benefit of passenger transportation, and will move toward rail traffic control and operation.

34. Make transit schedules of public transit services available in small towns (both paper and electronic). One Metrolinx’ key objective as per the RTP is to create a comprehensive

passenger information system.

35. Improve security at GO Transit parking lots. This would make transit more attractive, but is within the mandate of GO transit.

36. Intensify development to make transit a more sustainable alternative. The province has established the Growth Plan for the Greater Golden Horseshoe that identifies population, employment and intensification targets.

37. Make transit cheaper than cars (e.g. parking management – high parking fees, tax parking lots for commuters, max parking supply, etc.) in order to promote and increase incentives of using alternative modes.

This is being considered by Metrolinx.

38. Take the Northern Mainline Passenger Rail Service Study into consideration.1 The study team will be compiling and analyzing data from various sources to identify problems and possible solutions to the transportation issues in the Preliminary study area.

39. Provide longer or shorter GO trains, as required. Service requirements are determined by GO. Maximum train lengths are established and limited by existing platform lengths.

1 The Northern Mainline Passenger Rail Service Study was a report commissioned by local municipalities in 2003 to investigate rehabilitation of rail service from Georgetown to London via Acton, Guelph, Breslau (near Kitchener) and Stratford.








Opportunities

Should be Further


West Study



Rationale

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

This would not resolve inter-regional transportation issues within the study area. Metrolinx is investigating a region-wide approach to improving mobility for people with disabilities.

41. Nationalize rail / bus system and use private operators. This would not resolve inter-regional transportation issues within the Preliminary study area.

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

It would be difficult to quantify travel time in such a manner because traffic conditions constantly change and are affected by numerous external factors (e.g. weather, incidents, etc.).

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

This is a local solution that may be considered as part of an array of improvements. Metrolinx / GO Transit establishes parking requirements for its facilities.

44. Expand GO service frequency and hours beyond peak periods in some locations. This would promote transit ridership.

45. 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.

This would promote transit ridership to, from and between these communities to promote community self-sufficiency.

46. Consider rapid transit (BRT / LRT) along all new highway corridors. This would increase transit capacity.

47. Increase the number of transit hubs outside of urban areas. This would promote transit ridership.

48. Provide Georgetown to Milton shuttle train. This is a local solution that may be considered as part of a larger network. It would increase transit connectivity and promote transit ridership.

49. Investigate perimeter rail routes for commuters. This would increase transit connectivity and promote transit ridership. Route selections of any potential solutions will be investigated in a later stage of this study.

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50. Provide local transit service for any community / town that has population more than 20,000. This would promote transit ridership.








Opportunities

Should be Further


West Study



Rationale

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

A passenger rail link between Union Station and Pearson International Airport is being planned by Metrolinx. High speed rail links are not being considered at this time.

52. Provide light rail elevated above freight tracks through congested yards, particularly those near Toronto. This is a local solution that may be considered as part of a larger system

of solutions.

53. Build light rail from Barrie to Toronto along Highway 400. This is outside the GTA West Preliminary study area.

54. Add GO train routes connecting to King City and Barrie. This is outside the GTA West Preliminary study area.

55. Open passenger rail to competition. This would not address the transportation problem, however innovative transit implementation solutions may be considered.

56. Investigate train tourism opportunities (e.g. to / from Mohawk Raceway). Rail service is not warranted for every tourist destination. Tourism / recreation destinations that can be served by bus routes that are warranted will be considered in the route selection phase.

57. 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.

This may be considered during the route planning stage if the need to expand the study area is identified. Not pursued at this stage of the study.

58. Expand Metrolinx’ mandate and service area to cover transit, freeways (inter-regional roads), rail, etc. (i.e. all elements of inter-regional transportation system). This is Metrolinx’ mandate. Expanding Metrolinx’ service area will be

considered.

59. Provide passenger and freight dedicated rail infrastructure. This is being considered by rail operators.

60. Create a connection from Union Station to Pearson International Airport. This is being pursued by Metrolinx.

61. Expand rail infrastructure at choke points. Rail companies have indicated that they have adequate capacity to accommodate existing and future travel demands. They will consider expansion of single track sections as warranted. GO is expanding track at choke points on its rail corridors.

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62. Develop a dedicated transit corridor similar to the proposed 407 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 integrated with and support York Region Transit.

This would increase transit connectivity and promote transit ridership.








Opportunities

Should be Further


West Study



Rationale

FREIGHT RAIL


Represents a core objective of the GTA West Corridor Planning and EA Study and will be pursued through the recommended transportation alternatives.

64. 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.

Being pursued through Metrolinx’s comprehensive strategy for goods movement. It is recommended that a survey of shipper requirements be considered as part of the strategy development.


As above, being pursued through Metrolinx’s comprehensive strategy for goods movement.



67. 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.

Outside of the jurisdiction of MTO: recommended for consideration / further study by provincial and / or federal authorities. Ontario’s current policy is to let the private marketplace determine modal choice. Shippers generally use the most convenient and cost effective mode for transporting good (within the policy framework).

68. 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.


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69. Mandating Goods Travelling <500 km by Rail: One of the important factors determining how goods are shipped is travel distance; typically, rail is used for trips over 500 km. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. Shippers decide how best to transport goods based on a number of factors, including urgency of delivery, nature of goods and travel distance. There are some instances, e.g., just-in-time delivery, in which trips >500 km may need to travel by other means. There would be significant policy and economic implications of such an alternative.








Opportunities

Should be Further


West Study



Rationale

70. 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.


71. 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.

Part of the identification of individual transportation alternatives exercise.

72. 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.

Part of the identification of individual transportation alternatives exercise.

73. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. It is not expected that such a change would significantly alter the volumes and distribution of goods by rail in the study area, and there would be significant national policy and economic implications.

74. Changes to Rail Grade Separation Regulations: It is considered that 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 of the rail network at costs that are not prohibitive to the railways. Such a change would be required at the national level.

Outside of the jurisdiction of MTO: recommended for consideration / further study by provincial and / or federal authorities.

75. 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 and 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.

Outside of the jurisdiction of MTO: recommended for consideration / further study by provincial and / or federal authorities.

76. 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 the rail mode’s 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. Shippers decide how best to transport goods based on a number of factors, including urgency of delivery, nature of goods and travel distance. There are some instances, e.g., just-in-time delivery, where rail is not the most efficient means of shipping. There would be significant policy and economic implications of such an alternative.








Opportunities

Should be Further


West Study



Rationale

77. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. Shippers decide how best to transport goods based on a number of factors, including urgency of delivery, nature of goods and travel distance. There are some instances, e.g., just-in-time delivery, in which trips <500 km may need to travel by other means. There would be significant policy and economic implications of such an alternative.


Outside of the jurisdiction of MTO; further integration of planning for the modes of inter-regional travel recommended for consideration / further study by provincial and / or federal authorities.


Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities. Shippers decide which mode is best suited for shipping particular goods dependent on factors including: character of goods (e.g., bulk, value); cost of shipment; urgency; availability of transportation connections, etc.

80. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities. Passenger trains do not have excess capacity for courier services and would not provide the flexibility, speed or connections that courier services require.


Part of the identification of individual transportation alternatives exercise includes identifying and recommending any freight rail transportation improvements that could address the study area’s transportation problems and opportunities.

82. 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, it could improve the efficiency of rail transportation and protect for its future growth. This is recommended for further study by Ontario government ministries and area municipalities.

83. 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.

Maintaining the rail network is important for its future efficiency and competitiveness. Further study, including by the Metrolinx Goods Movement Strategy, is recommended to identify strategies to maintain the rail network.








Opportunities

Should be Further


West Study



Rationale

84. Coordinate with New Inter-modal Terminal in Milton: The coordination of area land uses and transportation infrastructure with CN’s 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.

CN has a long range plan for an inter-modal terminal in the Milton area. No program dates have been identified. Planners in Milton and Halton Region are aware of this potential future facility and future land use and transportation planning is and should continue to take it into consideration.

85. 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 by rail transportation 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.

Double stack containers are currently in use by CN and CP.

86. 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, it could improve the efficiency and competitiveness of rail transportation. Further study is recommended.

87. 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, it could improve the future capacity of the rail transportation network, should an abandoned right of way be identified between underserved urban, industrial and / or economic centres. Further study would be required.

88. 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 serviced are already in use in Europe and to a limited extent by CN and CP, and could be expanded within the GGH.

This kind of service “Rolling Highway” service is provided by CN (RoadRailer) and CP (Expressway), as discussed in Section 2.1


Outside of the jurisdiction of MTO; Metrolinx mandate expansion would require policy changes and is recommended for further study by provincial and / or federal and municipal authorities.

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90. 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.

Being pursued by the Assessment of Access to Inter-modal Facilities research report. Many of Canada’s key logistics hubs are located in the GTA West Corridor. One of this report’s objectives is identification of roads where access to the facilities within these hubs could be improved.








Opportunities

Should be Further


West Study



Rationale

91. 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.

Being reviewed and pursued by others: typically rail companies assess and add capacity as required, in conjunction with developments for passenger rail services.

92. 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.

Could be considered as a strategy in GO Transit’s 2020 Expansion Program.

93. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities. It could improve the future capacity of the rail transportation network, should a new corridor be needed; however, there would be significant policy and environmental implications. Substantial further study would be required.

94. Expand CN 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.

Currently being progressed by GO Transit.

95. 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.

Currently being progressed by GO Transit.

96. 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.

There are potential needs for sidings for new business opportunities and maintenance needs for the short haul network. Further study of future opportunities is recommended by the Class 1 and Class 2 rail lines.








Opportunities

Should be Further


West Study



Rationale

MARINE

97. 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.



Being pursued through Metrolinx’s comprehensive strategy for goods movement.




This is outside the scope of the study; however, there are potential advantages and disadvantages of improved port coordination.

101. Make Better Use of Port Facilities and Coordinate with Other Modes: Improved use of area port facilities and improved coordination with other modes (e.g., rail and road access) could increase the level of use of marine transportation and improve its efficiency.

Represents a core objective of the GTA West Corridor Planning and EA Study and will be pursued through the recommended transportation alternatives

102. 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.

Outside of the jurisdiction of MTO and the Ontario government; however, this could be recommended for consideration by federal authorities.

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103. 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.

Outside of the jurisdiction of MTO and the Ontario government: could be recommended for consideration by federal authorities.








Opportunities

Should be Further


West Study



Rationale

104. Changes to US Harbor 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.


105. 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.


106. 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.

This is being pursued by others: the Port of Hamilton is currently implementing ferry feeder services to / from the Port of Montreal.



108. 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.




110. 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.









Opportunities

Should be Further


West Study



Rationale

111. 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.



Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities. Shippers decide which mode is best suited for shipping particular goods dependent on factors including: character of goods (e.g., bulk, value); cost of shipment; urgency; availability of transportation connections, etc..


Part of the identification of individual transportation alternatives exercise includes identifying and recommending any marine transportation improvements that could address the study area’s transportation problems and opportunities.

114. 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.


115. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. Year-round operations are not considered a realistic option by the SLSMC as downtime is needed for maintenance, and the Seaway is currently operating at less than half capacity.

116. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, considering the magnitude of the undertaking in terms of complexity, impacts and costs, and the declining use of the Seaway.

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117. Ferry Services for Goods Movement / Trucks: A shortsea 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, ferry services are being investigated by others. Shipping decisions depend greatly on the type of good and length / urgency of delivery trip; some goods shipped by truck are not suitable for delivery via marine, given the dependency on “just-in-time” delivery and the increase in trip duration expected from moving trucks by ferry.

AIR








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123. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities, as it would not necessarily significantly impact the amount or distribution of goods and passenger movements throughout the study area (and would involve significant noise and environmental impacts).

124. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, as it would not necessarily significantly impact the amount or distribution of goods and passenger movements throughout the study area and would require significant organizational and policy changes.

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125. 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, it could address other land use and economic objectives. Further study is recommended by federal authorities.








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129. 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.


130. 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.

Although this is not expected to substantively contribute to addressing inter-regional transportation problems and opportunities, given limited capacity to reduce future inter-regional road network travel demands, it could be pursued to address other land use, economic and transportation objectives.

131. 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.

Being reviewed and pursued by others. The Greater Toronto Airports Association (GTAA) has recognized this issue and is working toward addressing Toronto Pearson’s future capacity needs.

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132. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities, given limited capacity to reduce future inter-regional road network travel demands (and given environmental considerations). The nearby Hamilton International Airport provides cargo facilities.








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133. 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.

Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities, given limited capacity to reduce future inter-regional road network travel demands (and given environmental considerations). The nearby Hamilton International Airport provides cargo facilities.

134. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, given limited capacity to reduce future inter-regional road network travel demands (and given environmental and cost considerations).

FREIGHT INTER-MODAL

135. 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.



Further study by others will be required to determine the potential benefits and dis-benefits of improved port coordination, and policy / organizational changes would be needed beyond that in the immediate control of MTO.

137. 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.

Not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities. This could benefit trucking efficiency and localized truck movements, and is being pursued by logistics companies.

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138. 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









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Being pursued through Metrolinx’s comprehensive strategy for goods movement.



142. 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 (e.g., 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.

This represents an objective of the Growth Plan that is being pursued by the government of Ontario and local municipalities.

143. 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.

Although this is not expected to substantively contribute to addressing the study area’s inter-regional transportation problems and opportunities, it could improve the efficiency of rail transportation and protect for its future growth. This is recommended for further study by Ontario government ministries and area municipalities.












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148. 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.


149. 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.

Access to the Vaughan inter-modal terminal is being addressed as part of the Highway 427 extension, and other projects will look at specific links to inter-modal facilities.

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2 150. 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.


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

151. Implement employer-led TDM initiatives. Address the current issues that are associated with the lack of full-time TDM staff at most of the municipalities.

152. 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.

Promote and increase incentives of using transit services.

153. Overhaul and expedite incident clearance. This would help to minimize the duration of lane closures and the effects of “shock waves” on corridors.

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

This would help to enhance reliability of transit services and minimize delays.








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155. Implement contra-flow lanes and moveable barriers to accommodate peak flows. This could improve the usage of existing facilities, and may be considered depending on feasibility of implementation.

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

Provide real time information to motorists, as such, motorists could plan their route in advance or take appropriate alternative route, if needed.

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

The use of variable posted speeds is intended to slow traffic in advance of the end of queue or slowdown area in order to avoid stop-and-go conditions and enhance throughput capacity on a corridor. This strategy has proven to be successful in European countries such as Germany and Holland.

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

This would help to enhance reliability of transit services and minimize delays.

159. 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).

This idea is mainly to increase financial cost for peak hour driving – the policies to increase car ownership fees (e.g. taxes, increased gas prices, etc.) are major policy issues that are beyond the scope of this project.

160. Implement strong provincial TDM policies (incentives / penalties), e.g. telecommuting, living and working in same city, etc. This would promote and increase incentives of using alternative modes.

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

This represents an objective of the Growth Plan that is already being pursued.

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

This represents an objective of this study that is already being pursed.

163. 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.

Tolling is an implementation issue, and will be explored during later stages of the study for potential new infrastructure.

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

This will not substantively address inter-regional travel demand. Provisions for cyclists and other modes of active transportation at and to transit stations will reduce short distance vehicle demand.

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

This idea is not anticipated to be operationally desirable, as it would require changing driver expectations and ultimately would result in pavement maintenance issues.

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

This is a local solution and it would not resolve the inter-regional transportation issues.








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167. Legislate car license at age 25 to support transit culture (in 416 and 905 areas) among the younger generation.

This idea is not considered practical.

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

This represents a core objective of this study.

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

This may improve winter transportation safety; however, it would not significantly resolve the inter-regional transportation issues.

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

MTO is currently reviewing the safety of pedestrians and cyclists across highway corridors and associated policies. There are also circumstances where pedestrian and cyclist safety could be addressed across municipal corridors, railways, canals and transportation facilities under the jurisdiction of other agencies.

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

Tolling is an implementation issue, and will be explored during later stages of the study on potential future new transportation corridors.

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

This represents a core objective of this study and is not considered to be an alternative.

173. 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.

Metrolinx is currently pursuing a mandate to improve inter-modal transportation within the broader area.

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

This represents a core objective of this study and is not considered to be an alternative.

175. Consider truck restrictions on certain roads. This may be considered during route planning stage if road expansion solution is selected. Not pursued at this stage of study.

176. Optimize the use of Highway 407. This may contribute to addressing the transportation problem statement, but will require changes to provincial policies. Metrolinx is planning a transitway within the Highway 407 corridor.

177. Invent smaller, narrower cars. This idea is not considered practical.

178. Repatriate Highway 407 and remove tolls. This would require a policy change that is beyond the scope of this study.

179. Implement a GPS-based truck monitoring and tolling system. Tolling is an implementation issue, and will be explored during later stages of the study.

180. Implement a carbon tax to reduce auto use. This would require a policy change that is beyond the scope of this








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study.

181. Consider future growth areas. This is a critical step in the transportation planning process.

182. Improve enforcement of HOV lanes. This is not expected to significantly address the problems and opportunities, but could provide a local solution and may be pursued as a system enhancement.

183. Acknowledge the role of and maintain heritage roads in their current condition. This would not significantly affect inter-regional travel, but could be considered by others.

184. Require trucks to use speed limiters. This has been implemented by MTO for most large trucks driven in Ontario.

185. Implement efficient grid truck routes. This is a local solution and is not expected to substantively contribute to addressing the Preliminary study area’s inter-regional transportation problems and opportunities.

186. Consider innovative ways to reduce emissions through vehicle technologies. This is beyond the terms of reference of this study. There are strict regulations and contract requirements in place.

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

This is a local solution that may be incorporated into a larger array of solutions, however is not expected to resolve the inter-regional transportation problems and opportunities.

188. Increase truck load restrictions. This would result in significant maintenance impacts.

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

This is not expected to substantively contribute to addressing the Preliminary study area’s inter-regional transportation problems and opportunities.

190. Increase speed limits. This could result in safety issues, and may result in an increase in collisions and / or collision severity.

191. Reduce the speed limit along Highway 6. This is not expected to substantively contribute to addressing the Preliminary study area’s inter-regional transportation problems and opportunities.

192. Provide regular and more frequent road maintenance. This is not expected to substantively contribute to addressing the Preliminary study area’s inter-regional transportation problems and opportunities.

193. Provide enhanced and more focused driver training and testing. This is beyond the terms of reference of this study.








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194. Implement tolls on all 400-series highways. Tolling existing facilities is beyond the terms of reference of this study. However, this has the potential to address some of the transportation problems.

195. Reduce the number of lanes to discourage auto use. This will not address future travel demands.

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#2 196. Create new broad-band centres to facilitate telecommuting (i.e. reduction in the

number of vehicular trips).

This would help promote teleworking and reduce demand on existing systems, but is beyond the terms of reference of this study.

197. 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.

This is already being addressed via MTO’s HOV Plan for provincial highways and freeways.

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

The feasibility of dedicated truck lanes or facilities is being investigated by MTO.

ROADS AND HIGHWAYS

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#1 199. Better define the purpose, function, and differentiate between types of roads

(e.g. agricultural use).

If the route expansion solution is selected then this could be undertaken during latter phases of the study.

200. Widening Mayfield Road. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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

To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


203. Hwy 401 core / collector from Hanlan Expressway to Hwy 407. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

204. Improve various existing roads to provide priority for transit. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

205. Dedicated (new) lane on 407 Milton to Oshawa. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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206. Widen Hwy 10 from Hwy 410 to Hwy 9.

To be considered as potentially contributing to addressing the study








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area’s inter-regional transportation problems and opportunities.

207. Widen from Hwy 401 to Hwy 9 to Hwy 400. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

208. Widen Hwy 401 through Milton. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


210. Widen Hwy 401 between (west) Hwy 6 and Halton Hills / Brampton. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

211. Reconfiguration / improvements to Hwy 401 / Hwy 400 interchange. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

212. Widen Hwy 401 from Cambridge to Mississauga. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

213. Elevated Hwy 401 through Niagara Escarpment to make "double deck" elevated freeway.


214. Widen Hwy 410, 427, 400, 401, and 407 beyond current program to avoid need for new corridor.


215. Widen Hwy 7 Norval to Hwy 410. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

216. Widen Hwy 7 to Guelph. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

217. Widen Hwy 9 from Hwy 6 to Hwy 400. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

218. Widen Hwy 9 to Hwy 400. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

219. Widen Hwy 6 from Hamilton to Guelph. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

220. Widen Hwy 6 between Hwy 401 and Hwy 403. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

221. Hwy 6 (Hanlan) widen to 400 series facility. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.








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222. Widen Hwy 124 to Guelph. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

223. Widen and reinstate Hwy 24 as provincial highway between Hwy 401 and Hwy 9. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


225. Add HOV lane (Highway) 400. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

226. Add HOV lane on 401 (through widen) to Highway 6 (Hanlan). To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


228. Dedicate Hwy 401 HOV lanes from Hwy 6 to Pearson Airport. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

229. Consider Highway 9 as a potential east-west corridor. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

230. Better use of parallel roadways. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

231. Better transitions from freeway to freeway, particularly at congestion points (e.g. Hwy 407 / Hwy 401).


232. Overpasses / interchanges for major arterial roads. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

233. Include transitways on major highways. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

234. Widen existing roadways (e.g. Highway 401) and potentially designate the new lanes as truck lanes to increase the capacity of the existing infrastructure.


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


236. Improve connections to highways to reduce traffic on local roads. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.








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237. Provide better roadway access to inter-modal facilities since you still need trucks to transport goods to the rail / marine facilities.


238. Consider BRT / LRT along all new highway corridors. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

239. Construct dedicated transit lanes. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

240. Widen Hwy 401 between Hwy 8 and airport for HOV use and also truck use (i.e. 2 new lanes each direction).

May be considered during route planning stage if freeway solution is selected. Not pursued at this stage of the study.


The feasibility of “truck only” lanes and “truck only” facilities is being explored by the Ministry of Transportation.

242. No new general purpose lanes (only BRT, HOV, truck only, etc.). Road capacity requirements will determine purpose of any new lanes.

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

This would not resolve the inter-regional transportation issues. More of a local solution.

244. 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.

Suggested improvements in Guelph-Wellington corridor would not substantively improve movement of goods between Guelph and Vaughan.

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

This is a localized solution which would not resolve inter-regional transportation issues.

246. Repatriate 407 and install spine line, instate Shadow Toll.

This would require a policy change that is beyond the scope of this study.

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

Access to the Vaughan inter-modal terminal is being addressed as part of the Highway 427 extension, and other projects will look at specific links to inter-modal facilities.

248. Separate trucks into own ROW along Hwy 401.

Specific use of new capacity is an implementation issue, which will be addressed later in the study.

249. Extend Hwy 410 north to Hwy 9 - tie back to Hwy 10. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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









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251. New highway between Georgetown and Milton. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

252. New connection to Hwy 6 south of Guelph - new interchanges are currently being designed.


253. New highway from Hwy 400 to Hwy 7 north of Guelph with connections to Hwy 427 and Hwy 410.


254. New highway between Hwy 407 and Hwy 401 east of Milton, Ring highway from 407 / 401 to the top of Hwy 410, connecting easterly to Hwy 400, New highway between Hwy 407 and Hwy 401 at Winston Churchill Blvd with connection to Hwy 410 ~ new highway between Hwy 407 and Hwy 401 at Winston Churchill Blvd with connections to Hwy 427 and Hwy 410.


255. Highway from Milton to Hwy 410 extension. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

256. Connection from Hwy 410 (north end) to Hwy 400 via Tullamore and Kleinburg. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


258. New corridor to connect Vaughan to Guelph. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

259. South route - from Hwy 401 east of Hwy 6 inside the greenbelt north of Georgetown and south of Bolton connecting to Hwy 400 between Major Mack and King Road.


260. New highway from 407 / 401 split in Mississauga to north of Guelph (new Hwy 7). To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

261. New highway from Hwy 400 westerly across York / Peel, NEC, connects to Hwy 124 then to Hwy 6 ~ new highway between Hwy 400 and Hwy 6 in Guelph via upgrading Mayfield Rd / Hwy 7.


262. Hwy 7 bypass around Acton ~ new Hwy 7 alignment with bypass.


263. Extend GTA West east to serve as east-west GTA bypass (do not connect to Hwy 407, rather compete with 407) ~ build GTA West extension north of 407.









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264. Extend Highway 407 west. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

265. Operations at Vaughan Terminal can be increased by over 100% if Highway 427 is improved. CP 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. CP 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.


266. Extend Highway 427 north to Highway 9. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

267. Create new road infrastructure north of the Greenbelt - north of Barrie to Sarnia. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

268. Create new road infrastructure from Woodstock to Alliston (road / rail). To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


270. Create new road infrastructure from Highway 400 to Sarnia / Fort Erie. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

271. Create new road infrastructure around Highway 9. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

272. Connect big industries (but do not travel through small communities). To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


274. Create a new Brampton-west corridor. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

275. Create a signature escarpment crossing. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

276. Expand Emergency Detour Routes (better options / signs). To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

277. Keep highways out of agricultural areas. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.








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278. 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.


279. 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.


280. New GPL are tolled. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

281. Consider truck way (northern E-W redundant connection) along a new GTA West corridor.


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


283. Dedicated truck lanes with minimum truck volume requirements. To be considered as potentially contributing to addressing the study area’s inter-regional transportation problems and opportunities.

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


285. Super Hwy 401 with bypass / twinning as required ~ connect GTA-W (Milton) to GTA West near Hwy 6.


286. 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.

Expansions to the study area may be considered if they will result in decreases to traffic volumes within the study area. Not pursued at this stage of the study.

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

May be considered during route planning stage if freeway solution or roadway expansion is selected. Not pursued at this stage of the study.

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


289. 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.

The alternatives are assessed based on the study area's inter-regional transportation problems and opportunities in the draft Problems and Opportunities Report.

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

Route of new corridor will be determined later in the study - assessment will include transportation, environmental, community and economic factors.








Opportunities

Should be Further


West Study



Rationale

291. Create a highway linking Barrie with Guelph, which continues south to the Niagara border. This is beyond the scope of the current study, which seeks to improve

connections in the GTA West study area.

292. Create a route that connects existing / abandoned quarries. Route of new corridor will be determined later in the study - current focus is on connecting communities.

293. The study team should consider a new road-based structure in Lake Ontario. Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities.

294. Place freeway in townline tunnel.

Route of new corridor is an implementation issue, which will be addressed later in the study.Tunnelling for a new freeway would likely be cost prohibitive.

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

This idea extends beyond the study area for this study. It is possible that if the recommendation for both this study and the GTA West study is a new corridor, the combination of the two recommendations would represent something similar to "The Sweep."

296. 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.

Route of new corridor and access points is an implementation issue, which will be addressed later in the study. The purpose of a new corridor would be to provide additional capacity in areas with forecast capacity constraints for inter-regional travel.


Table B-3: High Level Assessment of Groups #1 and #2 Alternatives

FACTOR/CRITERIA

Group 1-Optimize Existing Network

Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident Management, employee sponsored and provincial TDM initiatives AND

Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on shoulders during peak periods, improved access to stations and incorporation of active transportation.

Group 2 – New/Improved Non-Roadway Infrastructure

Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major arterial roads), BRT (links between Urban Growth Centres) AND

Includes Rail Expansion: GO Transit service (new service between Urban Growth Centres, service extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service from Bolton to Union Station and expansion along Georgetown corridor) AND

Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and car parking lots.

Includes Improvements to Rail Freight (which would lead to 10% diversion from truck to rail)

Factor: Community

Existing and planned future land use and growth

Support for existing and planned future land use and growth including recognition of growth management plans and policies as articulated in the provincial policies (e.g., Provincial Policy Statement (PPS), Growth Plan for the Greater Golden Horseshoe (Growth Plan), Greenbelt Plan, , Niagara Escarpment Plan) and municipal official plans.

Supports Government Policy in optimizing the use of existing infrastructure.

No change to footprint through NE Plan or Greenbelt Plan areas.

This alternative does not provide sufficient improvements to the interregional transportation system to address goods movement linkages between intermodal facilities. Nor does it provide sufficient improvement to connections to major urban areas or employment lands. This alternative has limited ability to accommodate planned future growth and development pressures in Peel and York Regions.

Does not provide increased goods movement linkages among intermodal facilities or communities in the Greater Golden Horseshoe (GGH).

Supports Government Policy in optimizing the use of existing infrastructure.

Relatively minor change to footprint through NE or Greenbelt Plan areas.

Has some potential to improve i connections to major urban areas or employment lands.

This alternative has limited ability to accommodate planned future growth and development pressures in Peel and York Regions.

Does not provide increased goods movement linkages among intermodal facilities or communities in the GGH.

Inter-regional transit hubs can result in positive land use impacts because they tend to attract more accessible development patterns.

Overall increase in transportation options may benefit those who are physically, economically and socially disadvantaged.

Potential for improved walking and cycling connections.

Community Features

Potential to impact community features (i.e., land use, communities and resources).

Minimizes footprint impacts to community features and resources. Has some potential to impact community features and resources in built-up areas where corridors are widened to accommodate transit or rail, or at transit hubs. These could include direct displacement and access impacts to commercial land uses, residential neighborhoods and community features adjacent to existing corridors.

Fragmentation of agricultural lands

Potential fragmentation of agricultural lands and estimated area/description of loss of agricultural lands.

Minimizes footprint impacts (i.e., fragmentation and loss of Class 1 land) in agricultural areas. Has minimal potential to fragment agricultural lands. Fringe impacts may occur in agricultural areas where corridor widening is required.

Cultural Features

Potential to impact cultural features (i.e., properties of cultural heritage and archaeological significance (including above ground resources over 40 years of age).

Minimizes impacts to built heritage features that are located adjacent to existing roads. Low potential to impact archaeological resources or cultural landscapes based on minimal change to footprint.

Some potential to impact built heritage features that are located adjacent to existing roads and rail where wider footprint is needed to add transit, rail or inter-regional transit hub. Low potential to impact archaeological resources or cultural landscapes because most areas have been previously disturbed.

First Nations

Potential to impact lands of cultural or historical significance to First Nations.

Minimizes impacts to cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process.

Some potential impact to cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process.

January 2011 DRAFT Page B- 36



Group 1-Optimize Existing Network Group 2 – New/Improved Non-Roadway Infrastructure

FACTOR/CRITERIA

Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major arterial notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident roads), BRT (links between Urban Growth Centres) AND Management, employee sponsored and provincial TDM initiatives AND Includes Rail Expansion: GO Transit service (new service between Urban Growth Centres, service Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service shoulders during peak periods, improved access to stations and incorporation of active from Bolton to Union Station and expansion along Georgetown corridor) AND transportation. Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and

car parking lots.

Includes Impro from truck to rail) vements to Rail Freight (which would lead to 10% diversion

Community SUMMARY Advantages

Supports Government Policy in optimizing use of existing infrastructure

Minimizes impacts to Niagara Escarpment and Greenbelt lands

Minimizes impacts to community features little to no impact on agricultural lands, built heritage, and archaeological resources

Disadvantages

Does not sufficiently support planned future land use or growth

Limited ability to provide improved transit connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph)

Does not sufficiently address connections to “employment lands”.

Does not provide increased goods movement linkages among intermodal facilities or communities in the GGH

Advantages

Supports the Government Policy for optimizing use of existing infrastructure

Relatively minor impacts to Niagara Escarpment and Greenbelt lands

Can result in positive land use impacts as transit hubs tend to attract more accessible development patterns

Overall increase in transportation options may benefit those who are physically, economically and socially disadvantaged

Potential for improved walking and cycling connections

Some potential to provide improved connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph)

Little to no impact on agricultural lands, archaeological resources, and cultural landscapes

Disadvantages

Limited ability to support planned future land use or growth

Does not sufficiently address linkages to “employment lands”

Does not provide increased goods movement linkages among intermodal facilities and communities in the GGH

Some potential to impact community features and resources in built-up areas where corridors are widened to accommodate transit or rail, or at transit hubs




FACTOR/CRITERIA

Group 1

Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident Management, employee sponsored and provincial TDM programs AND Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on shoulders during peak periods, improved access to stations and incorporation of active transportation.

Group 2


Includes Rail Expansion: GO service (new service between Urban Growth Centres, service extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service from Bolton to Union Station and expansion along Georgetown corridor) AND


Factor: Economy

Industry and trade

Qualitative description of how industry and trade are supported.

It is difficult to add any goods movement capacity through TDM. However, TSM initiatives such as Freeway Traffic Management System (FTMS) offers opportunities to improve the efficiency of the existing network. .

Does not fully address the nature of goods movement in and around the GTA, which is heavily oriented to “Just in Time” and short-haul delivery.

Limited ability to support increased trade through lack of improvement to movement of goods.

Limited ability to support existing or future industry.

Some ability to support increased trade over longer distances, as well as existing and future industry through rail expansion. However, the nature of goods movement in and around the GTA is heavily oriented to “Just In Time” and short-haul delivery.

Tourism and recreation

Qualitative description of how provincial / regional / municipal tourism and recreation are supported.

Limited ability to service provincial/regional or municipal tourism.

Low potential to improve service for traffic going to “cottage country” or travelling around GTA to places east and west of Toronto.

Some potential for improved service to existing tourist facilities on rail or transit lines. Limited ability to service provincial or regional tourism for longer distance travel (i.e., traffic going to “cottage country” or travelling around GTA to places east and west of Toronto).

Economic and agricultural development

Qualitative description of how the alternative supports or impacts agricultural operations and plans for future development.

Does not impact (or support) agricultural operations or plans for future development.

Minimal impacts to agricultural operations or plans for future development.

Economy SUMMARY Advantages

Little to no impacts to agricultural operations

Disadvantages

Advantages

Some potential to improve service to existing and future industry and to improve trade over longer distances

Potential but limited improvement for existing tourism operations

Relatively minor impacts to agricultural operations



Does not support economic factors associated with industry and trade, tourism or agriculture

Limited ability to support increased trade through lack of improvement to movement of goods

Limited ability to support existing or future industry

Limited ability to service provincial/regional or municipal tourism or improve service for traffic going to areas beyond the GTA

Limited ability to improve connections between Urban Growth Centres

Does not fully address the nature of goods movement around the GTA, which is heavily oriented to “Just in Time” and short-haul delivery

Improves connections between Urban Growth Centres

Disadvantages

Does not fully address the nature of goods movement, which is heavily oriented to “Just in Time” and short-haul delivery




FACTOR/CRITERIA

Group 1

Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident Management, employee sponsored and provincial TDM programs AND Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on shoulders during peak periods, improved access to stations and incorporation of active transportation.

Group 2


Includes Rail Expansion: GO service (new service between Urban Growth Centres, service extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service from Bolton to Union Station and expansion along Georgetown corridor) AND


Natural Environment

Environmental protection policies

Support for or consistency with federal, provincial and municipal environmental protection policies (e.g. Greenbelt Plan, NEP, Oak Ridges Moraine (ORM) Conservation Plan).

Supports environmental federal, provincial and municipal environmental protection policies by minimizing footprint impacts.

Supports the PPS on the protection of natural heritage, agricultural and cultural heritage/ archaeological resources.

This alternative supports the Greenbelt policy, the NEP and the ORM in the protection of ecological features and functions..

Typically lower environmental impacts are associated with widening corridors (for transit or rail) through areas that are protected by environmental policies because of smaller footprint impacts and minimal fragmentation. Relatively minor impacts could occur where transit or rail improvements result in widening through NEP or Greenbelt Plan designated areas.

This alternative supports the Greenbelt policy, the NEP, and the ORMin the protection of ecological features and functions..

Natural features and functions

Qualitative analysis of:

Potential impacts to major aquatic ecosystems (number or description of potentially impacted watercourses)

Potential impacts to major terrestrial ecosystems (area or description of terrestrial habitat potentially affected)

Potential impacts to sensitive groundwater features (qualitative description)

Potential impacts to areas that are sensitive to changes in surface water (qualitative description)

Description of potential to avoid or minimize impacts to environmental features.

NOTE: Potential impacts to the Greenbelt, NEP and Oak Ridges Moraine (ORM) are addressed within environmental protection policies (see above)

Minimizes impacts to natural features and functions by minimizing footprint impacts. Some impacts are expected to natural features and functions at corridors that require widening for increased transit or rail service. Most widening impacts are expected to be mitigated.

Greenhouse Gas and Air Quality

Qualitative assessment (using quantitative inputs) of:

Potential changes in greenhouse gas emissions and criteria air contaminants (CACs).

Potential changes in air quality on a regional level.

Minimal change to air quality, except where changes in frequency of transit or rail service would occur. Increased transit frequency (i.e., more buses or trains running on same routes) has relatively minor potential to increase emissions.

Widening corridors (for transit or rail) have some potential to increase emissions along existing major travel corridors where built-up areas (i.e., sensitive receptors) are located. The additional emissions are the result of increased volumes. Proximity to receptors increases exposure.

Resource Consumption

Ability to minimize resource consumption and potential for mineral and aggregate resource issues.

Minimal resource consumption or potential for mineral and aggregate resource related issues. Widening alternatives potentially minimizes resource consumption and mineral and aggregate resource related issues.




Environmental SUMMARY Advantages

Supports environmental protection policies

Minimizes footprint impacts at natural features or to natural functions

Minimizes impacts to greenhouse gas emissions (?) and air quality

Minimizes resource consumption

Advantages

Supports environmental protection policies

Potentially minimizes resource consumption

Minimizes footprint impacts at natural features or to natural functions where widening or new alignment is required

Disadvantages

Potential for minor impacts to air quality through built-up areas

FACTOR/CRITERIA

Group 1

Includes Roadway TSM / TDM (e.g., Ramp Metering System (RMS), Variable Message Signs (VMS), Lane Control Signs (LCS), Incident Management, improved provincial TDM programs) and Improved Transit/Rail Services (e.g., increased service frequency, fare integration, bus lanes on shoulders during peak periods, improved access to stations and incorporation of active transportation)

Group 2

Includes Group 1 and Transit and Rail Expansion (e.g., expand Zum, rapid transit on freeways and major arterial roads, rapid transit links, new GO services and regional rail services, inter-regional bus services, inter-regional transit hubs, etc.)

Factor: Transportation

Efficient Movement of People

Potential to support the efficient movement of people between communities and regions

Peak period performance of key inter-regional corridors – forecast volume/capacity issues at critical screenlines

Potential to provide for higher order inter-regional transportation corridors

Percentage of inter-regional system operating better than LOS D (auto lane km)

Shift in use of local/regional roadways to inter-regional transportation system

Reduction of auto hours on inter-regional transportation system operating at LOS D or worse

Limited improvement in efficiency of people movement. TDM/TSM measures will provide a limited reduction in travel demand and limited improvement in transportation system operations.

No significant improvement (WB = westbound, EB = eastbound, V/C = volume / capacity)

East of Guelph WB - 0.92 V/C

West of Milton WB - 0.99 V/C

East of Winston Churchill (WC) Blvd WB - 0.77 V/C

East of Hwy 10 WB - 0.89 V/C


West of Hwy 400 WB - 1.09 V/C

(refer to notes section located on page 9 for V/C interpretation)

No new higher order inter-regional transportation corridors

Approximately 30% of the inter-regional transportation road system operate better than LOS D (good operating conditions)

Approximately 35% of the auto traffic uses the inter-regional system - representing limited improvement.

Limited improvement

Limited improvement in efficiency of people movement. Non-roadway initiatives will provide improved transit linkages and services between population and employment centres, including BRT, GO Transit and connections for people movement.




East of Winston Churchill (WC) Blvd WB - 0.76 V/C




(refer to notes section located on page 9 for V/C interpretation)

Provides new higher order inter-regional transit corridors

Approximately 30% of the inter-regional transportation road system operate better than LOS D (good operating conditions)

Approximately 35% of the auto traffic uses the inter-regional system - representing limited improvement.

Limited improvement




Efficient Movement of Goods

Potential to support efficient movement of goods between urban growth centres, international gateways, economic centres and regional inter-modal facilities and communities

Peak Period performance of key inter-regional corridors – forecast volume/capacity issues at critical screenlines

Potential to provide linkages between inter-modal facilities and provide for higher order goods movement

Percentage of inter-regional system operating better than LOS D (vehicle lane km)


Reduction of truck hours on inter-regional transportation system operating at LOS D or worse

Limited improvement in efficiency of goods movement. TDM, TSM and incident management strategies will provide a limited improvement in traffic operations on the inter-regional transportation network, which will allow trucks to better access communities, employment areas and inter-modal facilities in Brampton and Vaughan.




East of WC Blvd WB - 0.77 V/C




No new higher order goods movement linkages

Approximately 19% of the inter-regional transportation road sections operate better than LOS D (good operating conditions)

Approximately 36% of the vehicle traffic uses the inter-regional system – representing limited improvement

Limited improvement

Limited improvement in efficiency of goods movement. Non-roadway initiatives will help to improve traffic operations and allow trucks to better access communities, employment areas and inter-modal facilities in Brampton and Vaughan.








No new higher order goods movement linkages


Approximately 36% of the vehicle traffic uses the inter-regional system - representing limited improvement

Limited improvement

2031 PM Peak Hour Conditions

LOS C LOS D LOS E LOS F




System reliability/redundancy

Potential to support system reliability and provide redundancy for travel (people and goods) between regions and communities during adverse conditions

Availability of alternate routes/facilities for inter-regional transportation between regions, communities and terminals

Potential to improve transportation system reliability

Limited support for system reliability and redundancy

No new alternate routes for inter-regional transportation

Minor improvement to transportation system reliability through optimization of system and improved transit services

Limited support for system reliability and redundancy

Provides new/expanded transit and rail services for inter-regional transportation; no new roadway routes

Minor improvement to transportation system reliability through optimization of system and moderate improvement for people movement through new/expanded transit services

Safety

Potential to improve traffic safety based on opportunity to reduce congestion on the area road network

Potential to improve response times for emergency service providers due to reduced congestion on the inter-regional road network (average speed)

Potential to reduce collisions due to improved network LOS and decreased conflicts between travel modes

Limited improvement in transportation system operations and safety.

Minor safety benefits from TDM/TSM and incident management strategies (average speed = 49 km/h)

Minor potential to reduce collisions with optimization and limited improvement in network LOS

Limited improvement in transportation system operations and safety.

Minor safety benefits from TDM/TSM and minor reduction in truck traffic (average speed = 49 km/h)

Minor potential to reduce collisions with optimization, minor reduction in truck traffic and limited improvement in network LOS

Modal integration, balance and choice for movement of people (commuters, recreation/tourist)

Potential to improve modal integration, balance and choice for person trips between communities, employment centers and major transit hubs

Potential to increase attractiveness/effectiveness of existing, new and improved transit services

Provision of higher order inter-regional transit services

Provision of linkages between inter-regional and regional/community (local) transit systems

Bus operational performance on inter-regional road network

Availability/provision of alternate travel modes for tourism/recreational travel

Provision of/allowance for active transportation measures (e.g., bike lanes, bike racks on buses/trains)

Limited potential to improve modal integration, balance and choice for people movement

Minor potential to increase attractiveness/effectiveness of transit, through increased frequency and reliability

No new higher order inter-regional transit services

Improves integration between inter-regional and local transit (scheduling, fares, etc.)

Limited improvement to bus operational performance through minor improvements to inter-regional road network operations

No new alternate travel modes for tourism/recreational travel

Improves accessibility of transit stations for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles

Major potential to improve modal integration, balance and choice for people movement

Major potential to increase attractiveness/effectiveness of transit, through new services and increased frequency and reliability

Provides for new higher order inter-regional transit services

Improves integration between inter-regional and local transit (scheduling, fares, etc.), on existing and new/expanded services

Limited improvement to bus operational performance through minor improvements to inter-regional road network operations

Provides new alternate travel modes for tourism/recreational travel

Improves accessibility of transit stations for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles, on existing and new/expanded services




Modal integration, balance and choice for movement of goods

Potential to improve modal integration, balance and choice for goods movement between ports and terminals, communities and employment centres.

Potential to improve accessibility of inter-modal centres, ports and terminals

Limited potential to improve modal integration and choice for goods movement

Minor improvement to inter-regional road network operations improves accessibility of inter-modal facilities

Minor potential to improve modal integration and choice for goods movement

Minor improvement to inter-regional road network operations and minor reduction in truck traffic improve accessibility of inter-modal facilities

Linkages to Population and Employment Centers

Potential to improve accessibility to Urban Growth Centers, Gateway Economic Centres and Gateway Economic Zones for people and goods movement based on higher order network continuity and connectivity

Availability/provision of higher order linkages between Urban Growth Centers, Gateway Economic Centres and Gateway Economic Zones

Accessibility of Urban Growth Centers, Gateway Economic Centres and Gateway Economic Zones

Limited potential to improve accessibility to Urban Growth Centres for people and goods movement

No new linkages between Urban Growth Centres

Limited improvement with optimization of the network and improved frequency and integration on existing transit services

Moderate potential to improve non-roadway accessibility between Urban Growth Centres for people movement

New higher order linkages to Urban Growth Centres and to the GTA

Improves transit accessibility to Urban Growth Centres and to the GTA with new/expanded transit services, optimization of the network and improved existing transit services

Recreation and Tourism Travel

Potential to support recreation and tourism travel within and to/from the study area

Directness of routes between population centers, international gateways and tourist/recreation destinations

Peak period (summer/weekend) transportation system performance on key inter-regional corridors – forecast volume/capacity issues at critical screenlines


Diversion of summer recreational trips from local and regional roadways.

Limited potential to support recreation and tourism travel

No potential to improve directness of routes to tourist/ recreation destinations.

Limited improvement (WB = westbound, EB = eastbound, V/C = volume / capacity)








Limited potential to divert summer/ recreational trips from local/ regional roads with optimization of inter-regional network and improved transit services

Moderate potential to support recreation and tourism travel

Moderate potential to improve directness of transit routes and services to tourist destinations within and outside of the study area, including the GTA ; limited improvements for travel to tourist destinations in northern Ontario

Limited improvement (WB = westbound, EB = eastbound, V/C = volume / capacity)








Moderate potential to divert summer/ recreational trips from local/regional roads; some shift to transit and some to inter-regional roads with minor reduction in truck traffic, with new/expanded transit services , improved existing transit and optimization of inter-regional network




Constructability

Potential to ease implementation considering: relative costs; relative property impacts; feasibility/difficulty; and requirements environmental mitigation

No significant constructability issues; no new infrastructure requirements beyond MTO planned MTO planned works

Minor constructability issues associated with new transit services; no major infrastructure requirements beyond MTO planned works

Transportation SUMMARY

Advantages

Optimizes use of existing infrastructure

No significant constructability issues; minor delays on inter-regional road network beyond MTO programmed works

Limited improvement to efficiency of people and goods movement

Limited improvement to transportation system operations, reliability, redundancy and safety

Minor potential to improve modal integration for people and goods movement

Limited improvement to accessibility of Urban Growth Centres

Limited potential to support recreation and tourism travel

Disadvantages

Fails to address transportation problems and opportunities in the GTA West Preliminary Study Area

Advantages

Major potential to improve modal integration for people movement

Significant improvement to transit linkages between Urban Growth Centres

Moderate potential to improve recreation and tourism travel, with new and improved transit services

Minor constructability issues; minor delays on inter-regional road network beyond MTO programmed works

Limited improvement to efficiency of people and goods movement

Limited improvement to transportation system operations, reliability, redundancy and safety

Limited potential to improve modal integration for goods movement

Notes: Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90

“Higher order transportation corridor” is a new corridor separate from existing Rights-of-Way that could be used for one or several transportation modes (e.g., automobile, Bus Rapid Transit, Light Rapid Transit, etc.)



Table B-4: High Level Assessment of Group #3 Alternatives

FACTOR/CRITERIA

Alternative 3-1

Freeway Widening

Widen Highways 401, 407, 410, 400 and 427 extension

Alternative 3-2

Freeway and Arterial Road Widening


AND

Widen Highway 9 (north of study area), Highway 7 through or construct a bypass around Rockwood, Acton, and Georgetown,

Widen Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124

Alternative 3-3



AND

Widen Kirby Road, Mayfield Road and Trafalgar Road (RR 3)

Factor: Community


Support for existing and planned future land use and growth including recognition of growth management plans and policies as articulated in the provincial policies (e.g., PPS, Growth Plan, Greenbelt Plan, NE Plan) and municipal official plans.

Widening existing freeways supports the PPS on optimizing use of existing infrastructure. This alternative includes widening of Highway 401 through designated NEC and Greenbelt lands.

This alternative does not sufficiently support planned future land use or growth as identified in the Growth Plan. However, by widening existing highways, the alternative provides some indirect improvement to the connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph).

This alternative has limited ability to accommodate planned future growth and development pressures in Peel and York Regions

Nuisance/proximity impacts (increased noise, illumination etc,) may occur in built-up areas.

Widening existing freeways and arterial roads supports the PPS by optimizing the use of existing infrastructure. This alternative has a longer length through designated NEC and Greenbelt lands, along Highway 401, Highway 7, Highway 9, Airport Road and Charleston Side Road.

This alternative also crosses the Oak Ridges Moraine along Highway 9.

This alternative does not support planned future land use or growth as identified in the Growth Plan. By widening existing highways and municipal roads, the alternative provides improved connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). It has limited ability to accommodate planned future growth and development pressures in Peel and York Regions although it does provide improved access to future employment areas in Brampton and Caledon.

Some municipal road widening may not be consistent with municipal plans, policies, transportation master plans and/or Official Plans.


Widening existing freeways and arterial roads supports the PPS by optimizing the use of existing infrastructure. This alternative includes widening of Highway 401 through designated NEC and Greenbelt lands.

This alternative does not support planned future land use or growth as identified in the Growth Plan. However, by widening existing highways and municipal roads, it provides improved connections between Urban Growth Centres. (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). It has limited ability to accommodate planned future growth and development pressures in Peel and York Regions although it does provide improved access to future employment areas in Brampton and Caledon.

Some municipal road widening may not be consistent with municipal plans, policies, transportation master plans and/or Official Plans.


Community Features


Widening existing freeways has some potential to impact community features and resources in built-up areas such as Milton, Mississauga, Brampton, Woodbridge and Vaughan. These include direct displacement and access impacts to commercial land uses, residential neighbourhoods and community features adjacent to existing freeways.

Widening existing freeways and arterial roads has significant potential to negatively impact community features and resources in built-up areas in and around Rockwood, Acton, Georgetown, and Brampton (along Mayfield Road) as well as Stewarttown and Ashgrove (along Trafalgar Road). Potential bypasses would reduce impacts in some communities. This alternative also has potential to negatively impact the communities of Mono Mills, Caledon and Erin, along the segment that uses Highway 9, Airport Road, Charleston Side Road and Regional Road 124. Potential impacts include direct displacement and access impacts to commercial land uses, residential neighbourhoods and community features adjacent to existing roads. These types of direct impacts may be difficult to mitigate.

Widening existing freeways and arterial roads has considerable potential to impact community features and resources in built-up areas such as Milton, Mississauga, Brampton, Woodbridge and Vaughan. Potential bypasses may reduce impacts in some communities. This alternative also has potential to negatively impact community features in Stewarttown and Ashgrove, on Trafalgar Road. Potential impacts include direct displacement and access impacts to commercial land uses, residential neighbourhoods and community features adjacent to existing roads. These types of direct impacts may be difficult to mitigate.



Widening existing freeways has minimal potential to fragment agricultural lands. Fringe impacts may occur in agricultural areas. This alternative results in minimal loss of agricultural lands along existing freeways.

Widening existing freeways and arterial roads has minimal potential to fragment agricultural lands. Fringe impacts may occur in agricultural areas. This alternative results in minor loss of agricultural lands in Wellington County, along Highway 7 and RR 124.

Widening existing freeways and arterial roads has minimal potential to fragment agricultural lands. Fringe impacts may occur in agricultural areas. This alternative results in minimal loss of agricultural lands south of Georgetown, along Trafalgar Road.





Cultural Features


Widening existing freeways has some potential to impact built heritage features that are located adjacent to existing highways. There is relatively low potential to impact archaeological resources or cultural landscapes because most areas have been previously disturbed.

This alternative has a high potential to impact built heritage features and cultural landscapes associated with villages such as Rockwood, Acton, Erin, Caledon etc. There is relatively low potential to impact archaeological resources because most areas have been previously disturbed.

Widening existing freeways and arterial roads has some potential to impact built heritage features that are located adjacent to existing highways. There is relatively low potential to impact archaeological resources or cultural landscapes because most areas have been previously disturbed. This alternative has some potential to impact built heritage resources in Stewarttown and Ashgrove.

First Nations


Widening existing freeways has some potential to impact to cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process.

Widening existing freeways and arterial roads has some potential to impact cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process.

Widening existing freeways and arterial roads has some potential to impact cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process.

Advantages

Supports the Government Policy by optimizing the use of existing infrastructure

Relatively minor impacts to Niagara Escarpment and Greenbelt lands

Low potential to impact agricultural operations and results in less loss of agricultural lands because most impacts are on the fringe (of what?)

Low potential to impact archaeological resources because most areas have been previously disturbed

Group 3-1 has minimal impact on community features, because it uses Provincial highways

Groups 3-2 and 3-3 provide improved access to future employment areas in Brampton and Caledon

Potential to improve linkages and accessibility between the urban areas in the GTA West Corridor

Disadvantages

Community SUMMARY

Limited ability to support planned future land use or growth as identified in Government Policy

Group 3-2 has potential for significant direct (i.e., displacement and access) impacts to land uses and community features in places such as Rockwood, Acton, Georgetown, Erin, Caledon, etc., although bypasses may reduce impacts

Group 3-2 has potential for significant direct impacts (i.e., displacement/loss) to built heritage features along existing roads and in communities named above, although bypasses may reduce impacts

Groups 3-2 and 3-3 include major municipal widenings that may not be consistent with municipal plans, policies, transportation master plans and/or Official Plans



FACTOR/CRITERIA

Alternative 3-1

Freeway Widening


Alternative 3-2



AND



Alternative 3-3



AND


Factor: Economy

Industry and trade


Widening existing transportation corridors would service existing and future industry located close to existing provincial highways.

Additional capacity on existing highways would reduce congestion and facilitate goods movement and trade.


Upgraded Highways 9 and 7 and widened arterial roads would provide limited additional support for new industry along upgraded routes.

Additional capacity on existing highways and municipal roads would reduce congestion and facilitate goods movement and trade. Potential bypasses around Rockwood, Acton, Georgetown, Erin, Caledon or Mono Mills may reduce exposure for businesses in existing built-up areas. However, a new bypass could potentially open up lands for new business or light industrial expansion.


Upgraded arterial roads would provide limited additional support for new industry along upgraded routes.

Additional capacity on existing highways and municipal roads would reduce congestion and facilitate goods movement and trade.



Widening existing transportation corridors would service existing tourism operations currently close to existing provincial highways.

Additional capacity on existing highways would reduce congestion and facilitate improved travel for tourism and recreational purposes.


Improved access to Highways 9 and 7 would improve tourism opportunities for new and existing tourist attractions in northern sections of the study area.

Additional capacity on existing highways and municipal roads would reduce congestion and facilitate improved travel for tourism and recreational purposes.


Widened arterial roads may improve tourism opportunities for new and existing tourist attractions in Peel or York Regions.

Additional capacity on existing highways and municipal roads would reduce congestion and facilitate improved travel for tourism and recreational purposes.



NOTE – Direct impacts resulting in fragmentation of agricultural operations or loss of Class 1 lands is dealt with under the Community Factor.

Widening existing transportation corridors could impact existing agricultural operations through “fringe” property impacts (such as……..provide examples and apply other sections where applicable).

Widening existing transportation corridors could impact existing agricultural operations through property access impacts, direct property “fringe” impacts and indirect proximity impacts.

Impacts are potentially significant along Regional Road 124 through Wellington County and Highway 7 and Trafalgar Road through the study area.

Widening existing transportation corridors could impact existing agricultural operations through property access impacts, direct property “fringe” impacts and indirect proximity impacts.

Impacts are potentially significant along Regional Road 124 through Wellington County and Highway 7 and Trafalgar Road through the study area.

Urban Growth Centre Connections

Provision of connections to Urban Growth Centres identified in provincial policy.

Limited improvement to connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). However, by widening existing highways, the alternative provides some indirect improvement to the connections.

Limited improvement to connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). However, by widening existing highways and municipal roads, the alternative provides some indirect improvement to the connections.

Limited improvement to connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). However, by widening existing highways, the alternative provides some indirect improvement to the connections.





FACTOR/CRITERIA

Alternative 3-1

Freeway Widening


Alternative 3-2



AND



Alternative 3-3



AND



Some ability to service future industry along existing travel corridors

Additional capacity reduces congestion and facilitates goods movement and trade

Provides improved access to tourism /recreation operations along existing travel corridors

Additional capacity reduces congestion and facilitates improved travel for tourism and recreational purposes

Groups 3-2 and 3-3 may improve tourism opportunities for new and existing attractions in northern sections of Study Area

Relatively minor impacts to agricultural operations

Group 3-2 - a new bypass (around Rockwood, Acton, Georgetown, Erin, Caledon and/or Mono Mills) could potentially open up lands for new business or light industrial expansion

Disadvantages

Limited ability to improve connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph)

Potential bypasses around Rockwood, Acton, Georgetown Erin, Caledon and Mono Mills may reduce exposure for businesses in existing built-up areas

Groups 3-2 and 3-3 could impact agricultural operations through property access, “fringe” impacts and indirect proximity impacts



FACTOR/CRITERIA

Alternative 3-1

Freeway Widening


Alternative 3-2



AND



Alternative 3-3



AND

Widen Kirby Road, Mayfield Road and Trafalgar Road

Environment


Support for or consistency with federal, provincial and municipal environmental protection policies.

Supports the PPS on the protection of Natural Heritage, Agricultural and Cultural Heritage/Archaeological resources.

Typically lower environmental impacts are associated with widening alternatives through areas that are protected by environmental policies because of smaller footprint impacts and minimal fragmentation. This alternative crosses Greenbelt Plan and NEC lands at Highway 401 west of Milton.


Typically lower environmental impacts are associated with widening alternatives through areas that are protected by environmental policies because of smaller footprint impacts and minimal fragmentation. However, this alternative includes widening segments in four different locations (i.e., at Kirby Road, Charleston Road, Highway 7 and Highway 401) through both Greenbelt Plan and NEC designated areas. It also includes road widening through the Oak Ridges Moraine (along Highway 9).


Typically lower environmental impacts are associated with widening alternatives through areas that are protected by environmental policies because of smaller footprint impacts and minimal fragmentation. This alternative crosses Greenbelt Plan and NEC lands at Highway 401 (west of Milton), at Kirby Road and on Highway 7 in Georgetown.








NOTE: Potential impacts to the Greenbelt, NEC and ORM are dealt with in Environmental Protection Policies (see above)

This corridor alternative has some potential to impact the following environmental features within the following routes:

Highway 401 Widening Approximately 42 watercourse crossings (i.e., intermittent

and permanent) including Mountsberg Creek, Mullet Creek, Sixteen Mile Creek and unnamed tributaries of Bronte Creek, Sixteen Mile Creek, Middle Sixteen Middle Creek, East Sixteen Mile Creek, Credit River, and Cooksville Creek

2 Evaluated Wetland Complexes consisting of the Badenoch-Moffat and Guelph Junction Wetland Complexes

2 significant ecological areas (i.e., unevaluated individual wetland features)

1 ANSI known as Exhumed Silurian Reef

2 Environmentally Sensitive Area known as Guelph junction Woods, Meadowvale Station Woods

Directly within Wellhead Protection Zones (i.e., 2, 10 and 100 years)

Mountsberg Wildlife Area ESA

Highway 407 Widening

Approximately 36 watercourse crossings (i.e., intermittent and permanent) including Etobicoke Creek East Branch, Mimico Creek, West Humber Creek, Humber River, Albion Creek, Highway 50 Tributary, Plunketts Creek, Robinson Creek, Mullet Creek and unnamed tributaries of East Sixteen Mile Creek, Credit River, Etobicoke Creek, and Mimico Creek

1 significant ecological area (i.e., unevaluated individual wetland feature)


All impacted environmental features in Alternative 3-1

AND

Highway 9 Widening (only MNR data used)

Approximately 20 watercourse crossings (i.e., intermittent and permanent) including the Holland River, unnamed tributaries of the Humber River and the Holland River

2 Evaluated Wetland Complexes known as the Pottageville and the Ballycroy Wetland Complexes

Approximately 2 significant ecological areas (i.e., unevaluated individual wetland features)

2 ANSIs known as the Pottageville Swamp and the Humber Headwaters

2 Environmentally Sensitive Area known as an unidentified ESA and the Holland Marsh Lowlands

Directly within a 25 year Wellhead protection Zone in the ORM known as Palgrave # 2-4

Highway 7 Widening

Approximately 22 watercourse crossings (i.e., intermittent and permanent) including unnamed tributaries of Blue Springs Creek and Black Creek

Approximately 3 Evaluated Wetland Complexes consisting of Clythe Creek, Eramosa River – Blue Springs Creek, and Acton – Silver Creek Wetland Complexes. There are an additional 2 potential individual wetlands within the CVC jurisdiction of this corridor



AND

Kirby Road Widening

Approximately 17 watercourse crossings (i.e., intermittent and permanent) including the Main Humber River and unnamed tributaries


1 Environmentally Sensitive Area known as the East Humber River

Directly within the Kleinburg Wellhead Protection Zones (i.e., 25 years)

Mayfield Road Widening

Approximately 21 watercourse crossings (i.e., intermittent and permanent) including Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, Cambells Cross Creek, Etobicoke Creek West Branch, Silver Creek and unnamed tributaries of Fletchers Creek, and the Credit River

1 Evaluated Wetland Complex known as the Heart Lake Wetland Complex


3 ANSIs known as Brampton Buried Esker, Heart Lake




Alternative 3-1 Alternative 3-2 Alternative 3-3

FACTOR/CRITERIA

Freeway Widening


Freeway and Arterial Road Widening Freeway and Arterial Road Widening

Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension

AND AND

Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road co struct a bypass around Rockwoodn , Acton, and Georgetown,

W den Kirby Road, Mayfield Road, Trafalga i r Road (RR3) and Charleston Road, Airport Road and Regional Rd 124


Approximately 21 watercourse crossings (i.e., intermittent and permanent) including Etobicoke Creek West Branch, Etobicoke Creek East Branch, Spring Creek, and unnamed tributaries of Little Etobicoke Creek, Etobicoke Creek, and Spring Creek.


Approximately 22 watercourse crossings (i.e., intermittent and permanent) including Black Creek, East Humber River and unnamed tributaries of the East Humber River


1 ANSI known as Strange Till Plain and 1 Candidate ANSI known as Happy Valley

2 Environmentally Sensitive Areas known as Kettleby Infiltration Area and Happy Valley Infiltration Area. High infiltration rates which contribute to water quality/quantity in high quality reaches.


Approximately 14 watercourse crossings (i.e., intermittent and permanent) including Albion Creek, Highway 50 Tributary, Rainbow Creek and Robinson Creek

Potential impact to Species at Risk.

1 ANSI known as Eramosa River Valley

1 Environmentally Sensitive Area known as Snow’s Creek Woods

Directly within Wellhead protection Zones (i.e., 2, 10 and 100 years)

Mayfield Road Widening

Approximately 21 watercourse crossings (i.e., intermittent and permanent) including Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, Cambells Cross Creek, Etobicoke Creek West Branch, Silver Creek and unnamed tributaries of Fletchers Creek, and the Credit River

1 Evaluated Wetland Complex known as the Heart Lake Wetland Complex. There are an additional potential individual wetland within the CVC jurisdiction of this corridor


3 ANSIs known as Brampton Buried Esker, Heart Lake Forest & Bog and Georgetown Credit Valley

2 Environmentally Sensitive Areas known as Georgetown Credit River Valley and Heart Lake Woodlands

Kirby Road Widening

Approximately 17 watercourse crossings (i.e., intermittent and permanent) including the Main Humber River and unnamed tributaries


1 Environmentally Sensitive Area known as the East Humber River

Directly within the Kleinburg Wellhead Protection Zones (i.e., 25 years)

Trafalgar Road Widening

Approximately 7 watercourse crossings (i.e., intermittent and permanent) including unnamed tributaries of Black Creek and Middle Sixteen Mile Creek

1 significant ecological area (i.e., unevaluated individual wetland features)

1 Environmentally Sensitive Area known as the Hungry Hallow Ravine

Directly within the Wellhead Protection Zones (i.e., 2, 10 and 100 years)

Regional Road 124 Widening

Forest & Bog and Georgetown Credit Valley

2 Environmentally Sensitive Areas known as Georgetown Credit River Valley and Heart Lake Woodlands

Trafalgar Road Widening

Approximately 7 watercourse crossings (i.e., intermittent and permanent) including unnamed tributaries of Black Creek and Middle Sixteen Mile Creek


1 Environmentally Sensitive Area known as the Hungry Hallow Ravine

Directly within the Wellhead Protection Zones (i.e., 2, 10 and 100 years).






FACTOR/CRITERIA

Freeway Widening


Freeway and Arterial Road Widening Freeway and Arterial Road Widening

Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension

AND AND

Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road co struct a bypass around Rockwood, Acton, and Georgetownn ,

W den Kirby Road, Mayfield Road, Trafalgar Road (RR3) and iCharleston Road, Airport Road and Regional Rd 124

Approximately 28 watercourse crossings (i.e., intermittent and permanent) including Caledon Creek and unnamed tributaries of Caledon Creek

8 Evaluated Wetland Complexes known as the Speersville Wetland, Credit River at Alton, West Credit River, Eramosa River – Blue Springs, Speed – Lutteral – Swan Creek, Guelph North-East, Guelph Southwest, and Ellis Creek Wetland Complexes.

Approximately 4 significant ecological areas (i.e., unevaluated individual wetland features)

3 ANSIs known as Guelph Drumlin Field, Eramosa River Valley, and Humber Headwaters

2 Environmentally Sensitive Area known as Binkham Swamp and Brisbane Swamp

Directly within the Caledon Village # 3 and #3A Wellhead Protection Zones (i.e., 25 years). Also within a 2 year Wellhead Protection Zone further west.


Air Quality




Widening existing roads/highways results in increased emissions along existing major travel corridors where built-up areas (i.e., sensitive receptors) are located. The additional emissions are the result of increased traffic volumes. Proximity to receptors increases exposure.





In relation to new highway corridors, widening alternatives require less resource consumption.

In relation to new highway corridors, widening alternatives require less resource consumption. However, this alternative has the longest length of roadway widening.

In relation to new highway corridors, widening alternatives require less resource consumption.

Environment SUMMARY Advantages

Support the Government Policy on the protection of Natural Heritage, Agricultural and Cultural Heritage/Archaeological resources

Minimizes fragmentation of environmental protection policy areas (i.e., Niagara Escarpment Plan, Greenbelt and Oak Ridges Moraine)

Potential for less resource consumption (for widening alternatives) or mineral and aggregate resource related issues

Disadvantages

Widening Highway 400 would impact Oak Ridges Moraine

Increased emissions along existing major travel corridors in built-up areas, where sensitive receptors are located. Proximity to receptors increases exposure

Impacts many environmental features. Although footprint widening may be considered less severe than fragmentation of natural areas, frequency of crossings and ability to mitigate through design may be restricted because of property constraints and design limitations imposed by existing infrastructure.




FACTOR/CRITERIA

Alternative 3-1

Includes Widening of Existing Freeways, Group 1 and Group 2

Widening of existing Provincial Freeways in the GTA West area to provide additional capacity

- Highway 401, Highway 410, Highway 400, Highway 427, 407ETR

Alternative 3-2


Widening of existing Provincial Freeways, Inter-regional Roads (Regional / County Roads) and the construction of local bypasses to provide additional capacity


- County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield Road, Trafalgar Road, Local Bypasses in several locations

Alternative 3-3


Widening of existing Provincial Freeways, Arterial Roads (Regional / County Roads) and the construction of local bypasses to provide additional capacity


- Kirby Road, Mayfield Road, Trafalgar Road, Local Bypasses in several locations


Efficient movement of people







Generally addresses the required infrastructure supply at critical screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 Screenline which operates in a congested state:







No new inter-regional transportation corridors beyond those provided in Group 2

Approximately 43% of the inter-regional transportation system operate better than LOS D for auto trips (lane / km).

Approximately 38% of auto traffic uses the inter-regional system - representing no increase from Groups 1 & 2.

Approximately 31% less auto hours are spent on the inter-regional transportation system for lane km operating at LOS D or worse in comparison to Group 1 & 2.










Approximately 41% of auto traffic uses the inter-regional system - representing an increase over Groups 1 & 2.











Approximately 41% of auto traffic uses the inter-regional system - representing an increase over Groups 1 & 2.


Efficient movement of goods

Potential to support efficient movement of goods between urban growth centres, international gateways, economic centres and regional inter-modal facilities and communities

Peak Period performance of key inter-regional corridors – forecast











FACTOR/CRITERIA




Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 Group 2

Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local local bypasses to provide additional capacity bypasses to provide additional capacity

- Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR

- County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations

volume/capacity issues at critical screenlines










Widening of existing inter-regional transportation system corridors improves linkages between inter-modal facilities

No new high order goods movement corridors

Approximately 26% of the inter-regional transportation system operates better than LOS D for vehicle trips (lane / km).

Approximately 39% of vehicle traffic uses the inter-regional system - representing no increase from the Groups 1 & 2.

Approximately 32% less truck hours are spent on the inter-regional transportation system for lane km operating at LOS D or worse in comparison to Group 1 & 2.









Approximately 42% of vehicle traffic uses the inter-regional system - representing an increase over Groups 1 & 2.










Approximately 42% of vehicle traffic uses the inter-regional system - representing an increase over Groups 1 & 2.








FACTOR/CRITERIA









Potential to support system reliability and reduce redundancy for travel (people and goods) between regions and communities during congested adverse conditions



Moderate support for system reliability and redundancy, with added roadway capacity, new/expanded transit and network optimization

No new alternate routes for inter-regional transportation beyond new transit corridors provided for in Group 2; provides increased inter-regional road capacity on limited alternate routes in the eastern portion of the study area

Potential to improve transportation system reliability with increased inter-regional road and transit capacity


No new alternate routes for inter-regional transportation beyond new transit corridors provided for in Group 2; provides increased inter-regional road capacity on multiple alternate routes across the study area



No new alternate routes for inter-regional transportation beyond new transit corridors provided for in Group 2; provides increased inter-regional road capacity on alternate routes in the eastern portion of the study area


Safety


Potential to improve response times for emergency service providers due to reduced congestion on the inter-regional road network (average speed)


Major improvement to transportation system operations and safety

Provides safety and response time benefits due to improvement in transportation system congestion from increased road capacity (average speed = 63 km/h)

Major potential to reduce collisions due to improved network performance


Provides safety and response time benefits due to improvement in transportation system congestion from increased road capacity on alternate routes (average speed = 59 km/h)



Provides safety and response time benefits due to improvement in transportation system congestion from increased road capacity on alternate routes (average speed = 61 km/h)






Moderate potential to improve modal integration, balance and choice for people movement

Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of widened freeways for bus services

Higher order inter-regional transit services are provided through Group 2, and potential for improved transit operations along inter-regional freeways


Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of widened freeways and arterials for bus services

Higher order inter-regional transit services are provided through Group 2, and potential for improved transit operations along inter-regional freeways and arterials


Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of widened freeways and arterials for bus services

Higher order inter-regional transit services are provided through Group 2, and potential for improved transit operations along inter-regional freeways and arterials

Potential to improve linkages between inter-regional and





FACTOR/CRITERIA












Potential to improve linkages between inter-regional and local transit with new station location and service connections on widened inter-regional corridors, and improved integration through measures in Groups 1 and 2

Improves bus operational performance with improved road network operations

Potential to provide alternate travel modes for tourism/recreational travel on new bus and rail services

Improves accessibility for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles, on existing and new/expanded services as in Groups 1 and 2

Potential to improve linkages between inter-regional and local transit with new station location and service connections on widened inter-regional corridors, and improved integration through measures in Groups 1 and 2




local transit with new station location and service connections on widened inter-regional corridors, and improved integration through measures in Groups 1 and 2







Moderate potential to improve modal integration and choice for goods movement

Improvements to inter-regional road network operations with increased roadway capacity improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with increased roadway capacity on multiple alternate routes improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with increased roadway capacity improves accessibility of inter-modal facilities





FACTOR/CRITERIA












Major potential to improve accessibility between Urban Growth Centres for people and goods movement

No provision of new higher order linkages between Urban Growth Centers beyond transit services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with additional inter-regional road capacity and transportation network operation improvements; limited improvements to roadway linkages to Guelph



Improves accessibility to Urban Growth Centres and the GTA with additional inter-regional road capacity and transportation network operation improvements throughout the study area



Improves accessibility to Urban Growth Centres and the GTA with additional inter-regional road capacity and transportation network operation improvements; limited improvements to roadway linkages to Guelph





Percentage of inter-regional system operating better than LOS D (vehicle lane km) during summer/weekends

Major potential to support recreation and tourism travel

Provides potential to improve directness of routes to tourist destinations within and outside of the study area, including the GTA and toward northern Ontario, with increased road capacity and new/expanded transit services

Several of the critical screenlines are approaching capacity, namely the Hwy 400, Hwy 10 and West of Milton screenlines:








Potential to divert summer/ recreational trips from local/regional roads with increased freeway capacity on











Potential to divert summer/ recreational trips from local/regional roads with increased freeway and arterial











Potential to divert summer/ recreational trips from local/regional roads with increased freeway and arterial capacity on alternate routes





FACTOR/CRITERIA









alternate routes

capacity on multiple routes throughout the study area

Transportation SUMMARY Advantages

Generally addresses people and goods movement transportation demands in the GTA West Preliminary Study Area

Major improvement to efficiency of people and goods movement, with improved inter-regional transportation system operations


Moderate improvement to transportation system reliability and redundancy

Moderate potential to improve modal integration for people and goods movement

Potential to improve linkages and accessibility between urban areas in the GTA West Corridor

Major improvement to recreation and tourism travel and directness of routes to tourist/ recreation destinations in the GTA and northern Ontario

Disadvantages

Significant constructability and staging issues

No new inter-regional transportation corridors

3-1 and 3-3 provide limited roadway redundancy improvements

3-1 and 3-3 provide limited roadway improvements to Guelph

Notes:

Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90





FACTOR/CRITERIA

Alternative 4-1

New Route and Freeway Widening


AND

New Corridor connecting Highway 400 to Highway 410

Alternative 4-2



AND

New Corridor connecting Highway 400 to Highway 407 in Mississauga

Alternative 4-3



AND

New Corridor connecting Highway 400 to Highway 401 in Milton

Alternative 4-4


Widen Highways 6, 401, 407, 410, 400 and 427 extension

AND

New Corridor connecting Highway 400 in Vaughan to Guelph (north of Georgetown

Alternative 4-5



AND

New Corridor connecting Highway 400 in Vaughan to Highway 6 (south of Georgetown and Guelph)

Factor: Community


Support for existing and planned future land use and growth including recognition of growth management plans and policies as articulated in the provincial policies (e.g., PPS, Growth Plan, Greenbelt Plan, NEC Plan) and municipal official plans.

Widening existing freeways supports the PPS by optimizing use of existing infrastructure. This alternative includes widening of Highway 401 through designated NEC and Greenbelt lands. The new corridor section between Highway 400 and a N/S link to Highway 427 crosses the Greenbelt Plan area in the vicinity of the Humber River. Other Greenbelt Plan areas are crossed north of Brampton.

This alternative supports planned future land use and growth as identified in the Growth Plan and, in conjunction with widening the existing highway system, provides improved connections between some Urban Growth Centres (i.e., Vaughan Corporate Centre and Downtown Brampton). This alternative also accommodates planned future growth and addresses development pressures in Peel and York Regions.

This alternative does not serve the Milton/Halton Hills growth areas and therefore only partly addresses growth pressures and the Growth Plan.

New corridors may result in increased nuisance impacts such as noise and illumination to areas closest to the new facility.

Widening existing freeways supports the PPS by optimizing use of existing infrastructure. This alternative includes widening of Highway 401 through designated NEC lands. The new corridor section between Highway 400 and a N/S link to Highway 427 crosses the Greenbelt Plan area in the vicinity of the Humber River. Other Greenbelt Plan areas are crossed north of Brampton and near Georgetown.

This alternative supports planned future land use and growth as identified in the Growth Plan and, in conjunction with widening the existing highway system, provides improved connections between some Urban Growth Centres (i.e., Vaughan Corporate Centre and Downtown Brampton). This alternative also accommodates planned future growth and addresses development pressures in Peel and York.

This alternative does not serve the Milton/Halton Hills growth areas and therefore only partly addresses growth pressures and the Growth Plan.


Widening existing freeways supports the PPS by optimizing use of existing infrastructure. This alternative includes widening of Highway 401 through designated NEC lands. The new corridor section between Highway 400 and a N/S link to Highway 427 crosses the Greenbelt Plan area in the vicinity of the Humber River. Other Greenbelt Plan areas are crossed north of Brampton, near Georgetown and Milton.

This alternative supports planned future land use and growth as identified in the Growth Plan and, in conjunction with widening the existing highway system, provides improved connections between several Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton and Downtown Milton). This alternative also accommodates planned future growth and addresses development pressures in Peel, York and north Halton (i.e., in Milton).


Widening existing freeways supports the PPS by optimizing use of existing infrastructure. This alternative includes widening of Highway 401 and a new transportation corridor through designated NEC lands and the Greenbelt Plan area. The new corridor section between Highway 400 and a N/S link to Highway 427 crosses the Greenbelt Plan area in the vicinity of the Humber River. Other Greenbelt Plan areas are crossed north of Brampton and across the centre of the study area, north of Georgetown (near Cheltenham and Ballinafad).

This alternative supports planned future land use and growth as identified in the Growth Plan and, in conjunction with widening the existing highway system, provides improved connections between all Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). This alternative also accommodates planned future growth and addresses development pressures in Peel and York.


Widening existing freeways supports the PPS by optimizing use of existing infrastructure. This alternative includes widening of Highway 401 and a new transportation corridor through designated NEC lands and the Greenbelt Plan area. The new corridor section between Highway 400 and a N/S link to Highway 427 crosses the Greenbelt Plan Area in the vicinity of the Humber River. Other Greenbelt Plan areas are crossed north of Brampton, south of Georgetown (near Norval) and in areas further west near Speyside, Scotch Block and Brookville.

This alternative supports planned future land use and growth as identified in the Growth Plan and, in conjunction with widening the existing highway system, provides improved connections between all Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). This alternative also accommodates planned future growth and addresses development pressures in Peel and York.


Community Features


The new corridor section from Highway 400 to Highway 410 has minimal impact on existing community features and land uses in York and north Peel. It has minor direct impacts to land uses, communities and resources and minimizes impact to access etc.

This new corridor alternative has some potential to change or affect the “rural” character of Kleinburg, Bolton, Tullmore and Mayfield West. The impacts of a new corridor in areas that are currently rural can be reduced through avoidance of the most sensitive areas and mitigation.

The new corridor section from Highway 400 to Highway 407/401 has minimal impact on existing community features and land uses in north Peel and Halton. It has minor direct impacts to land uses, communities and resources and minimizes impact to access etc.


The new corridor section from Highway 400 to Highway 401 in Milton has minimal impact on existing community features in north Peel and Halton. It has some direct impact to land uses, communities and resources and minimizes impact to access etc.


The new corridor from Highway 400 to Guelph, north of Georgetown has minimal direct impacts to community features adjacent to existing roads in the study area. However, there is some potential to negatively impact rural communities that are currently not close to major transportation corridors or in built-up areas, such as Cheltenham and Ballinafad as well as Kleinburg, Bolton, Tullmore and Mayfield West. The impacts of a new corridor in areas that are currently rural can be reduced through avoidance of the most sensitive areas and mitigation.

The new corridor from Highway 400 to Guelph, south of Georgetown will reduce direct impacts to community features adjacent to existing roads in the study area. However, there is some potential to negatively impact rural communities that are currently not close to major transportation corridors or in built-up areas, such as Norval, Speyside and Brookville as well as Kleinburg, Bolton, Tullmore and Mayfield West. The impacts of a new corridor in areas that are currently rural can be reduced through avoidance of the most sensitive areas and mitigation.







Although new corridors in general can result in greater fragmentation and loss of agricultural lands, the new corridor section from Highway 400 to Highway 410 does not cross large areas of land designated for future agricultural use.

Although new corridors in general can result in greater fragmentation and loss of agricultural lands, the new corridor section from Highway 400 to Highway 410 does not cross large areas of land designated for future agricultural uses. Some agricultural areas and Class 1 soils associated with the Peel Plain are impacted.

New corridors generally result in greater fragmentation and loss of agricultural lands. Although the section of new corridor in Peel and York Regions is not designated for future agricultural uses, there is some potential fragmentation and loss of Class 1 agricultural lands south and west of Georgetown, towards Milton.

New corridors generally result in greater fragmentation and loss of agricultural lands. This corridor impacts agricultural operations, potentially results in fragmentation of farms and results in loss of Class 1 agricultural lands in Wellington County north of Highway 7.

New corridors generally result in greater fragmentation and loss of agricultural lands. However, the new corridor section from Milton westerly (towards Guelph) is not in Class 1 agricultural lands. The area of impact is Class 3 agricultural lands and is therefore not considered sensitive from an agricultural perspective.

Cultural Features


New corridors have more potential to avoid built heritage features, but also have more potential to impact archaeological resources in previously undisturbed areas and impact cultural landscapes. The new corridor between Highway 400 and Highway 427 extension has potential to impact archaeological resources associated with the Humber Valley.

All new corridor alternatives cross the Humber River, a designated Canadian Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical significance in King Township. A new crossing of the Humber River and associated trails can be designed to minimize impacts.


All new corridor alternatives cross the Humber River, a designated Canadian Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical significance in King Township. A new crossing of the Humber River and associated trails can be designed to minimize impacts. This alternative also has potential to impact cultural features in the vicinity of Norval.


All new corridor alternatives cross the Humber River, a designated Canadian Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical significance in King Township. A new crossing of the Humber River and associated trails can be designed to minimize impacts. This alternative also has potential to impact cultural features in the vicinity of Norval.


All new corridor alternatives cross the Humber River, a designated Canadian Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical significance in King Township. A new crossing of the Humber River and associated trails can be designed to minimize impacts. This alternative also has potential to impact cultural resources in the vicinity of Cheltenham and Ballinafad.


All new corridor alternatives cross the Humber River, a designated Canadian Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical significance in King Township. A new crossing of the Humber River and associated trails can be designed to minimize impacts. This alternative also has potential to impact cultural resources in the vicinity of Norval, Speyside, Scotch Block and Brookville.

First Nations


New corridors have more potential to impact lands of cultural or historical significance to First Nations. The significance of these features will be confirmed through discussions with First Nations as part of the EA process.





Community SUMMARY Advantages

Major potential to improve linkages and accessibility between the urban areas in the GTA West Corridor

Support planned future land use and growth as identified in the Government Policy

Address development pressures in Peel and York Regions

Less impacts on community features, land uses and built-up areas

Less impacts on built heritage features in communities throughout Study Area

Disadvantages

Cross varying portions of Niagara Escarpment Plan and Greenbelt designated areas. Alternatives 4-4 and 4-5 cross the largest sections of Niagara Escarpment Plan lands and Greenbelt

Potential to change or affect the “rural” character of some communities (i.e., Kleinburg, Bolton, Tullmore and Mayfield West). Potential increased nuisance impacts (i.e., noise, illumination etc.) in areas closest to new corridor

Potential fragmentation of agricultural operations and loss of Class 1 lands

New crossing of Humber River has potential to impact Canadian Heritage River and Trails (including Toronto Carrying Place Trail) – although impacts can be minimized through design and span of new structures

Potential impacts to archaeological resources in previously undisturbed areas

Potential to impact cultural features near Norval (Alternatives 4-2 and 4-3), Ballinafad and Cheltenham (Alternative 4-4) and Speyside, Scotch Block and Brookville (Alternative 4-5)

Groups 4-1 and 4-2 have limited ability to serve Milton/Halton Hills growth areas



FACTOR/CRITERIA

Alternative 4-1



AND


Alternative 4-2



AND


Alternative 4-3



AND


Alternative 4-4



AND

New Corridor connecting Highway 400 in Vaughan to Guelph (north of Georgetown)

Alternative 4-5



AND


Factor: Economy

Industry and trade


Widening existing transportation corridors would service existing and future industrial areas close to existing provincial highways.

This new corridor alternative would potentially provide improved access to industrial areas in York and Peel Regions and support new industrial areas in the north GTA. It would also improve the efficiency of movement of goods and potentially benefit trade through reduction in congestion and improved access to CP inter-modal terminal in Vaughan and CN inter-modal terminal in Brampton.


This new corridor alternative would potentially provide improved access to industrial areas in York, Peel and Halton Regions and support new industrial areas in northwestern parts of the GTA. It would also improve the efficiency of movement of goods and potentially benefit trade through reduction in congestion and improved access to CP inter-modal terminal in Vaughan and CN inter-modal terminal in Brampton.


This new corridor alternative would potentially provide improved access to industrial areas in York, Peel and Halton Regions and support new industrial areas in northwestern parts of the GTA. It would also improve the efficiency of movement of goods and potentially benefit trade through reduction in congestion and improved access to CP inter-modal terminal in Vaughan and CN inter-modal terminal in Brampton and improved access to the CP intermodal facility in Milton, on Trafalgar Road. Furthermore, the nature of the economic activity in these areas is likely to require more road capacity than the areas served by other alternatives.

This alternative serves industry and trade well because it connects the major existing and emerging nodes that are the focus of the logistics/wholesale trade sectors for growth in Halton. It also supports improved access to these areas for the labour force (i.e., 100,000 jobs over next 20 years).


This new corridor alternative would potentially provide improved access to industrial areas in York, Peel and Wellington County and support new industrial areas north of the GTA. It would also improve the efficiency of movement of goods and potentially benefit trade through reduction in congestion and improved access to CP intermodal terminal in Vaughan and CN intermodal terminal in Brampton.


This new corridor alternative would enhance the area’s economic competitiveness by improving access to existing and planned industrial areas and inter-modal facilities, taking pressure off municipal roads, reducing the cost of congestion, and enhancing transportation system efficiency and reliability/redundancy for growth centres throughout the study area, from Vaughan to Guelph and on to Kitchener-Waterloo.

It would also improve the efficiency of movement of goods and potentially benefit trade.

Furthermore, the nature of the economic activity in these areas is likely to require more road capacity than the areas served by other alternatives.

This alternative serves industry and trade well because it connects the major existing and emerging nodes that are the focus of the logistics/wholesale trade sectors for growth in Halton. It also supports improved access to these areas for the labour force (i.e., 100,000 jobs over next 20 years). Furthermore, the nature of the economic activity in these areas is likely to require more road capacity than the areas served by other alternatives.



Widening existing transportation corridors would service existing tourism operations currently accessible by existing provincial highways.

A new corridor supports improved road connection for intra-provincial tourism, including to Highway 400 and “cottage country” and supports improved road connections for international tourism arriving from Lester B. Pearson International Airport. Some existing tourist / recreational attractions may be impacted although impacts can be minimized through the route selection process.



This alternative provides additional potential to connect the tourist traffic in north GTA with



This alternative provides additional potential to connect tourist traffic in north


A new corridor supports improved road connection for intra-provincial tourism, including to Highway 400 and “cottage country”. Some existing tourist / recreational attractions may be impacted although impacts can be minimized through the route selection process.

This alternative provides significantly improved access to eco-recreational areas (i.e., Forks of the Credit, Palgrave, Albion Hills, Terra Cotta, Elora Gorge etc.), many of which are located along



This alternative provides improved connections to areas south of Guelph, but does not provide a direct link to the Greater Golden Horseshoe south of the study area.





FACTOR/CRITERIA

Alternative 4-1



AND


Alternative 4-2



AND


Alternative 4-3



AND


Alternative 4-4



AND


Alternative 4-5



AND


areas to the south via the Highway 401/407 connection.

GTA with areas to the south and west via the connection to Highway 401 near Milton.

the Niagara Escarpment. However, this alternative does not provide a direct link to the Greater Golden Horseshoe south of the study area.



NOTE – Direct impacts resulting in fragmentation of agricultural operations or loss of Class 1 lands is dealt with under the Community Factor.

Widening transportation corridors could impact existing agricultural operations through property access impacts.

A new corridor has potential to fragment linked operations and change or restrict access. Impacts could partially be mitigated through aligning routes along existing lot lines to avoid fragmentation of existing and linked operations.

This alternative has the some potential to impact agricultural areas in Peel Region.



This alternative has the some potential to impact agricultural areas in Peel and Halton Regions.



This alternative has the some potential to impact agricultural areas in Peel and Halton Regions.



This alternative has the some potential to impact agricultural areas in Peel and Halton Regions as well as Wellington County, west of the escarpment.



This alternative has the some potential to impact agricultural areas in Peel and Halton Regions as well as Wellington County – although agricultural activities are limited west of the escarpment in this alternative.

Urban Growth Centre Connections

Provision of connections to Urban Growth Centres identified in provincial policy.

This alternative, in conjunction with widening the existing highway system, provides improved connections between some Urban Growth Centres (i.e., Vaughan Corporate Centre and Downtown Brampton).

This alternative provides, in conjunction with widening the existing highway system, improved connections between some Urban Growth Centres (i.e., Vaughan Corporate Centre and Downtown Brampton).

This alternative, in conjunction with widening the existing highway system, provides improved connections between several Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton and Downtown Milton).

This alternative, in conjunction with widening the existing highway system, provides improved connections between all Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph).

This alternative, in conjunction with widening the existing highway system, provides improved connections between all Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph).


New corridors provide economic opportunities for industry and improved trade

Provide improved access to CP inter-modal terminal in Vaughan and CN inter-modal terminal in Brampton

Connect major existing and emerging nodes that are the focus of the logistics/wholesale trade sectors for growth in Halton and provide improved access to these areas for the labour force.

Alternative 4-4 provides significantly improved access to eco-recreational areas (many of which are located along the Niagara Escarpment

Alternative 4-5 would enhance the area’s economic competitiveness by improving access to existing and planned industrial areas and inter-modal facilities, taking pressure off municipal roads, reducing the cost of congestion, and enhancing transportation system efficiency and reliability/redundancy for growth centres throughout the Study Area, from Vaughan to Guelph and on to Kitchener-Waterloo

Provide service to existing and future industry

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

Improve connections between Urban Growth Centres through network redundancy

Disadvantages

Potential impacts on linked agricultural operations although route selection process and mitigation could reduce impacts



FACTOR/CRITERIA

Alternative 4-1



AND


Alternative 4-2



AND


Alternative 4-3



AND


Alternative 4-4



AND


Alternative 4-5



AND


Factor: Environment


Support for or consistency with federal, provincial and municipal environmental protection policies.

Typically higher environmental impacts are associated with new corridor alternatives through areas that are protected by environmental policies because the new corridor alternative has a larger footprint and there is more potential for fragmentation. However, some impacts can be avoided and/or mitigated through route location and design features that will be confirmed in future study phases.

This alternative crosses some land designated by the Greenbelt Plan (in York and Peel) and avoids NEC designated areas.






This alternative crosses a large area designated by the Greenbelt Plan (in York, Peel and Wellington County) and NEC designated lands north of Georgetown.


This alternative crosses a large area designated by the Greenbelt Plan (in York, Peel, Halton and Wellington County) and NEC designated lands south of Georgetown.








NOTE: Potential impacts to the Greenbelt, NEC and ORM are dealt with in



AND

Highway 400 to 410 New Corridor

Many watercourse crossings (i.e., intermittent and permanent) within the West Humber Watershed. Impacted watercourses include Etobicoke Creek West Branch, Robinson Creek, Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, East Humber River, Main Humber River, and Cambells Cross Creek

2 Evaluated Wetland Complexes consisting of the Heart Lake and the Tormore Wetland Complexes

Several unevaluated wetland features

2 ANSI’s known as Humber River Valley-Kleinburg and Gooseville Moraine

2 Environmentally Sensitive Areas known as the King Creek Forest and the East Humber River



AND


Many watercourse crossings (i.e., intermittent and permanent) within the Humber and Etobicoke Watersheds. Impacted watercourses include Etobicoke Creek West Branch, Robinson Creek, Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, East Humber River, Main Humber River, Cambells Cross Creek, Mullet Creek, Levi’s Creek and unnamed tributaries of the Credit River, Levi’s Creek, and East Sixteen Mile Creek

Approximately 6 Evaluated Wetland Complexes consisting of the Heart Lake , Tormore , Hungry Hallow, Levi Creek Headwaters, Credit River at Heritage Road, and Norval Wetland Complexes



AND


Many watercourse crossings (i.e., intermittent and permanent) within the Humber and Etobicoke Watersheds. Impacted watercourses include Etobicoke Creek West Branch, Robinson Creek, Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, East Humber River, Main Humber River, Cambells Cross Creek, Mullet Creek, Levi’s Creek, Middle Sixteen Mile Creek, and unnamed tributaries of the Credit River, Levi’s Creek, Sixteen Mile Creek, East Sixteen Mile Creek and Middle Sixteen Mile Creek

Approximately 6 Evaluated Wetland Complexes consisting of the Heart Lake, Tormore, Hungry Hallow, Levi Creek Headwater Wetland, Credit River



AND

Highway 6 Widening

Approximately 5 watercourse crossings

1 Evaluated Wetland known as the Mill Creek Wetland Complex



1 Evaluated Wetland Complex known as the Guelph Southwest Wetland Complex

Directly within Wellhead protection Zones (i.e., 2 and 25 years)

Highway 400 to Guelph New Corridor

Many watercourse crossings (i.e., intermittent and permanent) within the West Humber Watershed. Impacted watercourses include Rogers Creek, Snows Creek, Etobicoke Creek West Branch, Robinson Creek, Clarkway Drive



AND

Highway 6 Widening


1 Evaluated Wetland known as the Mill Creek Wetland Complex

Highway 400 to Highway 6 New Corridor

Many watercourse crossings (i.e., intermittent and permanent) within the West Humber Watershed. Impacted watercourses include Mountsberg Creek, Middle Sixteen Mile Creek, Levi’s Creek, Etobicoke Creek, Etobicoke Creek West Branch, Robinson Creek, Clarkway Drive Tributary, Gore Road Tributary, Salt Creek, East Humber River, Main Humber River, Cambells Cross Creek and unnamed tributaries of Credit River, Fletchers Creek, Sixteen Mile Creek, Middle Sixteen Mile Creek, Etobicoke Creek, Blue Springs Creek, and Bronte Creek

Approximately 16 Evaluated Wetland Complexes consisting of Arkell-Corwhin, Arkell Bog, Ashgrove West, Badenoch-Moffat, Churchville-




Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5

FACTOR/CRITERIA



AND

Ne Corridor connecting Highway 400 to wHi hway 410 g



AND

Ne Corridor connecting Highway 400 to wHighway 407 in Mississauga



AND


New Route and Freeway Widening New Route and Freeway Widening

Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and 427 427 extension extension

AND AND

New Corridor connecting Highway 400 in New an to Corridor connecting Highway 400 in VaughVaughan to Guelph (north of Georgetown) Highway 6 (south of Georgetown and Guelph)

Environmental Protection Policies (see above)

Approximately 5 Species at Risk with ranges within the limits of the new corridor

Wellhead protection Zones within the Kleinburg/Vaughan area (i.e., 2, 10, 25 and 150 years)


3 ANSI’s known as Humber River Valley-Kleinburg, Gooseville Moraine and Georgetown Credit Valley

3 Environmentally Sensitive Areas known as the King Creek Forest, East Humber River and Georgetown Credit River Valley



at Heritage Road, and Norval Wetland Complexes


3 ANSI’s known as Humber River Valley-Kleinburg, Gooseville Moraine and Georgetown Credit Valley

3 Environmentally Sensitive Areas known as the King Creek Forest, East Humber River and Georgetown Credit River Valley



Tributary, Gore Road Tributary, Salt Creek, East Humber River, Main Humber River, Cambells Cross Creek and unnamed tributaries of Fletchers Creek, Credit River, Etobicoke Creek, Black Creek and Silver Creek

Approximately 13 Evaluated Wetland Complexes consisting of Acton-Silver Creek, Ballinafad Ridge, Ballinafad Woods, Caledon Mountain, Cheltenham, Eramosa River – Blue Springs Creek, Guelph North-East, Heart Lake, Marden South, South Ospringe – Highway 25 Swamp, Speed-Lutteral-Swan Creek, Tormore, and Winston Churchill Boulevard Wetland Complexes


6 ANSI’s known as Humber River Valley-Kleinburg, Gooseville Moraine Terra Cotta Forest, Silver Creek Valley, Eramosa River Valley, and Guelph Drumlin Field

5 Environmentally Sensitive Areas known as the King Creek Forest, East Humber River, Terra Cotta Woods, Silver Creek Valley, and Acton Swamp III


Wellhead protection Zones within the Kleinburg/Vaughan area (i.e., 2, 10, 25 and 150 years) as well as within Wellington County (i.e., 2 and 25 years)

Norval, Credit River at Heritage Road, East Oakville Swamp, Guelph Junction, Halton Escarpment, Heart Lake, Levi Creek Headwaters, Mill Creek, North Mansewood, Norval, Scotch Block, and Tormore Wetland Complexes.

Several unevaluated wetland features)

7 ANSI’s known as Humber River Valley-Kleinburg, Gooseville Moraine, Speyside Forest, Halton Forest North, Halton Forest South, Brookville Swamp, and Galt Moraine at Corwhin

3 Environmentally Sensitive Areas known as the King Creek Forest, East Humber River, and Hilton Falls Complex


Wellhead protection Zones within the Kleinburg/Vaughan area (i.e., 2, 10, 25 and 150 years) as well as within Wellington County (i.e., 2 and 25 years)

Air Quality




New transportation corridors have potential to reduce traffic volumes in existing built-up highway corridors and promote more free flow travel conditions, although the next generation of vehicles (i.e., electric hybrids etc.) do not emit while idling or accelerating and thus are immune to changes in traffic flow. There is some potential to increase separation distance between new corridors and built-up areas, which may be beneficial in terms of local pollutant exposure.

No significant increase in GHG emissions is








No significant increase in GHG emissions is anticipated from highway widening options or new transportation corridors since GHG emissions are a





FACTOR/CRITERIA



AND




AND




AND


New Route and Freeway Widening New Route and Freeway Widening

Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and 427 427 extension extension

AND AND

New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Vaughan to Vaughan to Guelph (north of Georgetown) Highway 6 (south of Georgetown and Guelph)

anticipated from highway widening options or new transportation corridors since GHG emissions are a regional/global issue and much of the traffic is only being diverted in from other roadways.




regional/global issue and much of the traffic is only being diverted in from other roadways.



This new corridor alternative will require slightly more resources than freeway widening alternatives.

This new corridor alternative will require more resources than freeway widening alternatives.

This new corridor alternative will require more resources than freeway widening alternatives.

This new corridor alternative will require significantly more resources than freeway widening alternatives, based on its length.

This new corridor alternative will require significantly more resources than freeway widening alternatives, based on its length.

This alternative will impact Halton Shale.

Environment SUMMARY Advantages

New corridors offer some opportunities to increase separation distance between built-up areas and transportation corridor

New corridors offer some opportunities to minimize impacts at environmentally sensitive features through route selection phases and design of new crossings, structures, etc.

Disadvantages

Widening Highway 400 would impact Oak Ridges Moraine

New corridor alternatives have potential to impact and result in loss of and fragmentation of lands designated by Greenbelt and Niagara Escarpment Plans

Alternatives 4-4 and 4-5 have the most potential to impact. including disruption to wildlife movement/corridors and impacts to SAR associated with Niagara Escarpment, and result in loss of and fragment lands designated by Greenbelt and Niagara Escarpment Plans

Potential to impact many significant Environmentally Sensitive Areas, Areas of Natural and Scientific Interest, wetlands, groundwater recharge areas etc. especially those west of Georgetown, although some features can be avoided through route selection process and design of crossings

New corridor alternatives have most potential to impact surface water conditions Alternatives 4-4 and 4-5 have potential for major resource consumption, based on their length

Alternative 4-5 impacts Halton shale




FACTOR/CRITERIA

Alternative 4-1

Includes New Transportation Corridors, Widening of Existing Freeways, Group 1 and Group 2

Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Highway 410

Alternative 4-2


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Highway 401 / HPBATS Corridor

Alternative 4-3


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Highway 401 in Milton area

Alternative 4-4


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Guelph (north)

Alternative 4-5


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Guelph (south)


Efficient movement of people







Generally addresses the required infrastructure supply at critical screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 Screenline which will be operating in a congested state:







Provides new higher order inter-regional transportation corridor over a short distance

Approximately 40% of the inter-regional transportation system operate better than LOS D for auto trips (lane / km)

Approximately 38% of the auto traffic uses the inter-regional system - representing an increase over Group 1 & 2

Approximately 26% less auto hours are spent on the inter-regional transportation system for lane km operating at LOS D or worse in comparison to Group 1 & 2








Provides new higher order inter-regional transportation corridor over a short distance











Provides new higher order inter-regional transportation corridor over a long distance east of the NEC.











Provides new higher order inter-regional transportation corridor over the full study area.











Provides new higher order inter-regional transportation corridor over the full study area.


Approximately 39% of the auto traffic uses the inter-regional system representing an increase of 13% over Group 1 & 2.


Efficient movement of goods

Potential to support efficient movement of goods between urban

Generally addresses the required









FACTOR/CRITERIA







Includes New Transportation Includes New Transportation Corridors, Widening of Existing Corridors, Widening of Existing Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2

Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, 407ETR) and proposed new 407ETR) and proposed new transportation corridor from Highway transportation corridor from Highway 400 to Guelph (north) 400 to Guelph (south)

growth centres, international gateways, economic centres and regional inter-modal facilities and communities

Peak Period performance of key inter-regional corridors – forecast volume/capacity issues at critical screenlines





infrastructure supply at critical screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 Screenline which will be operating in a congested state:







Provides new higher order inter-regional transportation corridor that can provide for goods movement linkages

Approximately 22% of the inter-regional transportation system operate better than LOS D for vehicle trips (lane / km)

Approximately 39% of the truck traffic uses the inter-regional system - representing an increase over Groups 1 & 2

Approximately 28% less truck hours are spent on the inter-regional transportation system for lane km operating at LOS D or worse in comparison to Group 1 & 2

















































FACTOR/CRITERIA












Potential to support system reliability and reduce redundancy for travel (people and goods) between regions and communities during congested adverse conditions



Major support for system reliability and redundancy, with a new transportation corridor, added roadway capacity, new/expanded transit and network optimization

New alternate corridor between Hwy 400 and 410, plus new transit corridors in Group 2 and increased roadway capacity throughout the study area

Potential to improve transportation system reliability with new inter-regional corridor over a short distance and increased road and transit capacity


New alternate corridor between Hwy 400 and 401/407, plus new transit corridors in Group 2 and increased roadway capacity throughout the study area

Potential to improve transportation system reliability with new inter-regional corridor over a short distance and increased road and transit capacity


New alternate corridor between Hwy 400 and 401 at Milton, plus new transit corridors in Group 2 and increased roadway capacity throughout the study area

Potential to improve transportation system reliability with new inter-regional corridor east of Milton and increased road and transit capacity


New alternate corridor between Hwy 400 and Highway 6 at Guelph, plus new transit corridors in Group 2 and increased roadway capacity throughout the study area

Potential to improve transportation system reliability with new inter-regional corridor across the entire study area and increased road and transit capacity


New alternate corridor between Hwy 400 and Highway 6 north of Hwy 401, plus new transit corridors in Group 2 and increased roadway capacity throughout the study area

Potential to improve transportation system reliability with new inter-regional corridor across the entire study area and increased road and transit capacity

Safety


Potential to improve response times for emergency service providers due to reduced congestion on the inter-regional road network (average


Provides safety and response time benefits due to improvement in transportation system congestion from new corridor between Hwy 400 and 410 00 00


Provides safety and response time benefits due to improvement in transportation system congestion from new corridor between Hwy 400 and


Provides safety and response time benefits due to improvement in


Provides safety and response time benefits due to improvement in transportation system congestion from new corridor between Hwy 4


Provides safety and response time benefits due to improvement in transportation system congestion from new corridor between Hwy 4





FACTOR/CRITERIA









speed)


and increased road capacity (average speed = 60 km/h)

Major potential to reduce collisions due

ajor potential to reduce collisions ce ajor potential to reduce collisions ajor potential to reduce collisions

to improved network performance

401/407and increased road capacity(average speed = 61 km/h)

Mdue to improved network performan

transportation system congestion from new corridor between Hwy 400 and 401 at Milton and increased road capacity (average speed = 61 km/h)


and Hwy 6 at Guelph and increased road capacity (average speed = 61 km/h)

Mdue to improved network performance

and Hwy 6 north of Hwy 401 and increased road capacity (average speed = 61 km/h)

Mdue to improved network performance







Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of new corridor over a short distance for transit and widened freeways for bus services

Potential for new higher order inter-regional transit on new corridor, with higher order inter-regional transit services provided through Group 2, and potential for improved transit operations along inter-regional freeways

Potential to improve linkages between inter-regional and local transit with new station location and service connections on new and widened inter-regional corridors, and improved integration through measures in Groups 1 and 2

Improves bus operational performance


Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of new corridor over a short distance for transit and widened freeways for bus services





Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of new corridor east of Milton for transit and widened freeways for bus services





Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of new corridor over the entire study area for transit and widened freeways for bus services



Improves bus operational


Moderate potential to increase attractiveness/ effectiveness of transit from new transit services and improvements in Groups 1 and 2, with addition of new corridor over the entire study area for transit and widened freeways for bus services



Improves bus operational





FACTOR/CRITERIA












with improved road network operations and potential for bus rapid transit (BRT) on new corridor

Potential to provide alternate travel modes for tourism/recreational travel on new transit services

Improves accessibility for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles, on existing and new/ expanded services, as in Groups 1 and 2







performance with improved road network operations and potential for bus rapid transit (BRT) on new corridor



performance with improved road network operations and potential for bus rapid transit (BRT) on new corridor







Improvements to inter-regional road network operations with a new corridor between Hwy 400 and 410, increased roadway capacity improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with a new corridor between Hwy 400 and 401/407, increased roadway capacity improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with a new corridor between Hwy 400 and 401 at Milton, increased roadway capacity improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with a new corridor between Hwy 400 and Hwy 6 at Guelph, increased roadway capacity improves accessibility of inter-modal facilities


Improvements to inter-regional road network operations with a new corridor between Hwy 400 and Hwy 6 north of Hwy 401, increased roadway capacity improves accessibility of inter-modal facilities





FACTOR/CRITERIA














New higher order transportation corridor between Urban Growth Centres of Vaughan and Brampton, and new transit linkages and services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with new corridor between Hwy 400 and 410, additional inter-regional road capacity and transportation network operations; limited roadway linkage improvement to s to Guelph


New higher order transportation corridor between Urban Growth Centres of Vaughan and Brampton toward Milton, and new transit linkages and services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with new corridor between Hwy 400 and 401/407, additional inter-regional road capacity and transportation network operations; limited roadway linkage improvement to s to Guelph


New higher order transportation corridor between Urban Growth Centres of Vaughan, Brampton and Milton, and new transit linkages and services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with new corridor between Hwy 400 and 401 at Milton, additional inter-regional road capacity and transportation network operation improvements; limited roadway linkage improvement to Guelph


New higher order transportation corridor between Urban Growth Centres of Vaughan, Brampton, Milton and Guelph, and new transit linkages and services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with new corridor between Hwy 400 and Hw6 at Guelph, additional inter-regional road capacity and transportation network operation improvements; major roadway linkage improvements to all Urban Growth Centres


New higher order transportation corridor between Urban Growth Centres of Vaughan, Brampton, Milton and Guelph, and new transit linkages and services in Group 2

Improves accessibility to Urban Growth Centres and the GTA with new corridor between Hwy 400 and Hw6 at Guelph, additional inter-regional road capacity and transportation network operation improvements; moderate roadway linkage improvement to s to Guelph






Provides potential to improve directness of routes to tourist destinations within and outside of the study area, including the GTA and toward northern Ontario, with a new transportation corridor, increased road capacity and new/expanded transit services












Several of the critical screenlines are approaching capacity, namely the Hwy 400 and Hwy 10 screenlines:





















FACTOR/CRITERIA









Percentage of inter-regional system operating better than LOS D (vehicle lane km) during summer/weekends





Approximately 11% of the inter-regional transportation system operates better than LOS D for auto trips (lane / km).

Potential to divert summer/ recreational trips from local/regional roads with new corridor between Hwy 400 and 410 and increased freeway capacity






Potential to divert summer/ recreational trips from local/regional roads with new corridor between Hwy 400 and 401/407 and increased freeway capacity




Potential to divert summer/ recreational trips from local/regional roads with new corridor between Hwy 400 and 401 at Milton, and increased freeway capacity





Potential to divert summer/ recreational trips from local/regional roads with new corridor between Hwy 400 and Hwy 6 at Guelph, and increased freeway capacity





Potential to divert summer/ recreational trips from local/regional roads with new corridor between Hwy 400 and Hwy 6 north of Hwy 401, and increased freeway capacity

Constructability

Potential to ease implementation considering: relative costs; relative property impacts; feasibility/difficulty; and requirements environmental mitigation

Significant constructability issues.

Additional right-of-way requirements could significantly impact properties adjacent to freeways through built up areas. Considerable costs and staging requirements will come with widening and reconfiguration of existing freeways

Traffic staging issues will include potential for increased delays during the construction period along each widened facility. The construction costs involved with these improvements are anticipated to be significant.

The provision of a new corridor connecting Hwy 400 and Hwy 410 will require new construction through rural lands




The provision of a new corridor connecting Hwy 400 and Hwy 401 at Hwy 407 will require new construction through rural lands.




The provision of a new corridor connecting Hwy 400 and Hwy 401 at Milton will require additional new construction through rural lands.




The provision of a new corridor connecting Hwy 400 and Hwy 6 at Guelph will require new construction through rural lands across the study area.




The provision of a new corridor connecting Hwy 400 and Hwy 6 north of Hwy 401 will require new construction through rural lands across the study area.





FACTOR/CRITERIA

Alternative 4-1



Alternative 4-2



Alternative 4-3



Alternative 4-4


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Guelph (north)

Alternative 4-5


Widening of existing Provincial Freeways (Highway 401, Highway 410, Highway 400, Highway 427, 407ETR) and proposed new transportation corridor from Highway 400 to Guelph (south)

SUMMARY Advantages

Generally addresses people and goods movement transportation demands in the GTA West Preliminary Study Area

Major improvement to efficiency of people and goods movement, with improved inter-regional transportation system operations


Major improvement to transportation system reliability and redundancy with new transportation corridor

Major potential to improve modal integration for people and goods movement

Major potential to improve linkages and accessibility between urban areas in the GTA West Corridor

Major improvement to recreation and tourism travel and directness of routes to tourist/ recreation destinations in the GTA and northern Ontario

Allows for higher order transit on new higher order roadway

Disadvantages

Significant constructability and staging issues

4-1, 4-2 and 4-3 provide limited roadway redundancy improvements in the western portion of the Study Area

4-1, 4-2 and 4-3 provide limited roadway improvements to Guelph

Notes:

Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90


January 2011 DRAFT Page C-0

APPENDIX C: Summary of Comments and Responses

Revised Draft

January 2011

January 2011 DRAFT Page C-1

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GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010)

Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report

Upon more closely reading through the draft report, I realize that there is in fact road tolling discussed therein, but the discussion seems to be a little inconsistent. For example, I find it mentioned Table B-2 (Appendix B) under the following numbers: 163, 171, 178, 179, 194, 245, 278 and 279. Depending on the question, the check marks and rationale change, which makes sense in some cases but not in all. Based on your comments yesterday regarding provincial direction, I would expect most of these to be identified as "Should be pursued as part of separate study/initiative". However, #163 (new tolls) and #171 (occupancy/congestion tolls) suggest that these "should be considered further as part of GTA West study". Also, while it notes that #163 "has potential to substantively contribute…", for some reason #171 does not, even though most of the transportation analysis is for peak hour congestion.

Although Table B-2 identifies road tolling as an alternative for addressing the transportation problems and opportunities in the study area, a full analysis of road tolling (including congestion tolling) would need to be studied separately. Tolling analysis is generally undertaken during later stages of the EA process once alternative alignments have been developed.

No change. Region of Waterloo Submitted via Email, dated May 12, 2010

Additionally, since the discussion in Appendix A regarding TDM and TSM in other jurisdictions specifically discusses congestion tolling, the discussion of Group 1 (Optimization) in the Executive Summary and in the main text should also include something about it. If, as you indicated yesterday, the Province is providing direction that this issue is too broad to be examined on a corridor-by-corridor basis and needs to be studied separately, it would help the report if a statement was made in that regard. After all, interested parties should at least know that the issued is actually being studied, of which I myself was unaware until yesterday.

See response above. No change.

Regional Municipality of Halton - Public Works and Engineering Services

Include the linkages in the Regional Natural Heritage System (RNHS), as a sub-factor under 1.2 (Terrestrial Ecosystems) of Table B-1: Factors and Criteria for Assessing Preliminary Planning Alternatives, Section 1- Natural Environmental Factors.

Linkages in RNHS added as a sub-factor. Table B-1 updated.

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The Problems and Opportunities should be Listed in the Executive Summary.

Comment noted. Reference to report retained. No change.

Double use of the term “stage”: i) to describe steps in the development and assessment of

alternatives, and; ii) to describe the broader EA process.

Recommend changing the term stage in i) to phase or step.

Terminology is consistent with other reports and documents including Public Information Centre displays.

No change.

Figure titled “Exhibit E-1 Two-Stage Process” shows three stages. Exhibit E-1 updated to show two stages. Exhibit E-1 updated.

Each Map should have a Separate Exhibit/ Figure Number and Title. Nine maps are labeled “Exhibit E-2. The same comment applies to the maps in Appendix B, which have not been assigned Exhibit numbers nor titles.

Exhibit E2s are re-labelled E2 to E10 in the report. No change to Appendix B since all references to these figures are by alternative number (i.e. Group 2, Group 4-1 etc).

Exhibit E2s re-labeled in the report.

Maps should show the number of existing lanes along with proposed new lanes [i.e. see the Niagara to GTA Corridor Planning and Environmental Assessment Study – ATSAR (April 2010), Exhibit E-3 on page xi].

Noted. No change.

The tables in Appendix B are difficult to navigate. It is recommended that:

Page numbers be added to Appendix B, and Table titles be listed on each page of the multi-page tables.

Agreed, page number and titles added to multi-page tables.

Tables updated in Appendix B.

Heading in Table B-3 is incorrect. See comment below. See comment below.

Submitted via Letter, dated July 8, 2010

Table B-3 should be split into 3 separate tables. Agreed. Table B-3 updated

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Rationale Column in Table B-2 does not match Interest / Disinterest in Alternatives.

Comments noted. No change.

Add Halton-Peel Boundary Area Transportation Study (HPBATS) to Definitions.

Agreed. Definition added.

Alternative Groupings

Your comment regarding the Group 4 alternatives has been noted. We will be revising this section as follows “…some effects can be mitigated through careful environmental planning however, some impacts to natural heritage features/functions and agricultural lands will be unavoidable”.

Executive summary Section 4.6 updated and Section 3.9 in main report updated.

Toronto and Region Conservation Authority Submitted via Letter, dated June 1, 2010

Water Management

This phase of the EA will look to identify a route planning “study area” within which routes will be generated in the next phase of the EA process. Water management will be an important component of evaluating route alternatives during the next phase of study, which will also include more detailed work such as field investigations, drainage analysis, and generation of design alternatives at water crossings etc.

No change.

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Terrestrial Natural Heritage System

We will endeavour to integrate infrastructure with natural heritage systems and open space to minimize habitat fragmentation in the next phase of study.

No change.

Items to Consider

The Ministry will work with TRCA to identify conservation land tracts in future route planning study area – as part of next stage of EA with a view to minimizing impacts during route generation/evaluation.

Land use information and mapping has been updated during the study through direct consultation with municipal planning department staff and CAs. In addition, the mapping and information provided by the TRCA on June 30th, 2009 was included in the updated Environmental Assessment Overview of Environmental Conditions and Constraints Report (dated May 2010) and was considered during the evaluation of transportation alternatives. This information will be updated as part of Stage 2.

The route planning study area to be identified at the end of this phase to allow a reasonable range of alternatives to be generated and evaluated. It is recognized that this will include some Greenbelt areas that extend across the study area (in a north south direction) and some areas of the Niagara Escarpment, if Alternative 4-3 is carried forward. Impacts to these areas will be minimized where possible during generation/evaluation of route

No change.

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planning alternatives in the next phase of the EA. The next EA study phase will also be supported by environmental field work that will include identifying locations of the most sensitive features within these designated areas.

Developing the EA – Areas of Concern

We acknowledge TRCA comments that Group 4 alternatives do have higher natural environment effects than Group 3 alternatives. That has been recognized and considered in the evaluation. Group 3-1 was identified as most preferred from a Natural Environment and Cultural perspective and equally preferred as some of the Group 4 alternatives from an economic perspective. Having said that Group 3-1 has higher Land Use/Social impacts, does not perform as well from a transportation perspective and has some significant constructability challenges. Given these issues, Group 3-1 was not carried forward for further consideration. More detailed information on the evaluation of alternatives and rationale for the preferred alternatives (as presented at PIC 4) is available on the project website.

The next phase of EA will continue to seek ways to reduce impacts to significant natural heritage features in TRCA jurisdiction – through route generation and evaluation phases.

Appendix A Comments

1. Indirect impacts (such as noise and air quality, as well as land use) were considered during the evaluation. The next phase of EA

No change.

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will continue to consider additional evaluation criteria that includes direct and indirect impacts at higher level of detail (including drainage and stormwater management).

2. The evaluation criteria under Surface Water includes watershed/sub-watershed drainage features and patterns and the potential to affect existing drainage systems associated with permanent watercourses, which includes floodplain impacts as a result of additional lanes or a new corridor.

3. The intent of this analysis was to identify potential effects at a higher/strategic level to determine which alternatives warranted a higher level of detail. More detailed analysis will be undertaken for the alternatives recommended to be carried forward.

4. Same as response 3.

5. The municipal land use criteria under the Land Use/Socio-economic Environment Factors is intended to include land use plans for existing and future residential, community, commercial, employment or industrial areas. Natural land use areas are taken into consideration under the Natural Environment Factor.


7. Mitigation will be developed in accordance with MTO Standards and Practices. The



extent required (i.e., for a larger footprint) won’t be known until design alternatives are developed in future study phases.

8. The report has been revised to include Environmental Protection Policies for Conservation Authorities.


10. The project team agrees that TRCA’s jurisdiction remains relatively the same for the new corridor sections generated to date and that impacts to the natural heritage systems will be similar for all options. The next study phase will include generating route alternatives that may have varying levels of impacts on sensitive areas within the corridor.

Conservation Halton Submitted via Letter, dated June 3, 2010

Report Overview

Your comment recommending that all efforts be made to avoid the creation of a new corridor is noted and understood. The study team will be incorporating a number of improvements that include elements of Groups 1 to 3 in the preferred Transportation Development Strategy. However, those improvements are still not enough to accommodate the traffic volumes and address transportation problems that are predicted to occur in the study area by 2031.

No change.

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We agree that in Section 3.5.2 under Assessment of Group 2 – Environment the report should note the “potential impact for increase in resource consumption”.

Note added to Section 3.5.2.

Your comment regarding the Assessment of Group 3 and Group 4 has been noted and the text has been revised accordingly.

Executive summary Section 4.6 updated and Section 3.9 in main report updated.

a. The factors and criteria used for NGTA and GTA West studies are essentially the same. In some cases the criteria, forms of measurement or differences between alternatives are documented slightly differently based on characteristics that are unique to each study area. For example, the GTA West study area refers to specific land use development pressures in York and Peel Regions – these types of pressures generally do not exist in the NGTA study area. The NGTA refers to tender fruit farms and specialty agricultural operations which do not exist in GTA West study area. The Provincial Policy Statement (PPS) has been used to develop criteria for both projects. Furthermore, the evaluation criteria for both projects was approved in the Terms of Reference for each study.

b. As significant woodlands are a planning authority responsibility and the study area

No change.

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crosses various municipalities, the project team used MNR’s Natural Heritage Reference Manual (Attachment A2) to provide a guideline that woodlands greater than 40 ha in size should be considered significant. We acknowledge that the linear impact to a woodlot does not entirely represent the amount of impact but, we use it to provide a fair comparison between planning alternatives at a high level, during this phase of the EA process. Even these lengths will vary within corridors, depending on where routes are generated in the next study phase.

c. We acknowledge that the SWHTG identifies wildlife habitat that are not discussed in this section of the report or taken into consideration at this phase of the EA. However, we feel the presence/absence of significant/sensitive features and species are also captured under other categories such as designated areas (ESAs, ANSIs, PSW, NEC and SAR, etc). In addition we acknowledge that permanent and intermittent watercourses both contribute to downstream water quality and fish habitat. A greater level of detail on environmental features will be obtained in the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc.

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Correspondence Comments Received / Concerns Identified R pes no se & Actions Taken / Planned Change to Area Transportation System Alternatives Report

d. A greater level of detail on environmental features (i.e., permanent and intermittent watercourses) will be obtained in the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc.

a. Table B-3 is intended to summarize potential impacts to natural features at a relatively high level of detail – by acknowledging the numbers and names of natural features (including watercourses) potentially impacted by the alternative. We don’t state the type of impact because we don’t know where the route will cross the feature, or on which side of the highway we are widening. Therefore, although we acknowledge that the expansion of existing highways and culverts could create a barrier to fish passage where none currently exist we feel the addition of this type of wording (i.e., level of detail on the impact) is not consistent with the level of detail in the remainder of the table.

We will add SAR in Group 3 alternatives to be consistent with Group 4 alternatives.

In general, we feel that widening existing highways supports the PPS on the protection of Natural Heritage, Agriculture and Cultural Heritage/Archaeological resources because footprint impacts are

Appendix B, Table B-3 updated to incorporate comments in a,b and d.

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contained in an area (usually the highway right-of-way) that is already disturbed. We acknowledge that some impacts (beyond the right of way) are still possible, but that in most cases these are “fringe” impacts to natural, agricultural or cultural areas. Fringe impacts can typically be mitigated using standard mitigation measures and normally result in less impact than new corridor alternatives.

b. We will add the Mountsberg Wildlife Area ESA to list of natural features for Alternatives 3-1.

c. The information listed under Trafalgar Road is consistent with information presented on other sections of Group 3 alternatives.

d. This change can be made in the report.

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a/b. We acknowledge that there are areas of tourism and recreation and a number of unevaluated wetlands that have the potential to be impacted. A greater level of detail on environmental features will be obtained in the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc. Additional evaluation criteria that includes direct and indirect impacts at higher level of detail will also be considered.

c. We believe the “aggregates and mines” sub factor is appropriately placed under the “Land Use/Socio-Economic Environment” and were approved in the Terms of Reference.

d. This phase of EA will look to identify a route planning “study area” within which routes will be generated in the next phase of the EA process. Development pressures resulting from a new corridor will be considered as part of evaluating route alternatives during the next phase of study, which will also include more detailed work. Land use surrounding new corridor highways can be controlled to some extent by location of interchanges etc.

e. We will add “including disruption to

Appendix B, Table B-3, Environmental Summary for Group 4 alternatives updated to incorporate comments in e.

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wildlife movement/corridors and impacts to SAR associated with Niagara Escarpment” to the Environmental Summary row for Group 4 Alternatives that cross the escarpment.

Your concerns regarding Alternative 4-5, the avoidance of a new escarpment crossing and the impacts that aggregate operations have on natural heritage features and function as well as groundwater and surface water features have been noted and will be considered as the study moves forward.

Documents

MRC Report/Proposal Setup Blank - GTA West Corridor...A fast, frequent and expanded regional rapid transit network. High-order transit connectivity to the Toronto Pearson International