Upload
doandiep
View
213
Download
1
Embed Size (px)
Citation preview
7 Roads, T
ransit an
d Parking
7C H A P T E R
ROA D S, TR A N S I TA N D PA R K I NG
v
7.3.1 Roadway Access
The Airport has excellent connec-
tivity with the provincial highway
system serving southern Ontario
(see Figure 7-1) including direct
access from Hwys 409 and 427.
On the east side, secondary access
to the main passenger terminal
area is provided from Airport
Road and Silver Dart Drive, while
on the west side, Convair Drive,
Britannia Road and Courtneypark
Drive provide access to the Infield
cargo area.
In conjunction with the opening
of the first phase of Terminal 1 in
2004, several internal roadway
modifications and improvements
were made. For instance, the por-
tion of Hwy 409 between Hwy
427 and Airport Road was pur-
chased by the GTAA and recon-
structed into a core/collector
system. This improvement pro-
vides a separation between the
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.1
R O A D S , T R A N S I T A N D P A R K I N G
Chapter 7
7 . 1 I N T R O D U C T I O N
The Toronto Pearson International
Airport ground transportation sys-
tem provides a link between the
passenger terminal facilities and
the Greater Toronto Area (GTA)
transportation network.
This chapter describes the existing
groundside facilities and current
groundside system users. Existing
and future demands are described
along with proposed infrastructure
improvements and initiatives
intended to address the long-term
groundside demands.
7 . 2 G R O U N D S I D EP L A N N I N G O B J E C T I V E S
In order to meet the future ground-
side demands for the Airport, the
GTAA will focus on the following
planning objectives:
• Remain committed to sustain -
able environmental solutions to
transportation; as such, the
GTAA views improving transit
access as an important element to
the future of the Airport.
• Ensure that integration between
the Airport’s groundside system
and the GTA road and transit
networks is addressed as a pri-
mary consideration. As the GTA
population grows and traffic con-
gestion increases associated with
this population growth, integra-
tion with transit and trans porta -
tion demand management
initiatives will become increas-
ingly important to improve
access to the Airport and make
use of the Airport as an inter-
modal facility.
• Given the extensive inventory of
the Airport’s groundside facilities,
ensure maximization of each
facility. New facilities will be
planned and scheduled to meet
future demand only as required.
• Continue to be an active partici-
pant in GTA road network plan-
ning and continue to foster
good working relationships with
provin cial, regional and munici-
pal authorities to ensure efficient
planning for all stakeholders.
7 . 3 E X I S T I N G G R O U N D S I D EI N F R A S T R U C T U R E A N DS E R V I C E S
Since taking responsibility for the
management and operation of the
Airport in 1996, the GTAA has
made several major improve-
ments to the groundside sys-
tem. This section describes
the various elements of the
groundside system.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.2
traffic destined to the Airport and
regional traffic (see Figure 7-2).
7.3.2 Parking Facilities
Public Parking
A number of parking locations are
available to meet the public
demand (see Figure 7-3). Parking
garages are provided at Terminals 1
and 3. The Terminal 1 Parking
Garage is an eight-level structure
containing approximately 9,000
public parking spaces. The
Terminal 3 Parking Garage is a
five-level structure containing
approximately 4,200 public park-
ing spaces. Valet parking is
currently available at the
Terminal 1 departures curb.
A reduced rate remote parking
facility is also available across
Airport Road in Area 6A. This is a
surface lot with approximately
2,400 spaces. The Airport
Automated People Mover or
LINK Train provides passenger
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.3
F I G U R E 7 - 2 Airport Hwy Access
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.4
transfer from the Reduced Rate
Parking Lot to Terminals 1 and 3.
A 50-space cellphone lot is located
in Area 6B and is accessed from
Network Road. This is a vehicle
staging area provided for drivers to
park and wait until their party is
available for pick up at the arrivals
curbs. Drivers staging in this area
are required to remain in their
vehicles.
In addition, several private park-
ing facilities are available for pub-
lic parking within close proximity
to the Airport. Those private fa -
cilities provide passenger transfer
to the Airport’s passenger terminals
by bus.
Employee Parking
Approximately 7,000 parking
spaces are available for employees
throughout the Airport. Terminal
employee parking is provided in
Area 6B at Viscount Road (approx i -
mately 4,000 spaces). Terminal 1
employees are temporarily parking
in the old Terminal 2 Parking
Garage until 2009 when a new
parking structure will be available
in Area 6B adjacent to the Viscount
Road LINK Train Station.
On the west side of the Airport, a
total of 750 spaces are provided off
Britannia Road for employees of
the Infield cargo facilities. An
addi tional 450 spaces are also pro-
vided at the Cargo 1/2 facilities.
On the south and west sides of the
Airport, a number of smaller park-
ing lots provide parking for GTAA
staff along Convair Drive and
Britannia Road.
7.3.3 Rental Car Facilities
Parking garages at Terminals 1 and
3 accommodate a rental car ready-
return area on the ground level.
Each of the five rental car compa-
nies use their own off-site facilities
for washing and refuelling.
7.3.4 Commercial VehicleHolding Area (CVHA)
A consolidated commercial vehicle
holding area (CVHA) provides a
staging area for taxis, limousines,
pre-arranged vehicles and charter
busses. This area also serves as
a dispatch centre for taxis and
limousines using an Automated
Vehicle Identification (AVI) sys-
tem. The CVHA is located adja-
cent to Terminal 3 along Airport
Road and has direct roadway con-
nections to Terminals 1 and 3 (see
Figure 7-3). It is also easily accessi-
ble from all access roadways into
the Airport.
Hwy 401
Terminal 1 Parking Garage
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.5
7.3.5 LINK Train
The LINK Train is an automated
people mover (APM) system that
opened in July 2006 (see Figure
7-4). It connects Terminal 1,
Terminal 3 and the Reduced Rate
Parking Lot facilities. The cable-
pulled trains travel the 1.4 km
distance between all three stations
in approximately 3.5 minutes.
7.3.6 Public Transit
A number of transit services are
available to airport users. GO
Transit, Mississauga Transit and
the Toronto Transit Commission
(TTC) all provide regular
scheduled bus transit services
to the Airport.
GO Transit provides service
to Terminal 1 on an east-west
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.6
bus service route taking passengers
between central stops in Bramalea,
Brampton and North Toronto,
including the Yorkdale and York
Mills subway stations.
Mississauga Transit operates a
service to the terminals from the
Square One Shopping Centre and
Westwood Mall (in Malton) with
stops along the way. In addition,
Mississauga Transit serves the
Infield area on the west side of
the Airport.
The Toronto Transit Commission
(TTC) operates several services
to the Airport including the
192 Airport Rocket with service
from the Kipling subway station
and the 58A route with service
from the Lawrence West subway
station.
7.3.7 Other GroundTransportation Services
The Airport is served by many
out-of-town bus, van and shuttle
operators who typically provide
pre-arranged transportation
services to passengers that need
to travel further distances across
Ontario and between Toronto
and Detroit.
Pacific Western Airport Express
provides scheduled service to
down town Toronto. This service
includes stops at the downtown
bus terminal as well as several
major downtown hotels.
7 . 4 E X I S T I N G T R A F F I CD E M A N D A N D U S E RP R O F I L E S
7.4.1 Roadways
On a typical day, approximately
65,000 inbound vehicle trips are
made on the Airport’s groundside
roadway network. The majority of
these trips (82 per cent) are made
to the main terminal area while
the rest are to the various cargo
and airport support facilities.
Terminal 3 Parking Garage
F I G U R E 7 - 4 LINK Train
Figure 7-6 shows the typical distri-
bution of total traffic accessing the
Airport throughout the day.
The majority of trips to the main
terminal area are from Hwys 409
and 427 (68 per cent) while
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.7
Jetliner Road and Silver Dart
Drive account for the remainder
(32 per cent).
Table 7-1 shows the breakdown of
different modes of transportation
used to access the Airport by
passengers. The primary mode of
ground transportation is private
vehicles, followed by taxis and
limousines, rental cars, courtesy
vehicles, out-of-town busses, and
municipal transit.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.8
Vehicle trips made outside of the
main terminal area (cargo and air-
port support facilities) are also
predominately private vehicles
(72 per cent). Single unit trucks
account for about 27 per cent of
that traffic while multiple-unit
truck traffic accounts for 1 per
cent. The overall vehicular mode
split for airport employees is pre-
dominantly private vehicles (94%)
but with a significantly higher
public transit component (6%) in
comparison to passenger traffic.
The number of air passengers per
vehicle varies between modes. On
average, private vehicles carry 1.5
air passengers. This factor is 1.4
for taxis and limousines and 1.7
for rental cars.
The origin and destination of
vehicular trips to and from the
Airport is widely dispersed around
southern Ontario. The majority of
passenger trips are to and from the
Greater Toronto Area (82 per
cent), 17 per cent are to and from
Ontario but outside of the GTA,
and 1 per cent to and from the
United States. Of the trips that are
based in the GTA, more than half
(56 per cent) are from the City of
Toronto, 15 per cent from the
City of Mississauga, 4 per cent
from each of the City of Brampton
and the Town of Markham, and
3 per cent from each of the Town
of Oakville and the City of
Vaughan with the remaining
15 per cent from other GTA com-
munities. The average trip length
to the Airport is 24 km.
The geographical distribution of
trips to and from the cargo facilities
is more concentrated. Approx i -
mately 61 per cent of trips origi-
nate or terminate less than
5 kilo metres away and 86 per cent
of all trips are less than 10 km.
About 5 per cent of all trips
involving the cargo facilities are
destined to and from the United
States with the balance (9 per cent)
destined to or from Ontario
communities.
7.4.2 Parking
The terminal parking garages
accommodate both short-term
and long-term parking needs.
Overall, as shown in Table 7-2,
about 54 per cent of parkers are at
the Airport to meet or send off air
passengers. About 40 per cent of
parkers are arriving or departing
air passengers and 6 per cent are
using the parking garage for other
reasons such as for personal
business at the Airport.
The capacity of a parking facility
is highly dependent on the dura-
tion or the length of time parkers
occupy a space in a facility.
Depend ing on the parking pur-
pose, parking duration varies
significantly. On the whole,
V E H I C U L A R M O D E S P L I T ( PA S S E N G E R S )
Mode Mode Split, Per CentPrivate vehicles 58Taxis and Limousines 24Rental cars 9Courtesy vehicles 6Out-of-town busses 2In-town busses (transit) 1
TA B L E 7 - 1
Source: 2005 Ground Transportation Survey
Passenger Terminal Access Roads
PA R K I N G P U R P O S E
Parking Per centAir Passenger 40Meet Air Passengers 32Send Off Air Passengers 22Other – Business at Airport 6
TA B L E 7 - 2
Source: 2005 Ground Transportation Survey
Total Traffic Accessing the Airport
F I G U R E 7- 6
Vehi
cles
per
Hou
r
Time of Day
0
1,000
2,000
3,000
4,000
5,000
6,000
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:0
011
:00
12:0
013
:00
14:0
015
:00
16:0
017
:00
18:0
019
:00
20:0
021
:00
22:0
023
:00
Source: 2006 Traffic Data Collection Program
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.9
the majority of garage users are
short-term parkers.
Existing parking demand also
varies significantly by day of the
week and by season. For planning
purposes, the annual 95th per-
centile utilization is normally used
to forecast future demand. For
2006, at Terminal 1, the annual
95th percentile utilization was in
the order of 6,700 spaces and
approximately 3,300 spaces at
Terminal 3. The Reduced Rate
Parking Lot utilization was in the
order of 725 spaces.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.10
7 . 5 F U T U R E T R A F F I CD E M A N D
7.5.1 Roadway Access –Terminal Area
The traffic growth that will be
generated on the groundside sys-
tem is forecast to be proportional
to the growth in passenger traffic.
Significant improvements have
been made to the groundside sys-
tems as a result of the develop-
ment of Terminal 1. Those
improvements are expected to be
adequate to accommodate the
forecast demand in the short to
medium term.
Three main roadway improve-
ments to the groundside system
have been identified to accommo-
date forecasted long-term demand
(see Figure 7-7). Those improve-
ments will be implemented only
when warranted by demand.
• Realignment of Hwy 427 and
Silver Dart Drive access to the
Airport: This would be required
for the construction of Pier H
and the associated apron areas.
As part of this work, Jetliner
Road would be removed and its
intersection with Airport Road
would be relocated farther east
adjacent to the Hwy 427 south-
bound on-ramp.
• Directional ramp from Hwy
427 northbound to Hwy 409
westbound: This will be required
only when the current access
from Hwy 427 northbound
reaches capacity. At that point,
all highway access to the Airport
would be via Hwy 409.
• Terminal 3 outbound basket
weave: It is expected that the
outbound roadway from
Terminal 3 will require a basket
weave to separate the movements
from the terminal frontage roads
and Hwys 409 and 427.
The catchment area of airport
users extends well beyond the
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.11
GTA. As such, the quality of air-
port access is highly dependent on
roadway infrastructure under the
control of various provincial,
regional, and municipal authori-
ties. As ground access to the
Airport is only part of the overall
GTA transportation system, inte-
gration with that greater trans-
portation network is important.
Increasing congestion due to con-
tinuing growth in regional popula-
tion and economic activity is
reducing accessibility to the
Airport during peak periods. The
GTA is expected to grow by nearly
2.8 million people and over
1.4 mil lion jobs between 2001
and 2031 (Source: Places to
Grow). This rate of growth will
place a tremendous strain on the
transportation infrastructure.
Persons travelling to and from the
Airport currently experience con-
siderable congestion during peak
travel periods. On average, trips to
or from the Airport tend to involve
longer distances and hence longer
travel times than other trips within
the GTA. Thus, trips destined for
the Airport will be disproportion-
ately impacted by the effects of
increased congestion. Afternoon
peak-period congestion is generally
worse and more widespread than
morning peak-period congestion.
Road-based accessibility to the
Airport is projected to degrade sig-
nificantly between the date of this
document and 2031. Figure 7-8
shows the projected difference in
travel time contours for afternoon
peak period access to the Airport
between 2001 and 2031.
Figure 7-9 shows the projected
change in congestion indices for
morning peak period travel to the
Airport between 2001 and 2031.
The congestion index is defined as
the ratio of congested travel time to
free-flow travel time. For example,
a congestion index of 2.0 would
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.12
indicate that the travel time during
the peak period would be twice as
much as during free-flow period.
As another measure of the impact
on accessibility to the Airport,
Figure 7-10 shows that during the
morning peak period in 2001,
about 51 per cent of the GTA
population is within a 30-minute
trip to the Airport. In 2031, only
29 per cent of the GTA popula-
tion is expected to be within the
same 30-minute trip time.
Given the forecast level of conges-
tion in the GTA, a greater empha-
sis in improving the transit mode
share to the Airport is required.
Some other potential initiatives to
address the issue of peak period
congestion are also discussed later
in this chapter.
7.5.2 Roadway Access –West Side
Traffic to and from the west side
of the Airport is somewhat less
than originally anticipated. This
may be due, in part, to lower
occupancy rates of the Infield area.
The current peak hour traffic is
approximately 500-550 vehicles
per hour (vph) in each direction
and is expected to grow as shown
in Table 7-3.
Under this level of projected ac -
tivity, the current roadway access
to the Infield area is expected to
be sufficient and will not require
any significant improvements.
Two potential long-term improve-
ments have been identified to be
implemented only when war-
ranted by demand:
• Courtneypark Drive may be
widened and extended from the
Airside Service Road over Spring
Creek and under Runway 15R-
33L and Taxiway Foxtrot, con -
nect ing into the extension of
Britannia Road at the north end
of the Infield.
• The widening of Britannia Road
to four lanes from under Taxiway
Mike to Convair Drive.
• A direct off-ramp may be pro -
vided from westbound Hwy 401
connecting to Britannia Road.
Although this option is identi-
fied, it is important to note that
the City of Mississauga has
expressed a desire to extend
Creekbank Road over Hwy 401
and across the west end of the
Airport. A possible off-ramp
from westbound Hwy 401 to
the extended Creekbank Road
would provide a similar level of
service to the west side of the
Airport should it be warranted
by traffic volumes.
7.5.3 Parking Facilities
The growth in airport public park -
ing demand is expected to be pro-
portional to the growth in airport
passenger demand. At that rate,
Terminals 1 and 3 parking facilities
are expected to reach capacity in
the short term. The demand for
terminal employee parking is
expected to grow at an annual rate
of 2 per cent. Table 7-4 summarizes
the forecast public and terminal
employee parking demand.
T E R M I N A L PA R K I N G D E M A N D
Year Public Employees2010 12,500 4,5002015 15,000 5,0002020 17,500 5,5002025 20,500 6,000
TA B L E 7 - 4
0%10%20%30%40%50%60%70%80%90%
100%
150140130120110100908070605040302010
Accessibility to Toronto PearsonMorning Peak Period
F I G U R E 7-10Fr
actio
n of
Tota
l Pop
ulat
ion
Travel Time to Pearson (minutes)
2001 am 2031 am
51
29
Source: Airport Access Study (2005)
F O R E C A S T I N F I E L D P E A K H O U R T R A F F I C
Year Inbound Outbound2010 760 6602015 855 7502020 950 8402025 1,045 930
TA B L E 7 - 3
Commercial Vehicle Holding Area
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.13
In order to meet these demands,
the following plan has been de -
veloped (refer to Figure 7-11):
Terminal 1 Parking Garage
Expansion: An expansion to the
west of the existing Terminal 1
Parking Garage will provide
an additional 3,300 parking
spaces. This additional capacity
will be available when Pier G
is operational.
Terminal 3 Parking Garage:
There are no future expansion
opportunities at the Terminal 3
Parking Garage.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.14
Area 6B Parking Garage: The
long-term parking demand will
be met by the construction of
a 7,500 space parking garage in
Area 6B. This parking structure,
to be connected to the Viscount
Road LINK Train station by a
pedestrian bridge, is scheduled to
be operational by the end of
2009. Com bined with surface
parking, the total capacity of
Area 6B will then be approxi-
mately 9,500 spaces.
The Infield area parking demand
will continue to be accommodated
by a surface parking lot for
employees and visitors.
7.5.4 Commercial VehicleHolding Area
In early 2007, all Commercial
Vehicle Holding Area (CVHA)
facilities were combined into a
consolidated facility in the oval lot
near Terminal 3. While regulatory
changes and mass transit might
change the demand for taxis and
limousines, it is expected that the
long-term demand can be accom-
modated at that location.
7.5.5 LINK Train System
The LINK Train is an automated
people mover (APM) system that
operates within the airport prop-
erty connecting the terminals with
remote parking facilities. It con-
sists of two independent tracks
each with one train operating
independently. The cable-pulled
technology used for the APM
provides a total capacity of 2,150
passengers per hour per direction
(pphpd). This capacity is expected
to accommodate the long-term
demand. Provisions have been
made in the design and construc-
tion of the APM guideway to
allow for the conversion of the
current technology to a self-
propelled technology that would
allow significantly more capacity
when warranted.
The current APM technology also
has expansion limitations. The
only possible expansion to the
system is a second station at
Terminal 1 when Pier H is in
place, for a total of four stations.
In addition, the trains may be
expanded from six cars to seven
cars to increase capacity to
2,500 pphpd. The system cannot
be extended to the east beyond
the Viscount Road Station.
7 . 6 T R A N S I T I N I T I AT I V E S
The GTAA will continue to take
a proactive role in addressing
groundside accessibility and in -
fluencing government plans to
ensure that both provincial and
municipal interests are addressed
while ensuring the integration of
improved access to the Airport.
Access Roads, Parking Facilities & LINK Train Guideway
Approaching Terminal 1 LINK Train Station
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.15
The vision is to include higher
order transit links to access
Toronto Pearson as a part of the
overall plan to enhance access in a
sustainable fashion.
There is little opportunity to
improve roadway access beyond
what is described in this docu-
ment. Therefore the GTAA recog-
nizes that greater integration with
the transit and road improvements
being proposed adjacent to
Toronto Pearson is imperative to
effectively accommodate the
future demand. It is acknowledged
that the current level of transit
service to the Airport must be
improved in comparison with
other major airports in North
America and beyond. As such, the
GTAA will continue to work
proactively with its provincial,
regional and municipal counter-
parts to make accessible transit to
the Airport a reality.
A number of transportation initia-
tives are currently being planned
in the vicinity of Toronto Pearson.
The following section describes
some of those initiatives that are
of specific interest to the GTAA.
7.6.1 Air Rail Link from theAirport to Union Station
This service, as originally proposed
by private developers, would con-
sist of a direct rail link between
Union Station and Toronto Pearson.
It would parallel the existing
Georgetown commuter rail service,
leaving the railway corridor near
Woodbine Racetrack to reach the
Airport at the Terminal 1 LINK
Train Station. As proposed, the
service would operate every
15 minutes, with a total journey
time of 22 minutes. The service is
expected to be operated by diesel
multiple unit (DMU) trains with
possible intermediate stops at
Bloor and Dundas West TTC sub-
way stations, and another stop
near the Woodbine Racetrack.
The final concept as of the date of
this document is currently going
through an Environmental Assess -
ment process. The GTAA has
however made provisions to
accommodate the air rail link at
the Terminal 1 LINK Train
Station by way of a platform-to-
platform connection.
The GTAA supports a direct link
from Union Station as it represents
one of the best opportunities to
improve access to the Airport.
7.6.2 GO Transit Inter-RegionalBus Rapid Transit: MississaugaSegment
In December 2002, GO Transit
announced a proposal to intro-
duce a 100 km Bus Rapid Transit
(BRT) spine facility extending
from the Oakville GO Station to
the Pickering GO Station. This is
illustrated in Figure 7-13.
Part of the GO Transit Inter-
Regional BRT is the Mississauga
Transitway segment, which was
approved under the Environ men -
tal Assessment Act in 1993 and
adden dum in 2005. The
Transitway is proposed as a fully
grade-separated roadway for exclu-
sive transit operations with on line
stations similar to rail transit sys-
tems. The Mississauga BRT is
illustrated in Figure 7-14.
At the end of the line, a gateway
station would be located at
Renforth Drive/Eglinton Avenue.
The ridership on the Transitway
would include riders from
Mississauga destined to the
Airport, northern Toronto,
Toronto’s Central Business District
(CBD) and the TTC Kipling sub-
way station. The Renforth Station
would be the logical transit hub
for these transfers due to its inte-
gration with the Mississauga
Transitway, the BRT Spine Line,
the Eglinton West BRT Line and
the “higher order” transit services
focused on the Airport. Since
1999, the GTAA has protected a
corridor for transit to access the
LINK Train Station
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.16
Airport from Renforth/Eglinton
within its Land Use Plan.
The Mississauga segment of the
inter-regional BRT network has
received federal and provincial
funding commitments to support
the planned implementation of the
facility between the Mississauga
City Centre and the Renforth
Gateway. In addition, the Ontario
Ministry of Transportation
(MTO) has initiated the redevelop -
ment of the Hwy 427 corridor
reflecting the need to incorporate
transit-priority improvements in
the design.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.17
These initiatives will greatly
enhance the accessibility of the
Airport to the adjacent municipal-
ities, and linkages of the Renforth
Gateway to the Airport would
complement the planned invest-
ment in the BRT facility and the
Hwy 427 expansion. As a result,
the Renforth Drive corridor
becomes a logical location to
develop transit service enhance-
ments into the Airport.
In the short term, the GTAA will
integrate the terminal area with
the Mississauga Transitway (see
Figure 7-15). Transit signal priority
measures will be implemented
along the Renforth Drive and
Silver Dart Drive intersections.
When warranted by demand, a
separate system or a higher-quality
connection, such as a BRT, could
be implemented as a medium- to
long-term proposal.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.18
7.6.3 The Toronto TransitCommission (TTC) Transit CityLight Rail Plan
In March 2007, the TTC
announced their Transit City
Light Rail Plan for a rapid transit
expansion in the City of Toronto.
The plan identifies six major corri-
dors where rapid transit could be
introduced. Those corridors are
shown in Figure 7-16.
Of particular interest are the
Eglinton Crosstown and the
Etobicoke-Finch West corridors.
The Eglinton Crosstown corridor
extends 31 km along Eglinton
Avenue linking the Kennedy
subway station in the east with the
Mississauga BRT in the west. The
corridor would also connect with
the existing Bloor-Danforth,
Yonge, Scarborough rapid transit
and Spadina subway systems and
with the proposed Scarborough
Malvern, Don Mills and Jane
light-rail corridors. Connection
into the Airport would be pro-
vided from the Renforth/Eglinton
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.19
station as described in sec-
tion 7.6.2.
The Etobicoke-Finch West corri-
dor extends 18 km along Finch
Avenue linking the Finch subway
station with northern Etobicoke.
Although the corridor ends at
Hwy 27, future expansion to the
south and west could provide
access to the Airport.
7.6.4 Other Provincial Initiatives
In June 2007, the Province of
Ontario announced funding for
MoveOntario 2020, a 12-year
building plan that will deliver
52 rapid transit initiatives in the
GTA and Hamilton areas. Of par-
ticular interest to the Airport are
the following initiatives, some of
which have been described in
more detail in previous sections:
• GO Bus Rapid Transit along
Hwy 403 from Oakville GO rail
station to Mississauga
• Mississauga Transitway west of
Mississauga City Centre to
Winston Churchill Boulevard
• Mississauga Transitway east of
Mississauga City Centre to
Renforth Drive
• GO Bus Rapid Transit northwest
Toronto link from Renforth
Drive to York University
• GO Bus Rapid Transit connector
on Hwy 427 from Renforth
Drive to Hwy 407
• GO Bus Rapid Transit along
Hwy 407 from Burlington to
Hwy 401
• GO Bus Rapid Transit along
Hwy 407 from Hwy 401 to
Hwy 427
• GO Bus Rapid Transit along
Hwy 427 from Hwy 401 to York
University
• Toronto Pearson Air-Rail Link to
Union Station
• Eglinton Avenue Light Rail
Transit from Renforth Drive to
Kennedy Road in Scarborough
The MTO has recently opened
their first High Occupancy
Vehicle (HOV) lanes on Hwys
403 and 404 (southbound). These
facilities have been well received,
and similar priority lanes are being
considered on many 400-series
highways in the GTA. Both the
existing and future freeway-based
HOV facilities are illustrated in
Figure 7-17.
The province also recently created
the Greater Toronto Transporta -
tion Authority (GTTA). One of
the GTTA’s priorities is to develop
an integrated regional transporta-
tion plan for local transit, GO
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.20
Transit, and roads for the GTA
and Hamilton.
The GTAA is encouraged by the
creation of the GTTA and sup-
ports its mandate. The Airport
will work proactively with the
GTTA to contribute to its success.
7.6.5 Intermodal Terminal
An airport is a natural intermodal
facility. Conceptually an inter-
modal terminal would become the
focal point of the Airport’s transit
services. Such a facility could
accommodate a combination
of transit operations from local
transit to inter-city services.
The short-term strategy for inte-
grating Toronto Pearson with
other transit initiatives is to maxi-
mize the use of the Ground Level
at Terminal 1 where a number of
connections are already possible.
Platform curb space is readily
available to serve near-term
requirements including any con-
nection to the BRT network via
the internal road system which
provides efficient access to the
roadways beyond the Airport.
This location offers some addi-
tional near-term capacity based on
available curb space and the
reduction in inter-terminal and
parking shuttle busses associated
with the introduction of the
LINK Train. Longer-term capacity
could be increased with minimal
construction and reconfiguration
of the landscaped area adjacent to
the parking garage.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.21
7 . 7 T R A N S P O RTAT I O ND E M A N D M A N A G E M E N TI N I T I AT I V E S
Transportation Demand Manage -
ment (TDM) is broadly defined
as “influencing traveller behaviour
for the purpose of reducing or
redistributing travel demand”.
The primary purpose of TDM is
to reduce the number of vehicles
using the transportation network
while providing a wide variety of
mobility options for those who
need to or wish to travel. To
improve airport access in the
future, the GTAA supports TDM
initiatives such as the HOV con-
cept of the Ministry of Transport -
a tion and the Smart Commute
program.
Chapter 7 > ROA D S, TR A N S I T A N D PA R K I NG
7.22
7 . 8 C O N C LU S I O N
Over the last decade, the ground-
side system at Toronto Pearson has
been significantly improved. The
GTAA has built the platform nec-
essary to meet the short- and long-
term demands on its groundside
facilities.
The new roadway network pro-
vides flexibility for integration
with on-site facilities as well as
with the external roadway net-
work. As road-based congestion
in the GTA increases, the need to
increase transit to the Airport is
seen as a major objective.
Increased levels of transit can
easily be accommodated within
the Airport’s current groundside
system. The GTAA is committed
to work with its partners and
stakeholders to make this happen.