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Metrolinx - Barrie Rail Corridor Expansion Project Traffic Impact Analysis Report – August 8, 2017
Executive Summary As additional funding becomes available from the Province, the next phase(s) of the Project will include the second track between Aurora GO Station and Allandale Waterfront GO Station and associated station upgrades. Metrolinx, an agency of the Province of Ontario, has proposed the expansion of the Barrie rail corridor and is As part of Phase One of the BRCE Project, GO Expansion along the corridor over the next 10 years will include: evaluating the environmental effects of this transit project in accordance with the Transit Project Assessment Process (TPAP). The TPAP is regulated by the Environmental Assessment Act (EAA) under Ontario Regulation All-day, two-way 15-minute service between Aurora GO Station and Union Station; 231/08 – Transit Projects and Metrolinx Undertakings (O. Reg. 231/08). The existing Barrie rail corridor is primarily Peak period, peak direction 30-minute or better service between Allandale Waterfront GO Station and Union a single track, approximately 63 miles in length, running from Union Station in the City of Toronto to Allandale Station; Waterfront GO Station (Mile 63.00 Newmarket Subdivision) in the City of Barrie, as shown in Figure 1-1 (located within the main text). Off-peak, two-way 60-minute service or better between Allandale Waterfront GO Station and Union Station; and The TPAP for the Barrie Rail Corridor Expansion Project (BRCE Project) includes the following infrastructure 4 components: Electrification of the entire Barrie rail corridor . A second track between Lansdowne Avenue in the City of Toronto (Mile 3.00) to Allandale Waterfront GO The following service level scenarios were assessed as a part of this TPAP: 1 2 Station in the City of Barrie (Mile 63.00) ; Current: 14 diesel trains from Union Station to Allandale Waterfront GO Station in 2016;
Upgrades at existing GO Stations along the corridor: Rutherford, Maple, King City, Aurora, Newmarket, East Future, Scenario 1: up to 36 diesel trains per day from Union Station to Aurora GO Station by 2021, which Gwillimbury, Bradford, Barrie South and Allandale Waterfront; includes 20 diesel trains between Aurora and Allandale Waterfront GO Station; and
Upgrades to existing structures within the Barrie rail corridor including bridges and culverts; and Future, Scenario 2: up to 180 electric trains from Union Station to Aurora GO Station in 2025 and beyond, 5 A new layover facility within the Town of Bradford West Gwillimbury for overnight storage of trains. which includes 46 electric trains between Aurora and Allandale Waterfront GO Station . In June 2016, Metrolinx announced five new GO Stations for the Barrie rail corridor. These stations were endorsed The BRCE Project will be implemented in different phases. The first phase of the BRCE Project includes the by each municipality and received Municipal Council resolution approvals in November 2016. The new GO corridor infrastructure components to support the GO Expansion program over the next 10 years. As such, Phase Stations include: One includes: Spadina (at Front Street) in the City of Toronto; Detailed design and construction of a second track from Tecumseth Street in the City of Toronto (Mile 1.35) Bloor-Davenport (Bloor Street near Lansdowne Avenue) in the City of Toronto; to Aurora GO Station (Mile 29.90)3; Kirby (near Keele Street) in the City of Vaughan; Upgrades to the Rutherford, Maple, King City, and Aurora GO Stations; and Mulock (near Bayview Avenue) in the Town of Newmarket; and Detailed design and construction of a new layover facility within the Town of Bradford West Gwillimbury for overnight train storage. Innisfil (at 6th Line) in the Town of Innisfil. The location for each proposed new GO Station is identified in the Preferred Design Rail Corridor Plans (Drawings SK-C-001 - SK-C-144) appended to the BRCE Environmental Project Report (EPR). Public consultation for all new GO Stations in collaboration with the municipalities will be part of the next phase of the GO Regional Express Rail (RER) program. New GO Stations have not been assessed as part of this TPAP and will be subject to an Addendum.
1The portion of the corridor from north of Bloor Street (Mile 3.91) to south of Davenport Road (Mile 4.87) falls within the area 3 The portion of the corridor from Tecumseth Street (Mile 1.35) to Lansdowne Avenue (Mile 3.00) was assessed under a of the Davenport Diamond Grade Separation project which was assessed under a separate TPAP and includes a double separate TPAP (Georgetown South Service Expansion and Union-Pearson Rail Link Environmental Project Report, July track only. 2009), however the additional track work within this section has been included as part of the detailed design of Phase One 2 The double track expansion for the section of the Barrie rail corridor between south of Steeles Avenue (Mile 12.86) in the of the BRCE Project. City of Toronto and south of the Rutherford GO Station (Mile 16.50) in the City of Vaughan was assessed under a separate 4 The electrification of the Barrie rail corridor is being assessed under a separate TPAP. As such, the GO Rail Electrification Environmental Assessment (EA) (Barrie Corridor Double Track Expansion Project Summary Report, August 2014) and is TPAP will address any electrification considerations for the corridor beyond the works proposed as part of the BRCE TPAP. not included as part of this TPAP. 5 Assessed as part of a separate system-wide Electrification TPAP.
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R.J. Burnside & Associates Limited (Burnside) was retained to undertake and prepare this Traffic Impact Analysis It is anticipated that the expansion of two existing grade separations, at Major Mackenzie Drive (Mile 18.10) and in support of the TPAP, which forms part of the BRCE EPR. In general, the purpose of this Report is to assess Yonge Street, (Mile 28.50), will be required during construction of Phase One of the BRCE Project, and the the: expansion of the Coxmill Road (Mile 61.14) grade separation will be required during construction of a future phase of the Project. Further review is recommended at these locations, as part of the detailed design work for the BRCE Existing and future traffic at all at-grade rail crossings to determine the exposure index and to identify locations Project, to prepare mitigation measures to address the construction and operational effects in these areas. where additional train traffic may increase vehicular delay/queues such that it could affect adjacent intersections; There are 54 existing at-grade road/rail crossings on the Barrie rail corridor. The automated warning device on 51 of these crossings consists of Reflectorized Crossbucks, Flashing Lights, Bell and Gates (RFBG). Of the Existing traffic operations at GO Stations along the corridor and identify current issues; remaining three crossings, two are private crossings with only reflectorized crossbucks and stop signs, and one Future GO Station traffic operations based on forecasted traffic growth on the external road network; and crossing has recently been closed and had the warning system removed.
Potential traffic related effects associated with the future Bradford Layover Facility which is proposed to be The exposure index for each at-grade crossing (cross-product of average daily traffic volume and number of located within the Artesian Industrial Park. trains) was calculated for existing, 2021 and 2025 conditions in order to identify crossings that warrant more detailed consideration for grade separation (e.g., a resultant exposure index greater than 200,000). It was found Ridership on the Barrie Rail Corridor that eight crossings currently meet the exposure index criteria for consideration of a grade separation, ten The Barrie rail corridor is primarily a commuter service, with over 95% of the trips currently being made for work additional crossings are expected to meet this criteria under 2021 conditions, and 15 additional crossings are purposes. Ridership growth on the Barrie rail corridor increased by about 70%; between 2010 and 2014. The expected to meet this criteria under 2025 conditions. greatest growth in this time period occurred at the Maple GO Station, which added 3,200 trips (e.g., 145% growth). Metrolinx has completed a System-wide Grade Separation Study, which includes detailed safety assessments of Based on 2014 GO Transit cordon count data, various trains were running between 101% and 136% of their all at-grade crossings and a multi-criteria-based evaluation methodology to assess the grade separation seating capacity in the busiest section of the corridor (e.g., between the Rutherford GO Station and York requirements of their overall rail network. University GO Station). Metrolinx has developed a priority list (based defined criteria) for addressing congestion and other concerns at Growth in weekday peak period GO Rail ridership on the Barrie rail corridor (defined as the three hour period in existing at-grade rail/road crossings. It was necessary to develop a tiered approach to consider prioritization. Tier the A.M. or P.M. with the highest ridership) is forecasted to increase from 10,742 riders in 2015 to 15,930 riders One for the Barrie rail corridor incudes at-grade crossings with high and medium priority based on the 15-minute in 2021, and to 21,860 riders in 2025 and beyond, with some GO Stations seeing ridership growth of over 160%. service area and an Exposure Index of over 200,000 by 2031. Estimating that 55% of the peak period trips occur during a peak hour (hour during the peak period with the highest ridership), it is forecasted that the weekday peak hour ridership on the Barrie corridor will increase from As shared infrastructure, grade separations are partnership efforts and require municipal consultation and 5,852 riders in 2015 to 8,847 riders in 2021, and to 12,209 riders in 2025 and beyond. agreement. Discussions have been underway with York Region and City of Toronto on the potential priority locations, including: Rail Infrastructure • Rutherford Road (Mile 16.83); The additional (second) track and increased service levels proposed to accommodate the future ridership forecasts will require modifications to the various types of rail crossings along the Barrie corridor including road • McNaughton Road (Mile 18.49); and crossings, active transportation crossings, and farm crossings. There are 35 grade-separated crossings on the • Wellington Street East (Mile 29.99). Barrie rail corridor, which consists of: A separate Municipal Class EA has been completed by York Region for the Rutherford Road grade separation 30 road/rail grade separations; and design is currently underway. Grade separations at McNaughton Road and Wellington Street East have not One pedestrian overpass; been assessed as part of this TPAP and will be subject to further assessment. The locations for each of these crossings is shown on the Preferred Design Rail Corridor Plans (Drawings SK-C-001 - SK-C-144) appended to Two pedestrian tunnels; the BRCE EPR. One rail/rail grade separation; and Existing and proposed active transportation crossings, which include all trail and pedestrian crossings, were One road/rail grade separation under construction. identified along the Barrie rail corridor. For the 13 existing active transportation crossings, the BRCE Project will incorporate crossing protection measures, as necessary, to ensure safe operations. For the seven proposed trails along the corridor and 49 proposed trail crossings it is recommended that the trail authority/municipality consider
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any relocation requirements, crossing protection measures or grade separation needs within their planning Proposed Bradford Layover Facility processes for these facilities to ensure safe operations. Metrolinx will work collaboratively with the respective trail In order to accommodate the future service expansion along the Barrie rail corridor, a new train layover facility is authorities/municipalities to develop customized pedestrian policies, screening tools and warrants for trails required for the overnight storage, service and maintenance of trains. The proposed layover facility, to be situated proposed to cross or run parallel to the Barrie rail corridor. within the Artesian Industrial Park in the Town of Bradford West Gwillimbury, includes storage for six, 12-car A total of 13 existing farm crossings were identified along the Barrie rail corridor. For private crossings where consists. The site will be developed with a number of maintenance buildings, internal paved access roads and a there are two or more tracks, a warning system with gates (RFBG) is required if the exposure index is over 100, 32 space parking lot. as per the Grade Crossing Standards (Transport Canada, July, 2014). Therefore, consultation with the owners of Construction and operation of the Bradford Layover Facility is anticipated to have negligible traffic-related effects the farm crossings will be undertaken prior to Project construction in order to determine the extent of vehicular to the surrounding road network. Access to the site will be via Artesian Industrial Parkway, which subsequently use on the crossings so that an appropriate form of protection can be designed. Where alternate travel routes connects to Dissette Street/Line 8 via a signalized intersection and to Line 9 via an un-signalized T-intersection. exist, further consideration should be given to closure of applicable crossings. The operation of the facility itself will not generate a significant volume of additional vehicular traffic, and it is GO Station Improvements anticipated that the additional trains will not have any significant effects on vehicular traffic at nearby at-grade road/rail crossings. At existing GO Stations, the proposed works included in the scope of the BRCE Project involve primarily platform/station building improvements to accommodate the addition of a second track and to protect for a possible future third track (south of and including the Aurora GO Station). No parking expansions or station access
improvements are currently being proposed as part of the BRCE Project. Metrolinx is currently preparing an update to the 2013 GO Transit Rail Parking and Station Access Plan to assess future parking requirements for all GO Stations in alignment with the GO Expansion servicing scenario.
Recognizing that the need for future parking and station access improvements will be primarily guided by the updated 2013 GO Transit Rail Parking and Station Access Plan, this Report has identified theoretical parking requirements to accommodate the GO Expansion ridership forecasts in order to assess potential future traffic conditions surrounding the GO Stations. The traffic analysis identified potential intersection and road improvements that may be required; however, these require confirmation through future studies associated with any specific parking expansion projects initiated by Metrolinx in the future.
The traffic-related effects at the proposed Caledonia GO Station and Downsview Park GO Station were also assessed to identify potential effects from the proposed corridor expansion. Given that these stations are expected to operate primarily as transfer stations with the Eglinton Crosstown Light Rail Transit (ECLRT) Line and the Toronto-York Spadina Subway Extension, respectively, vehicular traffic effects are expected to be minimal.
In order to reduce traffic congestion and future parking expansion requirements, Metrolinx will continue to promote increased pedestrian, cyclist, and transit access to all GO Stations along the Barrie rail corridor. Improved active transportation linkages and transit connections will be included wherever possible in any future station improvement plans.
It is recommended that planned transit improvements servicing GO Station areas along the Barrie corridor be implemented by the local transit authorities in order to maximize transit connections with the proposed GO Expansion service. Similarly, planned active transportation improvements are recommended to be implemented including new trails, bike routes or lanes, new sidewalks, etc. that would provide improved pedestrian/cyclist access to the GO Stations along the Barrie corridor.
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Table of Contents 3.4.4 Mile 33.55 - Water Street ...... 30 3.4.5 Mile 33.64 - Timothy Street ...... 30 3.4.6 Mile 34.16 - Davis Drive ...... 31 1. Introduction ...... 1 3.4.7 Mile 35.61 - Green Lane East ...... 31 1.1 Corridor Overview ...... 4 3.4.8 Mile 36.38 - Concession Road 2 ...... 32 3.4.9 Mile 37.65 - Chapman Street ...... 32 1.2 Study Area ...... 4 3.4.10 Mile 37.71 - Old Yonge Street ...... 33 1.3 Metrolinx/GO Rail Facilities Background Studies...... 4 3.4.11 Mile 38.43 - Bradford Street ...... 33 1.3.1 Bradford Corridor Planning Study ...... 4 3.4.12 Mile 39.33 - Oriole Drive ...... 33 1.3.2 Benefits Case Assessment ...... 4 3.4.13 Mile 39.66 - Bathurst Street (Townline) ...... 34 1.3.3 Barrie Corridor Planning Study ...... 5 3.4.14 Mile 40.53 - Kalver Street ...... 34 1.3.4 Passenger Survey ...... 5 3.4.15 Mile 40.93 - Toll Road ...... 34 1.3.5 GO Station Parking Studies ...... 7 3.4.16 Mile 41.02 - Private Drive ...... 35 1.3.6 GO Regional Express Rail Initial Business Case ...... 10 3.4.17 Mile 41.25 - Private Access ...... 35 3.4.18 Mile 41.39 - Given Road ...... 36 2. Ridership on the Barrie Rail Corridor ...... 10 3.4.19 Mile 41.94 - Wastewater Treatment Plant Access ...... 36 2.1 Existing Service and Ridership on the Barrie Rail Corridor ...... 10 3.4.20 Mile 42.26 - Industrial Road ...... 36 2.1.1 Peak Train Capacity ...... 13 3.4.21 Mile 43.37 - Line 9 ...... 37 3.4.22 Mile 44.34 - Line 10 ...... 37 2.2 Growth in the Barrie Rail Corridor Catchment Area ...... 13 3.4.23 Mile 45.37 - Line 11 ...... 37 2.3 Barrie Rail Corridor Ridership and Traffic Forecasts ...... 13 3.4.24 Mile 46.29 - Line 12 ...... 38 2.3.1 Existing Barrie GO Stations ...... 14 3.4.25 Mile 47.21 - Line 13 ...... 38 2.3.2 Proposed Caledonia GO Station ...... 16 3.4.26 Mile 49.05 - Gilford Road ...... 38 2.3.3 Proposed Downsview Park GO Station ...... 17 3.4.27 Mile 49.24 - 1st Line (Shore Acres Drive) ...... 39 2.3.4 York University GO Station ...... 19 3.4.28 Mile 50.12 - 2nd Line ...... 39 3.4.29 Mile 50.99 - 3rd Line ...... 39 3. Traffic Considerations at Rail Crossings along the Barrie Rail Corridor ...... 20 3.4.30 Mile 51.89 - Killarney Beach Road ...... 40 3.1 Existing Grade Separations ...... 20 3.4.31 Mile 52.82 - Belle Aire Beach Road ...... 40 th 3.2 At-Grade Rail Crossing Criteria ...... 21 3.4.32 Mile 54.56 - 7 Line ...... 40 3.4.33 Mile 55.55 - Innisfil Beach Road ...... 41 3.3 Road Crossings within the Phase One Corridor Expansion Limits (Mile 1.35 to Mile 30.04) ..... 22 3.4.34 Mile 56.59 - 9th Line ...... 41 3.3.1 Mile 4.19 - Wallace Avenue ...... 22 3.4.35 Mile 57.49 - 10th Line ...... 42 3.3.2 Mile 6.89 - Castlefield Avenue ...... 22 3.4.36 Mile 58.47 - 11th Line (Lockhart Road) ...... 42 3.3.3 Mile 10.50 - Carl Hall Road ...... 23 3.4.37 Mile 59.29 - Mapleview Drive East Crossing ...... 42 3.3.4 Mile 11.90 - TTC Busway ...... 23 3.4.38 Mile 61.34 - Little Avenue ...... 43 3.3.5 Mile 14.82 - Rivermede Road ...... 2 4 3.4.39 Mile 62.03 - Minet’s Point Road ...... 43 3.3.6 Mile 15.50 - Langstaff Road ...... 24 3.4.40 Summary of Proposed Road Crossing Improvements ...... 44 3.3.7 Mile 16.83 - Rutherford Road ...... 24 3.5 Other Crossings (Active Transportation and Private Crossings) ...... 45 3.3.8 Mile 18.49 - McNaughton Road ...... 25 3.5.1 Active Transportation Crossings ...... 45 3.3.9 Mile 19.40 - Teston Road ...... 25 3.5.2 Private Crossings (Farm Crossings)...... 48 3.3.10 Mile 20.66 - Kirby Road ...... 26 3.3.11 Mile 21.99 – King-Vaughan Road ...... 26 4. Traffic Considerations at GO Stations along the Barrie Rail Corridor ...... 49 3.3.12 Mile 22.73 - Station Road ...... 27 3.3.13 Mile 24.60 - Dufferin Street ...... 27 4.1 Proposed Caledonia GO Station ...... 49 3.3.14 Mile 26.10 - Bloomington Road (Sideroad 15) ...... 27 4.1.1 Proposed Station ...... 49 3.3.15 Mile 29.17 - Engelhard Drive ...... 28 4.1.2 Background and Related Studies ...... 50 3.3.16 Mile 29.99 - Wellington Street East ...... 2 8 4.1.3 Road Access ...... 50 3.4 Road Crossings within the Future Phase Corridor Expansion Limits (Mile 30.04 to 63.00) ...... 29 4.1.4 Existing and Future Traffic Operations ...... 51 3.4.1 Mile 30.04 - Centre Street ...... 29 4.1.5 Local and Regional Transit ...... 52 3.4.2 Mile 31.28 - St. John’s Sideroad...... 2 9 4.1.6 Active Transportation ...... 52 3.4.3 Mile 32.75 - Mulock Drive ...... 30 4.1.7 Parking Considerations ...... 53
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4.2 Proposed Downsview Park GO Station ...... 53 4.8.3 Road Access ...... 69 4.2.1 Proposed Station ...... 53 4.8.4 Existing and Future Traffic Operations ...... 70 4.2.2 Background and Related Studies ...... 53 4.8.5 Local and Regional Transit ...... 70 4.2.3 Road Access...... 54 4.8.6 Active Transportation ...... 70 4.2.4 Existing and Future Traffic Operations ...... 55 4.8.7 Parking Considerations ...... 71 4.2.5 Local and Regional Transit ...... 55 4.9 East Gwillimbury GO Station ...... 71 4.2.6 Active Transportation ...... 56 4.9.1 Proposed Station Improvements ...... 71 4.2.7 Parking Considerations ...... 56 4.9.2 Background and Related Studies ...... 71 4.3 York University GO Station ...... 56 4.9.3 Road Access ...... 72 4.3.1 Proposed Station Improvements ...... 56 4.9.4 Existing and Future Traffic Operations ...... 72 4.3.2 Background and Related Studies ...... 56 4.9.5 Local and Regional Transit ...... 73 4.3.3 Road Access...... 57 4.9.6 Active Transportation ...... 73 4.3.4 Local and Regional Transit ...... 57 4.9.7 Parking Considerations ...... 73 4.3.5 Active Transportation ...... 57 4.10 Bradford GO Station ...... 74 4.3.6 Parking Considerations ...... 57 4.10.1 Proposed Station Improvements ...... 74 4.4 Rutherford GO Station ...... 57 4.10.2 Background and Related Studies ...... 74 4.4.1 Proposed Station Improvements ...... 57 4.10.3 Road Access ...... 74 4.4.2 Background and Related Studies ...... 57 4.10.4 Existing and Future Traffic Operations ...... 75 4.4.3 Road Access...... 58 4.10.5 Local and Regional Transit ...... 76 4.4.4 Existing and Future Traffic Operations ...... 58 4.10.6 Active Transportation ...... 76 4.4.5 Local and Regional Transit ...... 59 4.10.7 Parking Considerations ...... 76 4.4.6 Active Transportation ...... 59 4.11 Barrie South GO Station ...... 76 4.4.7 Parking Considerations ...... 60 4.11.1 Proposed Station Improvements ...... 76 4.5 Maple GO Station ...... 60 4.11.2 Background and Related Studies ...... 77 4.5.1 Proposed Station Improvements ...... 60 4.11.3 Road Access ...... 77 4.5.2 Background and Related Studies ...... 60 4.11.4 Existing and Future Traffic Operations ...... 77 4.5.3 Road Access...... 60 4.11.5 Local and Regional Transit ...... 78 4.5.4 Existing and Future Traffic Operations ...... 61 4.11.6 Active Transportation ...... 78 4.5.5 Local and Regional Transit ...... 62 4.11.7 Parking Considerations ...... 78 4.5.6 Active Transportation ...... 62 4.12 Allandale Waterfront GO Station ...... 79 4.5.7 Parking Considerations ...... 63 4.12.1 Proposed Station Improvements ...... 79 4.6 King City GO Station ...... 63 4.12.2 Background and Related Studies ...... 79 4.6.1 Proposed Station Improvements ...... 63 4.12.3 Road Access ...... 79 4.6.2 Background and Related Studies ...... 63 4.12.4 Existing and Future Traffic Operations ...... 80 4.6.3 Road Access...... 63 4.12.5 Local and Regional Transit ...... 80 4.6.4 Existing and Future Traffic Operations ...... 64 4.12.6 Active Transportation ...... 80 4.6.5 Local and Regional Transit ...... 65 4.12.7 Parking Considerations ...... 80 4.6.6 Active Transportation ...... 65 5. Traffic Considerations at the Bradford Layover Facility ...... 81 4.6.7 Parking Considerations ...... 65 4.7 Aurora GO Station ...... 66 5.1 Site Location and Access ...... 81 4.7.1 Proposed Station Improvements ...... 66 5.2 Parking and Traffic Operations ...... 81 4.7.2 Background and Related Studies ...... 66 4.7.3 Road Access...... 66 6. Impact Assessment of the Preferred Design ...... 81 4.7.4 Existing and Future Traffic Operations ...... 67 4.7.5 Local and Regional Transit ...... 68 6.1 Rail Infrastructure ...... 81 4.7.6 Active Transportation ...... 68 6.1.1 Potential Effects ...... 82 4.7.7 Parking Considerations ...... 68 6.1.2 Mitigation Measures ...... 82 6.1.3 Net Effects ...... 83 4.8 Newmarket GO Station ...... 69 6.1.4 Monitoring Activities ...... 83 4.8.1 Proposed Station Improvements ...... 69 4.8.2 Background and Related Studies ...... 69 6.2 GO Station Improvements ...... 84
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6.2.1 Potential Effects ...... 84 Table 2-16: Total Forecasted A.M. Peak Hour Trip Generation from the Downsview Park GO Station and Spadina Subway 6.2.2 Mitigation Measures ...... 85 Station (36 Trains/Day Scenario, 13 Trains in the A.M. Peak Period) ...... 18 6.2.3 Net Effects ...... 86 Table 2-17: Total Forecasted A.M. Peak Hour Trip Generation from the Downsview Park GO Rail/Subway Station (180 6.2.4 Monitoring Activities ...... 87 Trains per Day Scenario) ...... 18 6.2.5 Recommendations for Consideration by Others ...... 87 Table 2-18: External Peak Hour Traffic from the Downsview Park GO Station and Spadina Subway Station ...... 19 6.3 Bradford Layover Facility ...... 88 Table 2-19: Ridership Forecasts for York University GO Station ...... 19 6.3.1 Potential Effects ...... 88 Table 2-20: Forecasted Parking Requirements for the Shuttle Bus at the York University GO Station ...... 19 6.3.2 Mitigation Measures ...... 88 Table 3-1: Existing Grade Separated Crossings ...... 20 6.3.3 Net Effects ...... 88 Table 3-2: Grade Crossing Warning System Criteria ...... 21 6.3.4 Monitoring Activities ...... 89 Table 3-3: Wallace Avenue Crossing ...... 22 6.4 Summary of Potential Effects, Mitigation Measures, Net Effects and Monitoring Activities ...... 89 Table 3-4: Castlefield Avenue Crossing ...... 23 Table 3-5: Carl Hall Road Crossing ...... 23 7. Conclusions and Recommendations ...... 100 Table 3-6: TTC Busway Crossing ...... 23 Table 3-7: Rivermede Road Crossing ...... 24 7.1 Rail Infrastructure ...... 100 Table 3-8: Langstaff Road Crossing ...... 24 7.2 GO Station Improvements ...... 100 Table 3-9: Rutherford Road Crossing ...... 25 7.3 Proposed Bradford Layover Facility ...... 100 Table 3-10: McNaughton Road Crossing ...... 25 Table 3-11: Teston Road Crossing ...... 25 8. References ...... 102 Table 3-12: Kirby Road Crossing ...... 26 Table 3-13: King Vaughan Road Crossing ...... 26 Table 3-14: Station Road Crossing ...... 27 List of Figures Table 3-15: Dufferin Street Crossing ...... 27 Figure 1-1: Study Area ...... 3 Table 3-16: Bloomington Road (Sideroad 15) Crossing ...... 27 Table 3-17: Engelhard Drive Crossing ...... 28 List of Tables Table 3-18: Wellington Street East Crossing ...... 28 Table 1-1: GO Stations within the Study Limits ...... 4 Table 3-19: Centre Street Crossing ...... 29 Table 1-2: Existing Trip Purpose on the Barrie Rail Corridor ...... 5 Table 3-20: St. John’s Sideroad Crossing ...... 29 Table 1-3: Existing Access Distance (Trip Origin to Boarding Station) for the Barrie Rail Corridor ...... 6 Table 3-21: Mulock Drive Crossing ...... 30 Table 1-4: 2013 Modal Split for Station Access on the Barrie Rail Corridor ...... 7 Table 3-22: Water Street Crossing ...... 30 Table 1-5: 2015 Modal Split for Station Access on the Barrie Rail Corridor ...... 7 Table 3-23: Timothy Street Crossing ...... 31 Table 3-24: Davis Drive Crossing ...... 31 Table 1-6: GO Transit Rail Parking and Station Access Plan (2013) Barrie Rail Corridor Stations Summary ...... 9 Table 3-25: Green Lane East Crossing ...... 32 Table 1-7: Current GO Station Parking Capacity and Utilization ...... 10 Table 3-26: Concession Road 2 Crossing ...... Table 2-1: Cordon Count Summary for the Barrie Rail Corridor ...... 12 ...... 32 Table 2-2: Trains with Rider Demand Over Seating Capacity (Fall 2014) ...... 13 Table 3-27: Chapman Street Crossing ...... 32 Table 3-28: Old Yonge Street Crossing ...... 33 Table 2-3: Population Change in Communities along the Barrie Rail Corridor over the 2006 to 2011 Period 1 ...... 13 Table 3-29: Bradford Street Crossing ...... 33 Table 2-4: Projected Future Population1 ...... 13 Table 3-30: Oriole Drive Crossing ...... 34 Table 2-5: Barrie Rail Corridor Weekday A.M. Peak Period Ridership ...... 14 Table 3-31: Bathurst Street (Townline) Crossing ...... 34 Table 2-6: Barrie Rail Corridor Weekday A.M. Peak Hour Ridership ...... 14 Table 3-32: Kalver Street Crossing ...... 34 Table 2-7: Forecasted Modal Split for GO Station Access ...... 15 Table 3-33: Toll Road Crossing ...... 35 Table 2-8: Trip Generation for GO Stations in the A.M. Peak Hour ...... 15 Table 3-34: Private Drive Crossing ...... 35 Table 2-9: Trip Generation for the A.M. Peak Hour at Caledonia GO Station (36 Trains/Day Scenario, 13 Trains in the A.M. Table 3-35: Private Access Crossing ...... 35 Peak Period) ...... 16 Table 3-36: Given Road Crossing ...... 36 Table 2-10: Forecasted A.M. Peak Hour Trip Generation at Caledonia ECLRT Station (2031) ...... 16 Table 3-37: Wastewater Treatment Plant Access Crossing ...... 36 Table 2-11: Total Forecasted A.M. Peak Hour Trip Generation from the Caledonia GO Station and ECLRT Station (36 Table 3-38: Industrial Road Crossing ...... 36 Trains/Day Scenario, 13 Trains in the A.M. Peak Period) ...... 16 Table 3-39: Line 9 Crossing ...... 37 Table 2-12: Total Forecasted A.M. Peak Hour Trip Generation from the Caledonia GO Station and ECLRT Station (180 Table 3-40: Line 10 Crossing ...... 37 Trains/Day Scenario) ...... 16 Table 3-41: Line 11 Crossing ...... 37 Table 2-13: External Peak Hour Traffic from the Caledonia GO Station and ECLRT Station ...... 17 Table 3-42: Line 12 Crossing ...... 38 Table 2-14: Trip Generation for the A.M. Peak Hour for Downsview Park GO Station (36 Trains/Day Scenario, 13 Trains in Table 3-43: Line 13 Crossing ...... 38 the A.M. Peak Period)...... 17 Table 3-44: Gilford Road Crossing ...... 38 Table 2-15: Forecasted A.M. Peak Hour Trip Generation Downsview Park Spadina Subway Station (Horizon Year 2021) . 18
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st Table 3-45: 1 Line (Shore Acres Drive) Crossing ...... 39 Appendix I King City GO Station Table 3-46: 2nd Line Crossing ...... 39 Table 3-47: 3rd Line Crossing ...... 39 I.1 King City GO Station – Figures Table 3-48: Killarney Beach Road Crossing ...... 40 I.2 King City GO Station – Traffic Operations Summary Tables Table 3-49: Belle Aire Beach Road Crossing ...... 40 Appendix J Aurora GO Station Table 3-50: 7th Line Crossing ...... 41 Table 3-51: Innisfil Beach Road Crossing ...... 41 J.1 Aurora GO Station – Figures Table 3-52: 9th Line Crossing ...... 41 J.2 Aurora GO Station – Traffic Operations Summary Tables Table 3-53: 10th Line Crossing ...... 42 Table 3-54: 11th Line (Lockhart Road) Crossing ...... 42 Appendix K Newmarket GO Station Table 3-55: Mapleview Drive East Crossing ...... 43 K.1 Newmarket GO Station – Figures Table 3-56: Little Avenue Crossing ...... 43 K.2 Newmarket GO Station – Traffic Operations Summary Tables Table 3-57: Minet’s Point Road Crossing ...... 43 Table 3-58: Summary of Suggested Warning Devices for Road Crossings ...... 44 Appendix L East Gwillimbury GO Station Table 3-59: Proposed At-Grade Trails on Rail Right-of-Way ...... 45 L.1 East Gwillimbury GO Station – Figures Table 3-60: Trails on Road Right-of-Way ...... 46 L.2 East Gwillimbury GO Station – Traffic Operations Summary Tables Table 3-61: Off-Road Trail Crossings ...... 47 Table 3-62: Existing At-Grade Farm Crossings ...... 48 Appendix M Bradford GO Station Table 4-1: Level of Service Definitions ...... 49 Table 4-2: Forecasted Population and Employment in the Downsview Area Secondary Plan 1 ...... 54 M.1 Bradford GO Station – Figures Table 4-3: Forecasted Trip Generation from Downsview Area Secondary Plan 1 ...... 54 M.2 Bradford GO Station – Traffic Operations Summary Tables Table 6-1: Summary of Impact Assessment of the Preferred Design (Rail Infrastructure) ...... 90 Appendix N Barrie South GO Station Table 6-2: Summary of Impact Assessment of the Preferred Design (GO Station Improvements) ...... 93 Table 6-3: Summary of Impact Assessment of the Preferred Design (Bradford Layover Facility) ...... 99 N.1 Barrie South GO Station – Figures N.2 Barrie South GO Station – Traffic Operations Summary Tables
Appendix O Allandale Waterfront GO Station List of Appendices O.1 Allandale Waterfront GO Station – Figures O.2 Allandale Waterfront GO Station – Traffic Operations Summary Tables Appendix A 2013 GO Rail Passenger Survey Information Appendix P Bradford Layover – Facility Figures Appendix B GO Train Schedules and Cordon Counts (Barrie Corridor) Appendix C York University GO Station – Figure Appendix D At-Grade Crossing and Trail Locations – Figures Appendix E Caledonia GO Station E.1 Caledonia GO Station E.2 Caledonia GO Station – Traffic Operations Summary Tables Appendix F Downsview Park GO Station – Figures Appendix G Rutherford GO Station G.1 Rutherford GO Station – Figures G.2 Rutherford GO Station – Traffic Operations Summary Tables Appendix H Maple GO Station H.1 Maple GO Station – Figures H.2 Maple GO Station – Traffic Operations Summary Tables
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Glossary of Terms and Acronyms OTM: Ontario Traffic Manual Peak Period: 3 Hour Period in A.M. or P.M. with the highest ridership AADT: Average Annual Daily Traffic Peak Hour: Hour during the Peak Period with the highest ridership BRCE: Barrie Rail Corridor Expansion PHF: Peak Hour Factor BRT: Bus Rapid Transit PPUDO: Passenger Pick-Up/Drop-Off Burnside: R.J. Burnside & Associates Limited RER: Regional Express Rail CTC: Centralized Traffic Control RFB Reflectorized Crossbucks, Flashing Lights and Bell CNR: Canadian National Railway RFBG: Reflectorized Crossbucks, Flashing Lights, Bell and Gates CPR: Canadian Pacific Railway ROW: Right-of-Way DND: Department of National Defence TDM: Travel Demand Management EA: Environmental Assessment TPAP: Transit Project Assessment Process EAA: Environmental Assessment Act TTC: Toronto Transit Commission EBT: Eastbound-Through V/C Ratio: Volume to Capacity Ratio ECLRT: Eglinton Crosstown Light Rail Transit vph: Vehicles per Hour EPR: Environmental Project Report WBT: Westbound-Through ESRC: Electrification Study Reference Case YRT: York Region Transit GFA: Gross Floor Area
GTHA: Greater Toronto and Hamilton Area
HCM: Highway Capacity Manual
HOV: High Occupancy Vehicle
ITE: Institute of Transportation Engineers
MTO: Ministry of Transportation
LOS: Level of Service
LRT: Light Rail Transit
LRV: Light Rail Vehicles
OP Official Plan
OPA: Official Plan Amendment
O. Reg. Ontario Regulation
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Peak period, peak direction 30-minute or better service between Allandale Waterfront GO Station and Union 1. Introduction Station;
Metrolinx, an agency of the Province of Ontario, has proposed the expansion of the Barrie rail corridor and is Off-peak, two-way 60-minute service or better between Allandale Waterfront GO Station and Union Station; evaluating the environmental effects of this transit project in accordance with the Transit Project Assessment and Process (TPAP). The TPAP is regulated by the Environmental Assessment Act (EAA) under Ontario Regulation 231/08 – Transit Projects and Metrolinx Undertakings (O. Reg. 231/08). The existing Barrie rail corridor is primarily Electrification of the entire Barrie rail corridor9. a single track, approximately 63 miles in length, running from Union Station in the City of Toronto to Allandale The following service level scenarios were assessed as a part of this TPAP: Waterfront GO Station (Mile 63.00 Newmarket Subdivision) in the City of Barrie as shown in Figure 1-1. Current: 14 diesel trains from Union Station to Allandale Waterfront GO Station in 2016; The TPAP for the Barrie Rail Corridor Expansion Project (BRCE Project) includes the following infrastructure components: Future, Scenario 1: up to 36 diesel trains per day from Union Station to Aurora GO Station by 2021, which includes 20 diesel trains between Aurora and Allandale Waterfront GO Station; and A second track between Lansdowne Avenue in the City of Toronto (Mile 3.00) to Allandale Waterfront GO Station in the City of Barrie (Mile 63.00)6 7; Future, Scenario 2: up to 180 electric trains from Union Station to Aurora GO Station in 2025 and beyond, which includes 46 electric trains between Aurora and Allandale Waterfront GO Station10. Upgrades at existing GO Stations along the corridor: Rutherford, Maple, King City, Aurora, Newmarket, East Gwillimbury, Bradford, Barrie South and Allandale Waterfront; In June 2016, Metrolinx announced five new GO Stations for the Barrie rail corridor. These stations were endorsed by each municipality and received Municipal Council resolution approvals in November 2016. The new GO Upgrades to existing structures within the Barrie rail corridor including bridges and culverts; and Stations include:
A new layover facility within the Town of Bradford West Gwillimbury for overnight storage of trains. Spadina (at Front Street) in the City of Toronto;
The BRCE Project will be implemented in different phases. The first phase of the BRCE Project includes the Bloor-Davenport (Bloor Street near Lansdowne Avenue) in the City of Toronto; corridor infrastructure components to support the GO Expansion program over the next 10 years. As such, Phase Kirby (near Keele Street) in the City of Vaughan; One includes: Mulock (near Bayview Avenue) in the Town of Newmarket; and Detailed design and construction of a second track from Tecumseth Street in the City of Toronto (Mile 1.35) to Aurora GO Station (Mile 29.90)8; Innisfil (at 6th Line) in the Town of Innisfil.
Upgrades to the Rutherford, Maple, King City, and Aurora GO Stations; and The location for each proposed new GO Station is identified in the Preferred Design Rail Corridor Plans (Drawings SK-C-001 - SK-C-144) appended to the BRCE Environmental Project Report (EPR). Public consultation for all Detailed design and construction of a new layover facility within the Town of Bradford West Gwillimbury for new GO Stations in collaboration with the municipalities will be part of the next phase of the GO Regional Express overnight train storage. Rail (RER) program. New GO Stations have not been assessed as part of this TPAP and will be subject to an As additional funding becomes available from the Province, the next phase(s) of the Project will include the Addendum. second track between Aurora GO Station and Allandale Waterfront GO Station and associated station upgrades. R.J. Burnside & Associates Limited (Burnside) was retained to undertake and prepare this Traffic Impact Analysis As part of Phase One of the BRCE Project, GO Expansion along the corridor over the next 10 years will include: in support of the TPAP, which forms part of the BRCE EPR. In general, the purpose of this Report is to assess the: All-day, two-way 15-minute service between Aurora GO Station and Union Station;
6The portion of the corridor from north of Bloor Street (Mile 3.91) to south of Davenport Road (Mile 4.87) falls within the area 8 The portion of the corridor from Tecumseth Street (Mile 1.35) to Lansdowne Avenue (Mile 3.00) was assessed under a of the Davenport Diamond Grade Separation project which was assessed under a separate TPAP and includes a double separate TPAP (Georgetown South Service Expansion and Union-Pearson Rail Link Environmental Project Report, July track only. 2009), however the additional track work within this section has been included as part of the detailed design of Phase One 7 The double track expansion for the section of the Barrie rail corridor between south of Steeles Avenue (Mile 12.86) in the of the BRCE Project. City of Toronto and south of the Rutherford GO Station (Mile 16.50) in the City of Vaughan was assessed under a separate 9 The electrification of the Barrie rail corridor is being assessed under a separate TPAP. As such, the GO Rail Electrification Environmental Assessment (EA) (Barrie Corridor Double Track Expansion Project Summary Report, August 2014) and is TPAP will address any electrification considerations for the corridor beyond the works proposed as part of the BRCE TPAP. not included as part of this TPAP. 10 Assessed as part of a separate system-wide Electrification TPAP.
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Existing and future traffic at all at-grade rail crossings to determine the exposure index and to identify locations where additional train traffic may increase vehicular delay/queues such that it could affect adjacent intersections;
Existing traffic operations at GO Stations along the corridor and identify current issues;
Future GO Station traffic operations based on forecasted traffic growth on the external road network; and
Potential traffic related effects associated with the future Bradford Layover Facility which is proposed to be located within the Artesian Industrial Park.
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Figure 1-1: Study Area
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1.1 Corridor Overview 1.3 Metrolinx/GO Rail Facilities Background Studies The Barrie rail corridor is owned by Metrolinx who operates a commuter (passenger) rail service between Union 1.3.1 Bradford Corridor Planning Study Station (Mile 0.00) and the Allandale Waterfront GO Station (Mile 63.00). Oriented generally in a north/south The Bradford Corridor Planning Study (Delcan, 2002) identified the need for additional track and other direction, the rail corridor is approximately 63 miles in length and has 10 stations (excluding Union Station). The infrastructure required to implement the following incremental improvements to service levels on the Barrie rail corridor crosses a number of municipalities, including from south to north the: City of Toronto, Regional corridor between the City of Toronto and Town of Bradford West Gwillimbury, as follows: Municipality of York (hereafter referred to as York Region), City of Vaughan, Township of King, Town of Aurora, Town of Newmarket, Town of East Gwillimbury, County of Simcoe, Town of Bradford West Gwillimbury, Town of Existing Service Level (2002) - three peak direction trains in the A.M. and P.M. peak periods; Innisfil, and City of Barrie. First Incremental Service Improvement - three additional peak direction trains in the A.M. and P.M. peak Trains are currently stored overnight at the Barrie Layover Facility located between Mile 62.17 and Mile 62.84 in periods. The infrastructure required for this scenario included implementation of a double direction the City of Barrie. Bus service is available for off-peak hours at all stations along the Barrie rail corridor except (e.g., bi-directional) single-track signal system between Concord (Mile 15.50) and Bradford (Mile 42.00); the York University GO Station in the City of Toronto. There are also infrequent Canadian National Railway (CNR) Second Incremental Service Improvement - implementation of limited double-direction off-peak service. freight and VIA Rail services operating within the Barrie rail corridor. The infrastructure required for this scenario included construction of a rail/rail grade separation at the crossing 1.2 Study Area of the CNR York Subdivision at Snider (Mile 12.90), installation of double track and Centralized Traffic Control The TPAP study limits covers 60 miles of the Barrie rail corridor from Mile 3.00 to Mile 63.00 and crosses the 11 (CTC) system from Snider (Mile 12.90) to the Aurora GO Station (Mile 29.90); and municipalities identified in the corridor overview above. Third Incremental Service Improvement (full service) - implementation of hourly off-peak service. The The TPAP study limits are illustrated Figure 1-1. The study area for this Report focused on the at-grade rail infrastructure required for this scenario includes construction of a rail/rail grade separation at the crossing of crossings along the Barrie rail corridor, along with their immediately surrounding external road networks, GO the Canadian Pacific Railway (CPR) North Toronto Subdivision at Davenport (Mile 4.60), and installation of Station properties, and the proposed Bradford Layover Facility. The external road review at the GO Stations double track and CTC signal system from the Aurora GO Station (Mile 29.90) to the East Gwillimbury GO primarily focused on the station accesses and signalized intersections immediately adjacent to the stations. The Station (Mile 35.50). GO Stations included in this assessment are listed in Table 1-1. 1.3.2 Benefits Case Assessment Table 1-1: GO Stations within the Study Limits The GO Rail Options Benefits Case Assessment (Halcrow Consulting Inc., June 2010) identified the need to add a second mainline track for the Barrie rail corridor, to allow for an increase in the number of trains to meet projected Stations Mile Municipality (Region/County) growth in ridership. In 2010, rail service extended to the Barrie South GO Station, however plans for the Allandale Caledonia (Proposed) 6.50 City of Toronto Waterfront GO Station in the downtown of City of Barrie had been approved, therefore the Allandale Waterfront Downsview Park (Proposed) 10.80 City of Toronto GO Station was incorporated in the ‘Do Minimum’ scenario (report reviewed ‘Do Minimum’ and ‘Do Something’ York University 12.60 City of Toronto scenarios) as the new terminal point. Current train service at the time was eight trains per day and the Benefits Rutherford 16.70 City of Vaughan (York Region) Case Assessment assumed service would grow to 39 trains per direction per day by 2021 and 43 trains per Maple 18.30 City of Vaughan (York Region) direction per day by 2031. For weekend service, it was assumed that there would be two trains per direction in each hour between 6:00 A.M. and midnight. King City 22.70 Township of King (York Region) Aurora 29.90 Town of Aurora (York Region) The ridership forecasts for the Barrie corridor in the Benefits Case Assessment were based on GO Rail’s Direct Newmarket 34.20 Town of Newmarket (York Region) Demand Model (peak period model) as well as forecasting of off-peak ridership based on information from the Lakeshore East and West corridors. Morning peak period ridership was forecast to increase from 6,400 in 2008 East Gwillimbury 35.50 Town of East Gwillimbury (York Region) to 8,700 users/customers by 2021, and 10,800 users/customers by 2031 under the Do Something scenario, which Bradford 41.50 Town of Bradford West Gwillimbury (County of Simcoe) included three new stations, higher frequency services and limited express service. Additionally, off-peak ridership Barrie South 59.50 City of Barrie (outside of the two peak periods) was expected to be about 76% of A.M. peak period ridership by 2021 or 2031, Allandale Waterfront (Barrie) 63.00 City of Barrie and weekend ridership was expected to be approximately 56% of total weekday ridership.
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Estimates of the transportation user benefits from the provision of all-day service on the Barrie corridor (e.g., time The study identified that for the Mid-term horizon, it was recognized that additional infrastructure would be savings, auto cost savings, safety benefits) were calculated and compared to the estimates of capital and required to service the estimated demands including double tracking from Parkdale Junction to the Aurora GO operating costs for the associated infrastructure. It was determined there was a Benefit/Cost Ratio of 1.7:1, with Station (which is being assessed as part of this Report) as well as improvements in the vicinity of the Davenport significant positive benefits to the environment, the broader economy and society as a whole. Diamond. The Davenport Diamond grade separation related work has been planned and assessed through a separate TPAP, and the EPR released in May, 2016, and Notice to Proceed was issued by the Ministry of the 1.3.3 Barrie Corridor Planning Study Environment and Climate Change on July 29, 2016. In 2012, Metrolinx completed the Barrie Corridor Planning Study Final Report (Halcrow, The Planning Partnership and Hatch Mott MacDonald, March 2012), which was initiated as a background study with the understanding that The study identified that for the Mid to Long-term period, additional infrastructure in the form of double tracking to it would lead to a TPAP for the corridor. The goals of the study were to: the Bradford GO Station would be required. The development of a triple track segment located between King City and Caledonia was also identified to facilitate express service. These improvements would affect station Determine the needs and justification of the expansion of services along the existing corridor; infrastructure at three existing stations (King City, Maple and Rutherford), one relocated station (Downsview Present service plans associated with existing infrastructure and future expansion opportunities; Park), one planned station, projected to open in 2020 (Caledonia), and one potential future station (at Kirby Road in the City of Vaughan). The service plan also recognized the re-establishment of a layover facility and indicated Identify potential stakeholders and stakeholder issues; further study would be required to determine the location and capacity of the facility. Prepare an accounting of operating costs and revenue associated with the expanded service; and The study recognized that in order for Metrolinx to implement GO Expansion service along the Barrie rail corridor Develop phasing and implementation strategies related to: within the next ten years, additional tracks, layover facilities, expanded station infrastructure, new trains, and new GO Stations would be required. As noted above, expansion of the Barrie rail corridor is being carried out as per Land use intensification; the TPAP. Transportation access; and 1.3.4 Passenger Survey Station planning. The GO Rail Passenger Survey (2013) is a biennial survey to monitor ridership, market trends, and commuter travel behaviour. The survey collects useful information about passengers, such as boardings and alightings, trip Estimates of future ridership were developed in order to determine what service improvements would be needed origin and destinations, mode of travel to and from stations, socio-demographic characteristics, and other usage to meet future needs. The study noted, “The Barrie GO rail corridor line is expected to see continued demand patterns. The most recent survey data available is from the 2013 GO Rail Passenger Survey Report (Metrolinx, increases over the (10 year) planning period, as long as transit services in the corridor continue to improve.” The 2014), with select data shown in Table 1-2 and Table 1-3. ridership increases are resultant of employment and population growth in York Region and the County of Simcoe. The 2010 ridership (6,750 A.M. peak period boardings) was projected to double by 2021 to reach 13,900 A.M. As shown in Table 1-2, the purpose of trip for most GO passengers using the Barrie rail corridor is to commute to peak period boardings. By 2031, ridership on the corridor was projected to reach 16,000 for A.M. peak period work, representing 95.3% of the trips. In Table 1-3, the access distance is summarized for each GO Station, which boardings. shows how many passengers travel various distances to get to their boarding station.
The study concluded that the provision of additional GO service along the Barrie rail corridor is required to connect Table 1-2: Existing Trip Purpose on the Barrie Rail Corridor new residential growth areas to major employment and destination areas as well as major transit systems. More specifically, the forecasts established the need for all-day, two-way service on the existing Barrie rail corridor with Passenger Trips Per Day on Barrie Rail Corridor
a provision for counter peak direction service during the A.M. and P.M. peak periods, bi-directional service during the midday/evening off-peak periods, and bi-directional service during the weekend off-peak period. The study Home 24 identified three levels of Service Plans to help meet these demands: Immediate/Interim (0 to 5 years), Mid-term % Total 0.30% (5 to 10 years) and Mid to Long-term (10+ years). In addition, proposed service concept plans were identified for Work 7,537 each scenario. % Total 95.30%
The Immediate/Interim horizon envisioned six trains making all stops between Union Station and the Allandale School 159 Waterfront GO Station in the A.M. and P.M., for a total of 12 trains per day along with hourly off-peak bus service % Total 2.00% available between Union Station and the Aurora GO Station. It was determined that these improvements could Other 186 be implemented without the need for any EA approval process. % Total 2.40%
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Table 1-3: Existing Access Distance (Trip Origin to Boarding Station) for the Barrie Rail Corridor
GO Station Less than 0.5 km 0.5 to 0.9 km 1.0 to 1.9 km 2.0 to 2.9 km 3.0 to 3.9 km 4.0 to 4.9 km 5.0 to 9.9 km 10.0 to 14.9 km 15.0 km or more TOTAL York # of Passengers 0 0 0 17 4 0 4 0 0 25 University % Station Total 0.00% 0.00% 0.00% 66.70% 16.70% 0.00% 16.70% 0.00% 0.00% 100.00% # of Passengers 62 147 409 286 116 108 294 31 8 1,460 Rutherford % Station Total 4.20% 10.10% 28.00% 19.60% 7.90% 7.40% 20.10% 2.10% 0.50% 100.00% # of Passengers 34 68 363 637 144 116 335 48 14 1,759 Maple % Station Total 1.90% 3.90% 20.60% 36.20% 8.20% 6.60% 19.10% 2.70% 0.80% 100.00% # of Passengers 0 28 56 22 34 45 319 28 134 665 King City % Station Total 0.00% 4.20% 8.40% 3.40% 5.00% 6.70% 47.90% 4.20% 20.20% 100.00% # of Passengers 33 72 470 504 255 243 249 11 11 1,848 Aurora % Station Total 1.80% 3.90% 25.40% 27.20% 13.80% 13.20% 13.50% 0.60% 0.60% 100.00% # of Passengers 31 99 253 154 31 25 0 0 37 630 Newmarket % Station Total 4.90% 15.70% 40.20% 24.50% 4.90% 3.90% 0.00% 0.00% 5.90% 100.00% East # of Passengers 5 10 47 47 115 26 79 79 126 535 Gwillimbury % Station Total 1.00% 2.00% 8.80% 8.80% 21.60% 4.90% 14.70% 14.70% 23.50% 100.00% # of Passengers 0 29 170 29 0 0 23 47 53 352 Bradford % Station Total 0.00% 8.30% 48.30% 8.30% 0.00% 0.00% 6.70% 13.30% 15.00% 100.00% Barrie # of passengers 5 45 85 80 30 10 205 20 50 530 South % Station Total 0.90% 8.50% 16.00% 15.10% 5.70% 1.90% 38.70% 3.80% 9.40% 100.00% Allandale # of passengers 1 4 3 17 31 26 4 3 13 102 Waterfront % Station Total 1.30% 3.80% 2.60% 16.70% 30.80% 25.60% 3.80% 2.60% 12.80% 100.00% Total Passengers 171 502 1,856 1,793 760 599 1,512 267 446 7,906 Total % Corridor Total 2.20% 6.30% 23.50% 22.70% 9.60% 7.60% 19.10% 3.40% 5.60% 100.00%
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The GO Rail Passenger Survey Report (2013) provides maps showing the ridership catchment areas for individual GO Auto Driver Car Pool Kiss & Ride Transit Walk Bicycle GO Stations, which provide a visual representation of the distribution of the GO user’s origin locations. These Station maps for the GO Stations on the Barrie rail corridor, as determined from the 2013 GO Rail Passenger Survey East 91.4% 1.0% 6.7% 1.0% 0.0% 0.0% Report (Metrolinx, 2014), are shown in Figures A1 through A10 in Appendix A of this Report. The 2013 modal Gwillimbury splits at the subject stations are summarized in Table 1-4. Bradford 86.2% 0.0% 6.9% 0.0% 3.4% 1.7% Barrie Table 1-4: 2013 Modal Split for Station Access on the Barrie Rail Corridor 84.0% 0.0% 10.0% 2.0% 3.0% 1.0% South GO Allandale Auto Driver Car Pool Kiss & Ride Transit Walk Bicycle 60.6% 0.0% 18.2% 9.1% 9.1% 0.0% Station Waterfront York 66.7% 0.0% 33.3% 0.0% 0.0% 0.0% University The 2015 modal splits were reviewed and compared with the 2013 modal splits and it was determined that the Rutherford 69.4% 3.2% 15.3% 4.2% 7.4% 0.5% differences for the key traffic generating modes (e.g., Auto Driver and Kiss & Ride) are relatively minor for most Maple 79.0% 4.3% 11.3% 1.2% 4.3% 0.0% GO Stations, especially after considering the adjustments that would be made in the traffic analysis. Overall, it was determined that the 2015 modal split data does not indicate any significant changes to the GO Station access King City 83.2% 3.4% 10.1% 0.8% 0.8% 1.7% compared with the values used for this Report, and the assumptions made for future modal splits are still Aurora 75.8% 0.6% 15.9% 3.0% 4.2% 0.3% applicable. The traffic analysis was not specifically updated to use the 2015 modal splits since the minor changes Newmarket 50.0% 0.0% 26.5% 5.9% 15.7% 2.0% in values would not alter the current conclusions and recommendations. East 83.4% 2.0% 9.8% 3.9% 0.0% 0.0% Gwillimbury 1.3.5 GO Station Parking Studies The GO Transit Rail Parking and Station Access Plan (Steer Davies Gleave, June, 2013) provides additional Bradford 80.0% 5.0% 8.3% 0.0% 1.7% 3.3% planning assessment related to parking requirements throughout the GO Rail system. This study provided the Barrie 81.1% 1.9% 12.3% 1.8% 1.9% 0.9% following conclusions pertaining to the Barrie rail corridor: South Allandale The expansion of station parking is limited by land availability or by the development of parking structures 47.5% 1.3% 33.3% 9.0% 5.1% 3.8% Waterfront (with higher operating and rehabilitation costs). The provision of transit connections to nearby residential At the time that the traffic analysis was being completed for this Report, the 2013 modal split information was the neighbourhoods, or other major ridership-generating sites (e.g., employment areas, educational most recent data available and it was used in the formulation of the traffic forecasts, with some modifications for establishments, health care facilities), can provide a more cost effective means of providing station access. existing (2015) and future conditions as appropriate (see Section 2.2). More recently, preliminary results of the In this respect, the ability of the infrastructure to meet customer needs should be assessed within a 20 minute modal split from the 2015 GO Rail Passenger Survey were made available, and this information is summarized travel time of GO Transit rail stations; in Table 1-5. Ridership is forecast to increase from 7,600 to 13,500 riders (87%) between 2011 and 2031; Table 1-5: 2015 Modal Split for Station Access on the Barrie Rail Corridor The corridor currently has approximately 5,900 parking spaces at its stations; GO Auto Driver Car Pool Kiss & Ride Transit Walk Bicycle Investment in GO facilities should create a balance between the movement of pedestrians, cyclists and local Station transit to ensure safe and efficient movement to and through the stations, to promote more sustainable growth York 33.3% 0.0% 44.4% 5.6% 5.6% 5.6% in rail ridership; University Rutherford 65.3% 4.2% 15.7% 4.2% 7.4% 0.5% Several stations have high development potential, particularly the stations located in downtown areas; Maple 69.7% 5.3% 15.0% 0.6% 5.2% 0.6% In the short term (1 to 5 years), improved transit connections are recommended to GO Transit Rail Service, King City 71.7% 4.2% 13.3% 5.0% 5.8% 0.0% as well as improvements to station infrastructure, including walking and cycling facilities, improved bus, Kiss Aurora 71.1% 1.7% 15.6% 4.6% 4.0% 0.9% & Ride and auto access/egress. The ability of the infrastructure to meet customer needs should be assessed Newmarket 52.3% 1.8% 16.2% 8.1% 18.0% 0.9% within 1 km of the stations (walking infrastructure) and within 5 km (cycling infrastructure). Improvements may include modifications to pedestrian access (including lighting, covered walkways and maintenance); bicycle parking and cycling links to municipal routes; bus loop capacity and design enhancements and transit priority
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measures; redesign of Kiss & Ride; and improved wayfinding and signage for customers arriving by different station access modes. From 2014 to 2017, 2,000 to 2,500 additional parking spaces have been recommended on the corridor (at the Rutherford, Maple, King City and Newmarket GO Stations);
In the medium term (5 to 20 years), opportunities should be investigated for integrating parking expansion into structured parking, as part of joint development (particularly at Mobility Hubs). A new station is proposed at Downsview Park in the City of Toronto, south of the York University GO Station;
Parking expansion may be considered where the 12 month average parking occupancy rates exceed 90%, since this Level of Service (LOS) may result in riders experiencing difficulty in finding parking spaces, thereby lengthening station access times and eventually suppressing rail demand;
A traffic impact assessment should consider the ability of the local road network to accommodate increased vehicle traffic volumes accessing and egressing the stations’ parking lots. Consideration should also be given to the effects and needs of all station access modes. If egressing vehicles are unable to clear the parking lot before the next train arrives, then improvements to other access modes should be considered before further parking expansion is delivered. Intelligent Transportation Systems may assist in improving the efficiency of traffic operations, provide pedestrians and cyclists with longer crossing periods, increased transit priority at junctions and reduce auto access and egress times;
In the long term (20+ years), investment in surface parking expansion at the East Gwillimbury GO Station (200 to 600 spaces) may be required. Also, a potential station is possible between the Bradford and Barrie South GO Stations; and
Targets related to access to the stations include:
Number of additional parking spaces for every ten additional riders is forecasted to decrease from 0.74 (2011) to 0.50 (2032);
System-wide automobile modal share for station access is forecasted to decrease from 67% (2008) to 50% (2032); and
Maximum walking time from station parking to platform should be five minutes (400 metres).
The opportunity for improvement at the various GO Stations is considered within the context of the site-specific details for each station. The 2013 GO Transit Rail Parking and Station Access Plan Study summarized a number of these considerations, as outlined in Table 1-6.
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Table 1-6: GO Transit Rail Parking and Station Access Plan (2013) Barrie Rail Corridor Stations Summary
York Allandale Item Rutherford Maple King City Aurora Newmarket East Gwillimbury Bradford Barrie University Waterfront Forecasted Ridership (2031) 50 (N/A) 2,300 (87%) 2,400 (100%) 900 (67%) 2,700 (71%) 1,000 (65%) 1,100 (161%) 500 (74%) 300 (-54%) 500 (48%) and growth from 2011 Auto Driver Mode 40% (Very 80% (Very High) 77% (Very High) 80% (Very High) 75% (Very High) 57% (Medium) 90% (Very High) 72% (Very High) 70% (High) Not Known Share (2011/2012) Low) Opportunity to Improve Local Low/Low High/High Medium/Low Low/High Medium/Medium High/High Low/Medium Low/Medium Low/High Unknown Transit/Active Transportation Parking Spaces 0 935 1,265 445 2,422 267 639 322 623 160 (May 2012) Parking Utilization - 98% 86% 102% 88% 102% 68% 63% 72% 58% (2011/2012 average) Proposed Parking Expansion 0 800+ 200 to 600 200 to 600 0 0 to 200 200 to 600 0 0 0 (2014 to 2032) Land Low/Medium Low/Medium Low/Medium Low/Medium Medium/Medium Low/Medium High/Low High/Low High/Medium Low/Low Availability/Values Parking Type Surface (shared Surface (shared - Structure Structure - Surface - - - (2014 to 2032) parking) parking) Timeframe for - Short Term Short Term Short Term - Short Term Long Term - - - Parking Expansion Improve pedestrian Opportunity for Major developments connection to the Haines Improve pedestrian master plan Opportunity for proposed around the Consider Road residential area. A Station pedestrian of the area, including additional access Construction of station area. GO Opportunities for feasibility of Station area was Additional access from Master Plan is connections and improved access. to the site via the pedestrian/cycling Transit and municipal Improved Access constructing recently Main Street North. currently being access, as well Widening Hill Street Viva Bus Rapid facilities to the staff should ensure Infrastructure sidewalks along renovated. Enhancing lighting on the conducted for as improve and developing a bus Transit (BRT) on station. connections to the Burton Grove. trail network. Grade this station. vehicular access. loop on the south side Davis Drive. developments are separated connection from of the station. adequate. the trail to the platforms. N/A = Not applicable
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GO ridership along the Barrie corridor has increased much faster than anticipated in the 2013 GO Transit Rail Service levels obtained as a result of the GO Expansion service were determined by accounting for the technology Parking and Station Access Plan, and many stations are already exceeding the 2031 ridership forecasts. Current used, the time of service, and various costs and service fares. The implementation of the GO Expansion plan is parking capacity and utilization are summarized in Table 1-7. forecast to improve the existing rush-hour service on the Barrie rail corridor from Union Station to the Maple GO Table 1-7: Current GO Station Parking Capacity and Utilization Station from 15-20 minutes to 15 minutes or less; and from the Maple GO Station to the Aurora GO Station from 20-30 minutes to 15 minutes or less. GO Station Parking Capacity (spaces) Highest Monthly Utilization in 2015 Estimates of the transportation user benefits from the provision of all-day service on all corridors (e.g., time York University 0 Not Applicable savings, auto cost savings, safety benefits) were calculated and compared to the estimates of capital and Rutherford 978 106.5% in June operating costs for the associated infrastructure. It was determined that the Barrie corridor could achieve a benefit- Maple 1,319 116.3% in March cost ratio of 4.0:1 as a result of the GO Expansion service, with long-term costs of $2.96 Billion and total benefits King City 565 100.9% in October of $11.8 Billion. When determining the net long-term benefit of the GO Expansion service, Metrolinx considered Aurora 1,464 101.1% in September reductions in automobile operating costs and accidents; reductions in greenhouse gas emissions; safety and wider economic benefits; and various time savings benefits. Newmarket 269 104.8% in September East Gwillimbury 646 99.1% in November 2. Ridership on the Barrie Rail Corridor Bradford 359 98.3% in January and March This section of the Report summarizes the existing service along the Barrie rail corridor and examines current Barrie South 619 86.4% in September ridership and recent growth using historical cordon count data. Ridership forecasts for daily, peak period and Allandale Waterfront 160 98.1% in November peak hour ridership are presented, and this information was used to estimate future peak hour vehicular traffic for each GO Station for each of the future scenario horizon periods. Metrolinx is updating the 2013 GO Transit Rail Parking and Station Access Plan as part of a system-wide analysis of future parking requirements and access to all GO Stations which will be aligned with the GO Expansion It is worth noting that Transportation Demand Management (TDM) initiatives will play a critical role in attracting servicing scenario. The results of this future study will affect the strategy/requirements for parking and modal new GO Rail ridership and managing GO station access. TDM is the use of policies, programs, services and shifts that are identified in this Report. In addition, Metrolinx is conducting a system-wide station analysis, which products to encourage people to use sustainable modes of transportation instead of driving alone by car. will identify a number of future potential stations along the Barrie rail corridor. This Report focuses on existing GO Metrolinx’s five-year strategy includes key objectives to deliver TDM solutions in order to effectively achieve and Stations and whilst the BRCE Project does not preclude future new stations, this Report does not account for any support forecasted ridership increases, including initiatives such as education and information sharing (Smart potential effects of new stations. Separate traffic investigations will be required to assess the traffic effects of any Commute), carpooling incentives, fare integration between GO Transit and local transit systems, and encouraging new stations along the Barrie rail corridor, including potential effects on both the new stations and on the existing walking and cycling. stations, once details of these stations have been finalized. 2.1 Existing Service and Ridership on the Barrie Rail Corridor 1.3.6 GO Regional Express Rail Initial Business Case At present, commuter rail service along the Barrie rail corridor comprises the following: The GO Regional Express Rail (RER) Initial Business Case Report (Metrolinx, 2015) identified how the GO Weekday Service: Expansion service would benefit the Greater Toronto and Hamilton Area (GTHA) by transforming the GO rail system within the next ten years. The GO Expansion service would more than double existing peak period service Five southbound trains travelling from the Allandale Waterfront GO Station to Union Station in the A.M. peak and quadruple off-peak period service, reducing travel times by up to 50%. period (arriving at Union Station between 6:30 A.M. and 9:30 A.M.). The headway for these trains is approximately 30 minutes. Two additional southbound trains run from the Maple GO Station to Union Station For the Barrie corridor it was estimated that by 2029, ridership could increase to approximately 22 million in the A.M. peak, creating approximately 15 minute headways between 7:00 A.M. and 8:00 A.M. south of the customers per year, which is a 442% increase from 2014 ridership. Implementing the GO Expansion service Maple GO Station; would result in better connections between urban centres and relief to congested highways, roads, and transit systems. Seven northbound trains travelling from Union Station to the Allandale Waterfront GO Station in the P.M. peak period (departing Union Station between 3:40 P.M. and 6:45 P.M.). The headway for these trains is approximately 30 minutes; and
Bus service is also provided to most GO Stations along the Barrie rail corridor.
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Weekend Service:
As of December 31, 2016, year-round weekend GO train service is offered throughout the day on Saturdays, Sundays and holidays. Three southbound trains run from the Allandale Waterfront GO Station to Union Station in the morning, and seven additional southbound trains run from the Aurora GO Station to Union Station throughout the day, creating approximately 75 minute headways. Six northbound trains run from Union Station to the Aurora GO Station, and three additional northbound trains run from Union Station to the Allandale Waterfront GO Station; and
GO Bus service between Barrie and Newmarket is also provided to meet train service at Aurora GO Station.
The existing GO schedules for these trains are provided for reference in Figures B1 through B3 in Appendix B of this Report.
Cordon count information from 2010 to 2014 for the Barrie GO rail service was reviewed to determine current ridership numbers and recent growth. The total daily boardings (Ons) and alightings (Offs), from spring and fall cordon counts at the various stations along the Barrie rail corridor, are summarized below in Table 2-1. The cordon analysis, on a train-by-train basis, is shown in Figure B4 in Appendix B of the Report for the fall 2014 time period.
Analysis of the information in Table 2-1 shows the following:
Overall, the total number of daily Ons/Offs along the entire Barrie rail corridor grew by 70% between 2010 and 2014;
All GO Stations have seen considerable growth in ridership over the four year period, with the exception of the Barrie South GO Station, which shows a decline (-12%). However, this can be attributed to the opening of the Allandale Waterfront GO Station during that timeframe, which attracted some of the existing Barrie South GO Station users; and
The greatest growth has occurred at the Maple GO Station with growth of 145% over four years, an increase of over 3,200 trips to/from that station.
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Table 2-1: Cordon Count Summary for the Barrie Rail Corridor
Time Year York Rutherford GO Maple GO King City GO Aurora GO Newmarket GO East Gwillimbury Bradford GO Barrie South GO Allandale Waterfront Total University GO Station Station Station Station Station GO Station Station Station GO Station Corridor Station Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Ons+Offs Spring 2010 319 2,527 1,594 1,078 2,642 977 831 473 1,129 Not in service 11,570 Fall 2010 524 2,599 2,217 1,227 2,909 1,059 983 563 1,308 Not in service 13,389 Spring 2011 328 2,719 2,354 1,092 3,118 1,186 903 555 1,137 Not in service 13,392 Fall 2011 466 3,041 2,404 1,115 3,185 1,327 923 567 1,378 Not in service 14,406 Spring 2012 448 2,929 2,962 1,124 3,492 1,293 1,084 696 1,118 203 15,349 Fall 2012 408 2,899 3,456 1,307 3,629 1,248 1,051 692 1,050 201 15,941 Spring 2013 333 3,048 3,484 1,277 3,540 1,135 1,020 729 1,074 197 15,837 Fall 2013 554 3,071 3,958 1,474 4,009 1,236 1,174 844 986 392 17,698 Summer 2014 507 3,146 4,494 1,599 4,562 1,277 1,168 900 997 648 19,298 Fall 2014 847 3,906 5,432 1,923 4,653 1,377 1,386 1,065 1,149 1,087 22,825 Fall % of Total 1 2014 4% 17% 24% 8% 20% 6% 6% 5% 5% 5% - Growth Fall 2010 to 2014 323 1,307 3,215 696 1,744 318 403 502 -159 886 9,436 % Growth Fall 2010 to 2014 62% 50% 145% 57% 60% 30% 41% 89% -12% 441% 70% 1 Fall % of Total is the percentage of Ons+Offs at the station relative to the Total Ons+Offs for the corridor
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2.1.1 Peak Train Capacity Table 2-4: Projected Future Population1 As shown in the Fall, 2014 cordon count data, shown in Figure B4, Appendix B of this Report, a number of trains Year (Population in the 000’s)2 Average % Change % Change (2011 to are presently running over their seating capacity, as summarized in Table 2-2. Municipality per year (2011 to 2011 2031 2036 2041 2041) Table 2-2: Trains with Rider Demand Over Seating Capacity (Fall 2014) 2041) City of 2,760 3,190 3,300 3,400 23.19% 0.67% % of Seating Train Direction # of Train Cars Peak Load Location Toronto Capacity York Region 1,060 1,590 1,700 1,790 68.87% 1.76% No. 800 Southbound 10 101% Rutherford to York University County of 294 N/A 456 497 69.05% 1.77% No. 802 Southbound 10 125% Rutherford to York University Simcoe No. 806 Southbound 12 129% Rutherford to York University City of Barrie 157 210 231 253 61.15% 1.60% No. 810 Southbound 12 102% Rutherford to York University 1 Source: Amendment 2 to the Growth Plan for the Greater Golden Horseshoe, 2006, 2013 consolidation. No. 812 Southbound 10 101% Rutherford to York University 2 2011 population data was obtained from the Growth Plan for the Greater Golden Horseshoe, 2006, January 2012 consolidation as data for this year is not provided in the later 2013 consolidation; Numbers No. 801 Northbound 6 106% York University to Rutherford rounded off to the nearest 10,000 for GTHA municipalities, GTHA Total and Outer Ring Total and to the No. 805 Northbound 10 136% York University to Rutherford nearest 1,000 for outer ring municipalities; No. 807 Northbound 12 111% York University to Rutherford N/A= not available. No. 809 Northbound 10 114% York University to Rutherford The Growth Plan identifies that public transit will be the first priority for transportation infrastructure planning and 2.2 Growth in the Barrie Rail Corridor Catchment Area major transportation investments, which could include capacity improvements to existing transit systems, to Recent population data for each single tier and upper tier municipality along the Barrie rail corridor from the 2006 support intensification, and inter-regional transit links between urban growth centres. and 2011 census are provided in Table 2-3. As noted therein, the population growth over this period is also 2.3 Barrie Rail Corridor Ridership and Traffic Forecasts summarized and compared to the Province of Ontario as a whole. With the exception of the City of Toronto (which The following service level scenarios were considered for future ridership and traffic forecasts: was slightly lower), all upper tier communities grew at, or above, the provincial average growth rate. York Region experienced a notably high population increase of 15.7%. Future, Scenario 1: up to 36 diesel trains per day from Union Station to the Aurora GO Station in 2021, which includes 20 diesel trains between Aurora and Allandale Waterfront GO Station; and Table 2-3: Population Change in Communities along the Barrie Rail Corridor over the 2006 to 2011 Period1 Future, Scenario 2: up to 180 electric trains per day from Union Station to the Aurora GO Station in 2025 and beyond, which includes 46 electric trains between Aurora and Allandale Waterfront GO Station. Geographic Area 2006 Population 2011 Population % Change (2006 to 2011) Future, Scenario 1 assumes the following train service along the Barrie rail corridor for the 2021 horizon year:
Province of Ontario 12,160,282 12,851,821 5.7 Ten peak period, peak direction trains, three counter-peak direction trains, and five off-peak trains per City of Toronto 2,503,281 2,615,060 4.5 direction between the Aurora GO Station and Union Station; and York Region 892,712 1,032,524 15.7 Five peak period, peak direction trains, and three off-peak trains per direction between the Allandale 2 County of Simcoe 422,204 446,063 5.7 Waterfront GO Station and Union Station. City of Barrie 128,430 136,063 3 5.9 Future, Scenario 2 assumes the following train service along the Barrie rail corridor for the 2025 and beyond 1 Source: Statistics Canada, 2011 Census of Population. horizon period: 2 City of Barrie data is also included within County of Simcoe statistics 3 2011 City of Barrie data is from the revised 2011 count. All-day, two-way 15-minute service between the Aurora GO Station and Union Station;
Population forecasts for the upper tier municipalities were obtained from the Growth Plan for the Greater Golden Peak period, peak direction 30-minute or better service between the Allandale Waterfront GO Station and Horseshoe, 2006 (2013 consolidation). All municipalities are expected to increase significantly as summarized in Union Station; and Table 2-4.
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Off-peak, two-way 60-minute service or better between the Allandale Waterfront GO Station and Union 2015 2021 2025 GO Station Station. Boardings Alightings Boardings Alightings Boardings Alightings Future ridership forecasts were provided by Metrolinx for the 2029 A.M. peak period and peak hour for existing East Gwillimbury 658 9 880 - 1,134 - GO Stations, which was intended to represent the 2025 (“Opening Day”) conditions with GO Expansion service, Bradford 519 4 655 - 810 - and was considered as Future, Scenario 2 within this Report. The 2029 forecasts were based on the RER Initial Barrie South 567 - 862 - 1,200 - Business Case model for the year 2031 and it should be noted that these did not account for any potential new Allandale Waterfront 478 - 358 - 221 - GO Stations. TOTAL 10,742 449 15,930 496 21,860 601 Modeled ridership forecasts for the Future, Scenario 1 (36 trains in 2021) were not available, at the time of completion of this Report. Therefore, the 2021 forecasts were estimated by interpolating between the existing The P.M. peak period ridership is assumed to be equivalent to the A.M. peak period, but with boardings and ridership and the Future, Scenario 2 forecasts (GO Expansion in 2025 and beyond). alightings reversed. As per the assumption in the RER Program Requirements Report, the A.M. peak hour ridership forecasts are 0.55 times the A.M. peak period values. Peak hour ridership forecasts are summarized in Section 2.3.1 below presents the ridership forecasts for the existing GO Stations along the Barrie corridor. Since Table 2-6. the Future, Scenario 2 ridership forecasts did not include proposed GO Stations, the ridership forecasts for the Table 2-6: Barrie Rail Corridor Weekday A.M. Peak Hour Ridership proposed Caledonia GO Station and Downsview Park GO Station are discussed separately in Sections 2.3.2 and 2.3.3, respectively. The ridership forecasts for the York University GO Station are discussed in additional detail 2015 2021 2025 GO Station in Section 2.3.4. Boardings Alightings Boardings Alightings Boardings Alightings 2.3.1 Existing Barrie GO Stations York University 32 165 58 226 82 242 Existing, 2021, and 2025 and beyond peak period A.M. inbound ridership for the existing GO Stations on the Rutherford 1,121 22 1,723 33 2,456 49 Barrie rail corridor is summarized in Table 2-5. Maple 1,701 2 2,108 2 2,811 - From the numbers above, it can be seen that the total peak period ridership is expected to more or less double King City 444 1 819 - 1,124 - by 2025 for each of the GO Stations, with some stations potentially seeing growth of over 160% in their ridership. Aurora 1,113 15 2,025 - 3,017 - It is noted that the forecast for the Allandale Waterfront GO Station is lower than the existing ridership, which Newmarket 358 15 514 18 684 11 indicates that the base ridership information in the forecasting model may have been underestimated. For the East Gwillimbury 337 5 484 - 624 - analysis in this study a nominal growth rate of 1% has been assumed. Bradford 229 2 360 - 446 - Off-peak ridership forecasts were not provided at the time of completion of this Report, but it has been assumed Barrie South 263 - 474 - 660 - that the off-peak ridership is equivalent to approximately 30% of the A.M. peak period, based on analysis of off- Allandale Waterfront 254 - 282 - 305 - peak versus peak ridership numbers along the Lakeshore East rail corridor. Under this assumption, the daily TOTAL 5,852 227 8,847 277 12,209 302 ridership forecasts were estimated by multiplying the A.M. peak period ridership by a factor of 2.3. Using the A.M. peak hour ridership forecasts above, modal split information can be applied to derive the Table 2-5: Barrie Rail Corridor Weekday A.M. Peak Period Ridership forecasted trip generation for each access mode. A formal forecast of future modal split percentages was not 2015 2021 2025 available at the time of completion of this Report, therefore the future modal splits were estimated based on the GO Station Boardings Alightings Boardings Alightings Boardings Alightings existing modal split data from the 2013 GO Rail Passenger Survey Report with minor increases (e.g., 1 or 2%) in car-pool, transit, and active transportation modes where the GO Station location and surrounding land use could York University 66 340 105 410 149 483 support these shifts. The existing and future modal splits for each GO Station are shown in Table 2-7. Rutherford 1,965 40 3,132 65 4,465 97 Maple 2,715 3 3,833 - 5,110 - King City 1,005 1 1,489 - 2,043 - Aurora 2,104 26 3,682 - 5,485 - Newmarket 665 26 935 21 1,243 21
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Table 2-7: Forecasted Modal Split for GO Station Access Table 2-8: Trip Generation for GO Stations in the A.M. Peak Hour
GO Time Auto Kiss & GO Time Auto Kiss & Car Pool Transit Walk Bicycle Car Pool Transit Walk Bicycle Station Period Driver Ride Station Period Driver Ride York York See Section 2.3.4 for details about this station See Section 2.3.4 for details about this station University University 2015 66.5% 3.2% 15.3% 6.0% 8.0% 1.0% 2015 745 36 172 67 90 11 Rutherford 2021 57.0% 5.0% 20.0% 7.0% 9.0% 2.0% Rutherford 2021 965 86 345 138 155 34 2025 50.0% 7.0% 20.0% 10.0% 10.0% 3.0% 2025 1,228 172 491 246 246 74 2015 70.0% 4.3% 20.2% 1.2% 4.3% 0.0% 2015 1,191 73 344 20 73 0 Maple 2021 64.0% 5.0% 20.0% 3.0% 7.0% 1.0% Maple 2021 1,349 105 422 63 148 21 2025 59.0% 6.0% 20.0% 5.0% 8.0% 2.0% 2025 1,658 169 562 141 225 56 2015 69.3% 3.4% 24.0% 0.8% 0.8% 1.7% 2015 308 15 107 4 4 8 King City 2021 69.0% 4.0% 20.0% 2.0% 2.0% 3.0% King City 2021 565 33 164 16 16 25 2025 68.0% 5.0% 16.0% 4.0% 3.0% 4.0% 2025 764 56 180 45 34 45 2015 75.8% 0.6% 15.9% 3.0% 4.4% 0.3% 2015 844 7 177 33 49 3 Aurora 2021 71.0% 2.0% 16.0% 5.0% 5.0% 1.0% Aurora 2021 1,438 41 324 101 101 20 2025 66.0% 3.0% 16.0% 7.0% 6.0% 2.0% 2025 1,991 91 483 211 181 60 2015 50.0% 0.0% 26.4% 5.9% 15.7% 2.0% 2015 179 0 95 21 56 7 Newmarket 2021 43.0% 2.0% 25.0% 15.0% 17.0% 3.0% Newmarket 2021 221 10 129 77 87 15 2025 35.0% 4.0% 24.0% 20.0% 18.0% 4.0% 2025 239 27 164 137 123 27 2015 84.3% 2.0% 9.8% 3.9% 0.0% 0.0% 2015 284 7 33 13 0 0 East East 2021 78.0% 3.0% 10.0% 5.0% 2.0% 2.0% 2021 378 15 48 24 10 10 Gwillimbury Gwillimbury 2025 72.0% 4.0% 10.0% 6.0% 4.0% 4.0% 2025 449 25 62 37 25 25 2015 68.3% 5.0% 20.0% 0.0% 3.4% 3.3% 2015 156 11 46 0 8 8 Bradford 2021 65.0% 6.0% 16.0% 5.0% 4.0% 4.0% Bradford 2021 234 22 58 18 14 14 2025 62.0% 7.0% 13.0% 7.0% 6.0% 5.0% 2025 276 31 58 31 27 22 2015 81.2% 1.9% 12.3% 1.8% 1.9% 0.9% 2015 214 5 32 5 5 2 Barrie Barrie 2021 72.7% 3.0% 12.3% 5.0% 4.0% 3.0% 2021 345 14 58 24 19 14 South South 2025 64.7% 4.0% 12.3% 8.0% 6.0% 5.0% 2025 427 26 81 53 40 33 2015 47.5% 1.3% 33.3% 9.0% 5.1% 3.8% 2015 121 3 85 23 13 10 Allandale Allandale 2021 42.0% 2.0% 33.0% 11.0% 7.0% 5.0% 2021 118 6 93 31 20 14 Waterfront Waterfront 2025 38.0% 3.0% 33.0% 13.0% 8.0% 5.0% 2025 116 9 101 40 24 15
Combining the modal splits above with the A.M. peak hour ridership forecasts produces the peak hour trip generation for each access mode. Table 2-8 shows the peak hour trip generation by mode for 2015 (existing), 2021 (Future, Scenario 1), and 2025 (Future, Scenario 2).
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2.3.2 Proposed Caledonia GO Station Table 2-11: Total Forecasted A.M. Peak Hour Trip Generation from the Caledonia GO Station and Caledonia GO Station Ridership Forecast - Scenario 1 ECLRT Station (36 Trains/Day Scenario, 13 Trains in the A.M. Peak Period)
The Metrolinx Eglinton-GO Transfer Activity (v2.1) memo (May 16, 2014) forecasted the ridership estimates for Activity Boardings Alightings Total (riders/hour) (riders/hour) (riders/hour) the proposed Caledonia GO Station. These are summarized in Table 2-9. ECLRT Station (external traffic) 300 200 500 The Metrolinx forecasts are based on the GO Electrification Study Reference Case (ESRC) (2014), which includes GO Station (external traffic) 25 25 50 ten trains in the A.M. peak period southbound and three trains in the counter-peak direction during the A.M. peak Total External Traffic 325 225 550 period, plus all-day, two-way service on the corridor. The ESRC assumes a total of 53 trains per weekday, with Transfers (internal traffic between 26 trains southbound and 27 trains northbound in 2021. Since the traffic effects in this Report are assessed on N/A N/A 225 ECLRT and GO lines) the peak 15 minutes of the peak hour period of the traffic on adjacent roadways, for the purposes of this Report, the trip generation forecast in the Metrolinx modelling (e.g., 53 trains per day scenario) was considered to be Total Internal and External Traffic N/A N/A 775 representative of conditions for the 36 train scenario and provides a conservative effects analysis. N/A = Not Available
Table 2-9: Trip Generation for the A.M. Peak Hour at Caledonia GO Station (36 Trains/Day Scenario, 13 For the purposes of this Report, it was assumed that the P.M. peak hour traffic at these two stations will be a Trains in the A.M. Peak Period) reverse of the A.M. peak hour traffic. This study assumed a Peak Hour Factor (PHF) of 0.55 for both the ECLRT Activity Metrolinx Adjusted Forecast (from May 2014 Memo) (riders/hour) traffic and the GO rail traffic. For the ECLRT traffic it was assumed that the daily traffic will be 3.45 times the A.M. peak period traffic. For the GO rail traffic, it was assumed that the off-peak traffic is 30% of the A.M. peak period GO Barrie to ECLRT1 200 traffic. Based on the above assumptions the total daily ridership was forecasted to be about 4,285 riders at these GO Barrie to bus/walk 25 stations (e.g., 3,345 external plus 940 internal transfers), under the 36 trains per day scenario. ECLRT to GO Barrie 25 Caledonia GO Station Ridership Forecast - Scenario 2 Bus/walk to GO Barrie 25 Total peak hour activity 275 For the 180 trains per day scenario, a factor of 1.55 was applied to the A.M. peak hour Caledonia GO Station 1 Eglinton Crosstown Light Rail Transit traffic generated by the 36 trains per day scenario, to reflect the decreased train headway time during the peak hour and the increased number of trains in the counter-peak direction during this period. No modification was The trips forecasted at the Eglinton Crosstown Light Rail Transit (ECLRT) Caledonia Station for the A.M. peak made to the external ECLRT traffic since the forecasts used were conservatively based on 2031 conditions. The hour (e.g., excluding the Caledonia GO Station) are provided in the ECLRT EPR (Toronto Transit Commission forecasted trip generation from the joint Caledonia GO Station and ECLRT Station, for the 180 train scenario is (TTC)/City of Toronto, March 2010), as summarized in Table 2-10. summarized in Table 2-12.
Table 2-10: Forecasted A.M. Peak Hour Trip Generation at Caledonia ECLRT Station (2031) Table 2-12: Total Forecasted A.M. Peak Hour Trip Generation from the Caledonia GO Station and ECLRT Station (180 Trains/Day Scenario) Boardings Alightings Total Link Volume Direction (riders/hour) (riders/hour) (riders/hour) (riders/hour) Activity Boardings Alightings Total Eastbound 200 50 250 4,500 (riders/hour) (riders/hour) (riders/hour) Westbound 100 150 250 2,200 ECLRT Station (external traffic) 300 200 500 Total Two-Way 300 200 500 6,700 GO Station (external traffic) 40 40 80 Total External Traffic 340 240 580 The forecasts in the GO ESRC assumed 2021 conditions, while the ECLRT forecasts were based on a 2031 Transfers (internal traffic between ECLRT N/A N/A 350 horizon year. Considering the inherent assumptions required for both forecasts, the trip generation in the 2021 and GO lines) time horizon has applied these previous forecasts, without adjustment. Total Internal and External Traffic N/A N/A 930 Based on the above sources, the forecasted trip generation from the joint Caledonia GO Station and ECLRT N/A = Not Available Station, for the scenario considered, is summarized in Table 2-11. The same assumptions were applied to the 2025 scenario as outlined for the 2021 scenario to forecast the daily ridership. It is forecasted that the total daily ridership will be about 4,930 riders at these stations (e.g., 3,450 external plus 1,460 internal transfers), under the 180 trains per day scenario.
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Access Mode and Traffic Distribution A.M. Peak Hour P.M. Peak Hour Mode With respect to the GO rail operations, the Caledonia GO Station will largely be a transfer station, due to its Boardings Alightings Boardings Alightings (riders/hour) (riders/hour) (riders/hour) (riders/hour) location and proximity in relation to Union Station (e.g., about 13 minutes travel time) and to the ECLRT Line, and therefore is forecasted to generate very little external traffic. Conversely, the Caledonia ECLRT Station is Kiss & Ride or Taxi 45 30 30 45 forecasted to generate external traffic, which originates or is destined to the local area, with access via walking, TOTAL 505 345 345 505 cycling and transit connections. 2.3.3 Proposed Downsview Park GO Station The 2013 GO Rail Passenger Survey provides the following mode share percentage for Kiss & Ride at GO Metrolinx has not forecasted ridership at the proposed Downsview Park GO Station but has suggested that the Stations that are also located geographically in similar proximity to Union Station: GO ridership forecasts for the York University GO Station may apply, since both stations are primarily transfer stations, with respect to the GO rail traffic. The York University GO rail traffic currently transfers to the York Bloor GO Station - 5.3% Kiss & Ride; University Shuttle Bus (a free service by the University); while the new Downsview Park GO Station will allow for Exhibition GO Station - 5.3% Kiss & Ride; transfer to the Toronto-York Spadina Subway Extension. The traffic transfers are assumed to be the same since the Shuttle Bus is free but the Subway will provide an improved connection to the University. Therefore, for the Weston GO Station - 10.0 % Kiss & Ride; purposes of this Report the trip generation calculated for the existing York University GO Station was applied to Danforth GO Station - 10.3% Kiss & Ride; and the Downsview Park GO Station. In addition, some traffic has been added to account for bus/walk connections at the new Downsview Park GO Station, based on the forecasts made for the Caledonia GO Station (a similar All stations within the 416 area - 14.0% Kiss & Ride. transfer station). The ECLRT EPR Addendum (March, 2013) assumed that Kiss & Ride activity would be 12.3% of the forecasted Downsview Park GO Station Ridership Forecast - 36 Trains per Day Scenario (2021) alightings for the proposed Mount Dennis GO Station. The forecasted A.M. peak period ridership that is related to the proposed Downsview Park GO Station is For the purposes of this Report, the level of Kiss & Ride activity for the external traffic at the Caledonia GO Station summarized in Table 2-14. and ECLRT Station was assumed to be 10% of the external boarding traffic and 10% of the external alighting traffic, in both the A.M. peak hour and P.M. peak hour. The remaining access modes for these stations were Table 2-14: Trip Generation for the A.M. Peak Hour for Downsview Park GO Station (36 Trains/Day assumed to be via walking, cycling and transit connections. The forecasted external traffic volumes for the Scenario, 13 Trains in the A.M. Peak Period) combined Caledonia GO Station and ECLRT Station are summarized in Table 2-13, for the two service scenarios considered. Activity Ridership Forecast (riders/hour) GO Barrie to Spadina Subway 410 Table 2-13: External Peak Hour Traffic from the Caledonia GO Station and ECLRT Station GO Barrie to bus/walk 25 A.M. Peak Hour P.M. Peak Hour Spadina Subway to GO Barrie 105 Mode Boardings Alightings Boardings Alightings Bus/walk to GO Barrie 25 (riders/hour) (riders/hour) (riders/hour) (riders/hour) Total peak hour activity 565 36 Trains per day Scenario Walk 235 175 175 235 The trips forecasted at the Downsview Park Spadina Subway Station for the A.M. peak hour (e.g., excluding the Cycle 25 25 Downsview Park GO Station) are based on the peak period forecasts provided in the Travel Demand Forecast Bus 35 30 30 35 Report, Spadina Subway Extension EA (TTC/City of Toronto, August 2005). The peak period volumes provided in that report have been converted to peak hours using a PHF of 0.55, with the results summarized in Table 2-15. Kiss & Ride or Taxi 30 20 20 30 TOTAL 325 225 225 325 180 Trains per day Scenario Walk 365 270 270 365 Cycle 40 40 Bus 55 45 45 55
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Table 2-15: Forecasted A.M. Peak Hour Trip Generation Downsview Park Spadina Subway Station Table 2-17: Total Forecasted A.M. Peak Hour Trip Generation from the Downsview Park GO (Horizon Year 2021) Rail/Subway Station (180 Trains per Day Scenario)
Walk- Bus Boardings Alightings Total Walk-outs Bus Transfers NB Volume to Activity ins to Transfers SB volume From Station (riders/hour) (riders/hour) (riders/hour) From Station From Station Station Station to Station Spadina Station (external traffic) 1,225 750 1,975 250 770 330 300 5,420 9,400 GO Station (external traffic) 40 40 80 Based on the above sources, the forecasted trip generation from the joint Downsview Park GO Station and Total External Traffic 1,265 790 2,055 Spadina Subway Station, for the scenario considered, is summarized in Table 2-16. Transfers (internal traffic between N/A N/A 636 Subway and GO lines) Table 2-16: Total Forecasted A.M. Peak Hour Trip Generation from the Downsview Park GO Station and Total Internal and External Traffic N/A N/A 2,691 Spadina Subway Station (36 Trains/Day Scenario, 13 Trains in the A.M. Peak Period) N/A = Not Available Boardings Alightings Total Activity (riders/hour) (riders/hour) (riders/hour) The same assumptions were applied to the 2025 scenario as outlined for the 2021 scenario to forecast the daily ridership. The total daily ridership was forecasted to be about 15,460 riders at this station (e.g., 12,800 external Spadina Subway (external traffic) 1,020 630 1,650 plus 2,660 internal transfers), under the 180 trains per day scenario. GO Station (external traffic) 25 25 50 Total External Traffic 1,045 655 1,700 Access Mode and Traffic Distribution at the Downsview Park GO Station Transfers (internal traffic between N/A N/A 515 With respect to GO rail operations, the Downsview Park GO Station will largely be a transfer station, and therefore ECLRT and GO lines) is forecasted to generate very little external traffic. This is due to its location with respect to York University and Total Internal and External Traffic N/A N/A 2,215 that it will be on the Toronto-York Spadina Subway Extension. Conversely, the Downsview Park Spadina Subway N/A = Not Available Station is forecasted to generate significant external traffic to or from the local area surrounding the station. This external traffic to or from the subway station is expected to access via walking, cycling and other transit For the purposes of this Report, it is assumed that the P.M. peak hour traffic at these stations will be a reverse of connections. the A.M. peak hour traffic. This study assumed a PHF of 0.55 for both the Spadina Subway traffic and the GO rail traffic. For the Spadina Subway traffic it is assumed that the daily traffic will be 3.45 times the A.M. peak period Based on the Travel Demand Forecast Report, Spadina Subway Extension EA (TTC/City of Toronto, August traffic. For the GO rail traffic it is assumed that the off-peak traffic is 30% of the A.M. peak period traffic. Based 2005) the forecasted modal split for the subway at the Downsview Park Subway Station is as follows: on the above assumptions the total daily ridership is forecasted to be about 12,710 riders at this station (e.g., Walk In - 15%; 10,560 external plus 2,150 internal transfers). Bus In - 47%; Downsview Park GO Station Ridership Forecast - 180 Trains per Day Scenario (2025) Walk Out - 20%; and For the 180 trains per day scenario, the GO Barrie/Subway transfers were based on the forecasts for the GO Barrie/Shuttle Bus transfers for the York University GO Station, as provided by Metrolinx. In addition, a factor of Bus Out - 18%. 1.55 was applied to the forecasted A.M. peak hour GO Barrie/Bus-Walk connections for the Caledonia GO There are no planned long term parking facilities and no formal Kiss & Ride facilities proposed at the Downsview Station, under the 36 trains per day scenario, to estimate the additional ridership at the Downsview Park GO Park GO Station or Downsview Park Subway Station. However, some Passenger Pick-Up/Drop-Off (PPUDO) will Station under the additional service improvements. For the Spadina Subway a factor of 1.20 was applied to the occur (via cars and buses) in the cul-de-sac proposed at the west side of the station. A.M. peak hour subway traffic generated by the 36 trains per day scenario, to reflect ongoing population growth in the Downsview Park Secondary Plan area. The forecasted trip generation from the joint Downsview Park GO Based on the above modal split assumptions, the forecasted external traffic volumes for the combined Downsview Rail/Subway Station for the 180 trains per day scenario is summarized in Table 2-17. Park GO Station and Spadina Subway Station are summarized in Table 2-18, for the two service scenarios considered.
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Table 2-18: External Peak Hour Traffic from the Downsview Park GO Station and Spadina Subway Table 2-19: Ridership Forecasts for York University GO Station Station Year Auto Driver Car Pool Kiss & Ride Transit Walk Bicycle A.M. Peak Hour P.M. Peak Hour Peak A.M. Period Mode Boardings Alightings Boardings Alightings 2014 0 0 0 406 0 0 (riders/hour) (riders/hour) (riders/hour) (riders/hour) 2021 0 0 0 515 0 0 36 Train Scenario 2025 0 0 0 636 0 0 Walk/Cycle 270 350 350 270 A.M. Peak Hour Bus/PPUDO 775 305 305 775 2014 0 0 0 197 0 0 TOTAL 1,045 655 655 1,045 2021 0 0 0 284 0 0 180 Train Scenario 2025 0 0 0 350 0 0 Walk 335 425 425 335 Daily Bus/PPUDO 930 365 365 930 2014 0 0 0 847 0 0 TOTAL 1,265 790 790 1,265 2021 0 0 0 1,358 0 0 2.3.4 York University GO Station 2025 0 0 0 1,677 0 0 Existing ridership estimates for the York University GO Station were based on cordon counts taken in 2014 and on future A.M. peak period forecasts by Metrolinx (2021 and 2025, including growth resulting from the proposed Based on an existing A.M. peak hour demand of 197 riders (32 boardings, 165 alightings), it is estimated that Barrie rail corridor service improvements), as detailed previously on Table 2-5 (Section 2.3.1) of this Report. there will be an average of about 55 riders on each of the three shuttle buses in the peak direction. The TTC’s standard for vehicle loading for low-floor buses is 55, which indicates that the current three shuttles/peak hour is The York University GO Station functions primarily to service the needs of York University, although it also serves sufficient to meet the demand. Under the 2025 horizon year conditions it is forecasted that the A.M. peak hour the adjacent industrial development in this area, as shown in Figure C1 in Appendix C of this Report. In this demand will grow to 350 riders (81 boardings, 269 alightings). Under the 2025 scenario it is assumed that the respect only about 16% of the A.M. peak period ridership is from boardings, while 84% comes from alightings. shuttle bus will meet four of the trains during the A.M. peak hour, which equates to an average demand of about This percentage of boardings is forecast to grow to 20% in 2021, and 23% in 2025 due to the service 67 riders on each bus. Therefore, it is likely that one or two additional shuttle buses will be required during the improvements on the Barrie rail corridor. The following assumptions were made in forecasting the future trip peak A.M. hour to meet the forecasted demand. This analysis assumed the current York University GO Station generation from the York University GO Station: continues to operate in a similar fashion to existing operations (e.g., GO Station/Shuttle Bus transfers). However, Off-peak ridership equates to 30% of A.M. peak period ridership; the constraints/opportunities provided by the new Downsview Park GO Station/Spadina Subway connection may require that this arrangement be modified. PHF of 55% for future ridership; The forecasted peak hour vehicular trips and parking requirements for the York University GO Station, based on The proportion of P.M. peak period traffic to the A.M. peak period traffic, will remain the same as under shuttle bus requirements, are summarized in Table 2-20. existing conditions (e.g., 8.6% higher); and Table 2-20: Forecasted Parking Requirements for the Shuttle Bus at the York University GO Station Modal split of 100% via transit (e.g., Shuttle Bus from York University campus). The York University GO Peak Hour Trips Peak Hour Trips Peak Hour Parking Station is located about 1.0 km to the east of the east boundary of the campus, which reduces the potential Year Incoming Outgoing Per Train Arrival for walking to the station. The University runs the shuttle bus service between the campus and the University, with connections to five of the A.M. peak period trains (e.g., three during the peak hour), as well as 2014 3 3 1 connections to all seven of the P.M. peak period trains. It was assumed that GO ridership to the adjacent 2021 4 4 2 industrial area, as well as that from other modes, is also minimal (e.g., there are no Park & Ride or Kiss & 2025 5 5 2 Ride facilities at this station, although there may be some riders presently parking on the adjacent streets).
The resulting A.M. peak hour, A.M. peak period and daily ridership forecasts at the York University GO Station are summarized in Table 2-19.
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The TTC is presently completing the Toronto-York Spadina Subway Extension, which will extend the existing Location (and Mileage) Jurisdiction Classification Description subway from the Sheppard West Station (at Allen Road/Sheppard Avenue) to the Vaughan Metropolitan Centre Highway 401, Mile 8.80 Province Highway rail underpass at Highway 7. A New York University Subway Station is proposed in the centre of the University campus, as Wilson Avenue, Mile 9.12 Toronto arterial road rail overpass shown in Figure C1 in Appendix C of this Report. Service on the new extension is planned to start at the end of Sheppard Avenue, Mile 10.87 Toronto arterial road rail overpass 2017. Finch Avenue, Mile 11.65 Toronto arterial road rail underpass
3. Traffic Considerations at Rail Crossings along the Barrie Rail Corridor Steeles Avenue, Mile 12.92 Toronto arterial road rail overpass
3.1 Existing Grade Separations Snider Grade Separation, Mile 13.20 CNR rail rail overpass The Barrie rail corridor includes 30 existing rail/roadway grade separations along its length, along with three Joint Highway 407, Mile 13.81 Highway rail overpass existing rail/pedestrian grade separations, and one rail/rail grade separation. It is noted that one of the Venture/MTO1 rail/pedestrian linkages is now closed (Mile 4.08). There is also one at-grade crossing (Concession Road 2, Highway 7, Mile 14.23 York Region arterial road rail overpass Township of East Gwillimbury, Mile 36.38) that is currently being replaced by a grade separation as detailed in Major Mackenzie Drive, Mile 18.10 York Region arterial road rail overpass Section 3.4.8 of this Report. The location and jurisdiction of the existing 35 grade separations located within the Keele Street, Mile 19.60 York Region arterial road rail underpass Barrie rail corridor study limits are summarized in Table 3-1. King Road, Mile 23.26 York Region arterial road rail underpass Table 3-1: Existing Grade Separated Crossings Keele Street, Mile 23.30 York Region arterial road rail underpass Location (and Mileage) Jurisdiction Classification Description Bathurst Street, Mile 26.50 York Region arterial road rail underpass Strachan Avenue, Mile 1.59 Toronto arterial road rail underpass Yonge Street, Mile 28.50 York Region arterial road rail overpass King Street, Mile 1.99 Toronto arterial road rail overpass minor Queen Street, Mile 2.46 Toronto arterial road rail overpass Queen Street, Mile 33.95 Newmarket residential rail underpass collector Brock Avenue, Mile 2.79 Toronto collector road rail overpass East rail underpass (under Concession Road 2 Mile 36.38 arterial road Lansdowne Avenue, Mile 3.12 Toronto arterial road rail overpass Gwillimbury construction) Dundas Street, Mile 3.37 Toronto arterial road rail underpass major collector 6th Line, Mile 53.70 Innisfil rail underpass four lane arterial road Bloor Street, Mile 3.91 Toronto rail overpass road Big Bay Point Road, Mile 60.30 Barrie arterial road rail underpass pedestrian pedestrian tunnel under major collector Pedestrian Tunnel, Mile 4.08 Toronto Coxmill Road, Mile 61.14 Barrie rail overpass tunnel tracks (now closed) road four lane arterial 1 Dupont Street, Mile 4.51 Toronto rail overpass MTO refers to the Ontario Ministry of Transportation. road Davenport Road, Mile 4.87 Toronto arterial road rail overpass There is one existing at-grade rail/rail crossing on the Barrie rail corridor (CPR North Toronto Subdivision at four lane arterial Davenport, Mile 4.60). This crossing was subject to a TPAP study for grade separation undertaken by Metrolinx. St. Clair Avenue, Mile 5.24 Toronto rail overpass road It is anticipated that the expansion of two existing grade separations, at Major Mackenzie Drive (Mile 18.10) and pedestrian pedestrian bridge over Yonge Street, (Mile 28.50), will be required during construction of Phase One of the BRCE Project, and the Innes Avenue, Mile 5.65 Toronto bridge tracks expansion of the Coxmill Road (Mile 61.14) grade separation will be required during construction of a future phase Rogers Road, Mile 5.86 Toronto arterial road rail overpass of the Project. pedestrian pedestrian tunnel under It is also noted that an EA has been completed and approved for the future 407 Transitway. A grade-separated Dunraven Drive, Mile 6.12 Toronto tunnel tracks crossing of the Barrie rail corridor is recommended. Its exact location has yet to be determined; however, Eglinton Avenue, Mile 6.50 Toronto arterial road rail underpass preferred routing would include an underpass on the north side of Hwy 407. Metrolinx will work with MTO to Lawrence Avenue, Mile 7.81 Toronto arterial road rail overpass confirm a location and design details.
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3.2 At-Grade Rail Crossing Criteria Warning In accordance with Transport Canada’s Grade Crossing Standards (July, 2014), the criteria required for System automated warning systems or grade separations at grade crossings are outlined in Table 3-2. Requirements Specification Clause Table 3-2: Grade Crossing Warning System Criteria or Grade (Grade Crossing Standards, July, 2014, Transport Canada) Separation Warning Requirement System Requirements Specification Clause Current Grade Crossing Standards do not provide specifications for grade separation, or Grade (Grade Crossing Standards, July, 2014, Transport Canada) however, the following is criteria are common considerations: Separation Five year forecast cross product exceeds 200,000. Historically, 200,000 was an accepted threshold used by Transport Canada and the transportation industry for Requirement Grade consideration of grade separation. Separation 9.1 The specifications for a public grade crossing at which a warning system without Maximum permissible train speeds exceed 130 km/h as previously required by the draft gates is required are as follows: Grade Crossing Regulations (Transport Canada, 2002) or the roadway is classified as a a. Where the forecast cross-product is 2,000 or more freeway by The Geometric Design Guide for Canadian Road (Transportation Association of Canada, 1996). b. Where there is no sidewalk, path or trail and the railway design speed is more than 129 km/h (80 mph); or Cross Product = Number of trains per day on railway x Average Annual Daily Traffic (AADT) on road.
Warning System c. Where there is a sidewalk, path or trail and the railway design speed is more than Train whistling is another factor that could influence the type of warning systems required for at-grade rail Without Gates: 81 km/h (50 mph); or crossings. Canadian Rail Operating Rules require all trains to whistle when they approach a public grade crossing Reflectorized d. where the railway design speed is more than 25 km/h (15 mph) but less than the in order to alert drivers, cyclists and pedestrians. In some locations, however, train whistling can be bothersome Crossbucks, railway design speed referred to in b) or c), as the case may be, and: to local residents, so there is a whistling cessation procedure that municipalities can follow. In general, it involves Flashing Lights i. where there are two or more lines of railway where railway equipment may consulting with the railway company to assess the feasibility of whistle cessation (Transport Canada’s Grade and Bell (RFB) pass each other; or Crossing Standards specify warning system requirements for an area without whistling), notifying the public of ii. the distance as shown in Figure 9-1(a) between a Stop sign at an their intent, and then passing a council resolution to stop the whistling. It is noted that the Town of Innisfil has intersection and the nearest rail in the crossing surface is less than 30 m; or already passed a resolution to pursue whistle cessation, and have requested that this be taken into consideration iii. in the case of an intersection with a traffic signal, the distance between the stop line of the intersection and the nearest rail in the crossing surface, as during the design of the warning systems for the at-grade rail crossings throughout Innisfil. shown in Figure 9-1(b), is less than 60 m, or where there is no stop line, the The Canadian Road/Railway Grade Crossing Detailed Safety Assessment Field Guide (Transport Canada, 2005), distance between the travelled way and the nearest rail in the crossing surface is less than 60 metres. identifies various factors that may be taken into account in making a decision to implement grade separation crossings. These factors include, but are not limited to, the following: 9.2 Specifications for a public grade crossing at which a warning systems with gates is required are as follows: Vehicular traffic volumes over the crossing; 9.2.1 a warning system is required under article 9.1 and; Frequency of train movements over the crossing; a. the forecast cross-product is 50,000 or more; b. there are two or more lines of railway where railway equipment may pass each Public transportation using the crossing (bus, street cars, Light Rail Transit (LRT), etc.); Warning System other; With Gates: c. the railway design speed is more than 81 km/h (50 mph); School bus usage; RFBG d. the distance as shown in figure 9-1(a) between a Stop Sign at an intersection and the nearest rail in the crossing surface is less than 30 m; or in the case of an Interconnectivity of the current and future road networks; intersection with a traffic signal, the distance between the stop line of the intersection and the nearest rail in the crossing surface, as shown in Figure 9- Physical site constraints (e.g., restricted sightlines, curved or angled approach, or nearby intersections that 1(b), is less than 60 m, or where there is no stop line, the distance between the distract the motorist or impede the view of approaching trains); travelled way and the nearest rail in the crossing surface is less than 60 metres. Collision history;
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Number of tracks through the crossing; 3.3.1 Mile 4.19 - Wallace Avenue Wallace Avenue is a two lane collector road in the City of Toronto with relatively light vehicular traffic Number of road lanes over the crossing; (approximately 3,500 vehicles per day), and is located within an older residential/industrial neighbourhood. Maximum permissible speed on the road and on the tracks; Sidewalks are located along both sides of the street through the crossing area. Some redevelopment of the existing industrial lots into residential uses is proposed in this area, as noted in Table 3-3. Existing levels of safety; Existing warning devices at this crossing include Reflectorized Crossbucks, Flashing Lights, Bell and Gates Other physical characteristics such as gradient and curvature; and (RFBG). Metrolinx has completed a TPAP study that will provide for an overpass of the Davenport Diamond (rail Recurrent or frequent weather conditions. over rail) that is located about 630 metres to the north of Wallace Avenue. It is proposed that this overpass be extended to just north of Bloor Street, which will result in a grade separation at Wallace Avenue to replace the Metrolinx has completed a System-wide Grade Separation Study, which includes detailed safety assessments of existing crossing. all at-grade crossings and a multi-criteria-based evaluation methodology to assess the grade-separation requirements of the overall rail network. Table 3-3: Wallace Avenue Crossing
The following sections provide a general review of the 54 at-grade road crossings within the study area. A brief Wallace Avenue summary of the existing conditions and warning systems is provided for each crossing and the exposure index Mileage: 4.19 (cross-product of daily rail traffic multiplied by vehicular traffic) for existing and forecasted conditions is determined Rail Subdivision: Newmarket to identify where consideration of upgraded warning systems or grade separation may be recommended. Road Authority: City of Toronto The Average Annual Daily Traffic (AADT) volumes used for the calculation of the exposure index for the crossings Road Classification: Collector, two lane, 30 km/h were based on the following data: Warning Devices: RFBG Current AADT data provided by municipalities or as calculated from existing counts (seven day Automatic 2015 2021 2025 Traffic Recorder counts or by appropriate conversion of eight-hour turning movement counts); and Annual Traffic Growth: 1.60% 1.00% Vehicular: 3,500 3,850 4,000 Future AADT data estimated through the Municipal Official Plans (OP) or other planning reports (if available). Daily Crossings Rail: 14 36 180 The number of trains used for the calculation of the exposure index for the crossings were estimated based on Exposure Index: 49,000 138,600 720,000 the Future, Scenario 1, and Future, Scenario 2 service level scenarios, as provided by Metrolinx, and may not Grade Separation Warranted by include some non-revenue train trips along the corridor. No No Yes Exposure Index (>200,000): Queuing analysis has also been performed where at-grade crossings are in close proximity to signalized or critical Sources: intersections and it is suspected that the queue from the crossing may block the intersection. The queuing analysis Growth: Estimate is based on an estimate of the 95th percentile queue which is calculated using equations provided in the Manual AADT: City of Toronto on Uniform Traffic Control Devices (Federal Highway Administration, 2009), and methodologies reported in the Pre-emption of Traffic Signals Near Railroad Crossings, an Institute of Transportation Engineers (ITE) Rail Trips: Metrolinx Recommended Practice (ITE, 2006). In addition, locations where queuing at adjacent signalized intersections 3.3.2 Mile 6.89 - Castlefield Avenue may block the railway crossing were identified. The results of these analyses are presented as a justification for Castlefield Avenue is a two lane arterial road that services an industrial area in the City of Toronto. Sidewalks are providing pre-emption between the railroad and traffic signal control equipment (e.g., interconnection of the located on both sides of the street through the crossing area. Warning devices presently installed at this crossing warning system and nearby traffic signals so that the signals can operate in a special control mode) or the include RFBG. It is forecasted that the exposure index threshold will be met under horizon year 2021 conditions, consideration of a grade separation. warranting a future grade separation, as noted in Table 3-4. 3.3 Road Crossings within the Phase One Corridor Expansion Limits (Mile 1.35 to Mile 30.04) This section provides a general review of at-grade road crossings, as described in Section 3.2, for crossings situated within the limits of the Phase One expansion (Mile 1.35 to Mile 30.04).
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This crossing is located approximately 125 metres east of the signalized intersection of Castlefield Avenue and Table 3-5: Carl Hall Road Crossing Kincort Street. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate Carl Hall Road that queues at the rail crossing on Castlefield Avenue are projected to extend 162 metres under existing Mileage: 10.50 conditions, 187 metres under 2021 conditions, and 202 metres under 2025 conditions, thus backing up into the Kincort Street intersection under existing and future conditions. Therefore, consideration of a grade separation or Rail Subdivision: Newmarket signal pre-emption is warranted. Road Authority: City of Toronto Table 3-4: Castlefield Avenue Crossing Road Classification: Collector, future Minor Arterial, two lane, 30 km/h Warning Devices: RFBG Castlefield Avenue 2015 2021 2025 Mileage: 6.89 Annual Traffic Growth: Rail Subdivision: Newmarket Vehicular: 2,500 6,000 7,000 Road Authority: City of Toronto Daily Crossings Rail: 14 36 180 Road Classification: Arterial, two lane, 50 km/h Exposure Index: 35,000 216,000 1,260,000 Warning Devices: RFBG Grade Separation Warranted by No Yes Yes 2015 2021 2025 Exposure Index (>200,000): Annual Traffic Growth: 2.40% 2.23% Sources: Vehicular: 10,750 12,400 13,400 Growth: Estimate Daily Crossings Rail: 14 36 180 AADT: Estimated Exposure Index: 150,500 446,400 2,412,000 Rail Trips: Metrolinx Grade Separation Warranted No Yes Yes by Exposure Index (>200,000): 3.3.4 Mile 11.90 - TTC Busway Sources: The York University Busway is a bus-only roadway that services buses to/from York University (TTC’s York University Rocket and York Region’s Viva Orange BRT). The roadway runs along a major hydro corridor within Growth: Estimate an industrial area. The Finch Hydro Corridor Recreational Trail parallels the north side of the corridor along the AADT: City of Toronto busway. Rail Trips: Metrolinx Existing warning devices at this crossing include RFBG. Due to the relatively low vehicular traffic along the 3.3.3 Mile 10.50 - Carl Hall Road busway, the exposure index does not warrant a grade separation within the horizon year (2025) considered in Carl Hall Road currently serves as an east-west connection connecting the Bombardier/Department of National this study, as noted in Table 3-6. Defence (DND)/TTC industrial lands to Keele Street, as shown in the Downsview Area Secondary Plan (City of The forecasts at this crossing should be considered to be a worst-case scenario since the busway primarily serves Toronto, February 2010). The Downsview Area Secondary Plan recommends that this road be improved as part as a connection between the existing subway system and York University, with the Toronto-York Spadina Subway of the overall redevelopment of the lands in this area, prior to year 2031. The Centennial College Downsview Extension replacing this service by the end of 2017. Aerospace Campus is planned for the lands on the east side of this crossing (enrollment up to 500 students per term), on the south side of Carl Hall Road. Existing warning devices at this crossing includes RFBG. It is Table 3-6: TTC Busway Crossing forecasted that the exposure index threshold will be met, warranting consideration of a future grade separation TTC Busway under horizon year 2021, as noted in Table 3-5. Mileage: 11.90 Rail Subdivision: Newmarket Road Authority: Private Road Classification: Not applicable Warning Devices: RFBG
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TTC Busway 3.3.6 Mile 15.50 - Langstaff Road 2015 2021 2025 Langstaff Road is a two lane arterial road located within an industrial area of the City of Vaughan. A sidewalk exists along the north side of the road but does not proceed through the area of the crossing. Existing warning Annual Traffic Growth: devices at this crossing include RFBG. The exposure index threshold is met under existing conditions at this Vehicular: 630 630 630 Daily Crossings crossing, warranting consideration of a grade separation, as noted in Table 3-8. Rail: 14 36 180 Table 3-8: Langstaff Road Crossing Exposure Index: 8,820 22,680 113,400 Grade Separation Warranted by Langstaff Road No No No Exposure Index (>200,000): Mileage: 15.50 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: York Region AADT: City of Toronto Road Classification: Arterial, two lane, 60 km/h Rail Trips: Metrolinx Warning Devices: RFBG 3.3.5 Mile 14.82 - Rivermede Road 2015 2021 2025 Rivermede Road is a four lane arterial road located in an industrial area of the City of Vaughan. Sidewalks are Annual Traffic Growth: 3.305 7.52% located on the north side of the road through the crossing area. Existing warning devices at this crossing include Vehicular: 15,800 19,200 32,640 Daily Crossings RFBG. It is forecasted that the exposure index threshold will be met, warranting consideration of a future grade Rail: 14 36 180 separation under horizon year 2021 conditions, as noted in Table 3-7. Exposure Index: 221,200 691,200 5,875,200 Table 3-7: Rivermede Road Crossing Grade Separation Warranted by Yes Yes Yes Exposure Index (>200,000): Rivermede Road Sources: Mileage: 14.82 Growth: York Region Rail Subdivision: Newmarket AADT: York Region Road Authority: City of Vaughan Rail Trips: Metrolinx Road Classification: Arterial, four lanes, 50 km/h Warning Devices: RFBG 3.3.7 Mile 16.83 - Rutherford Road 2015 2021 2025 Rutherford Road is a four lane arterial road located within a residential/commercial area of the City of Vaughan. A sidewalk is located on the south side of the road through the crossing area. The crossing is also located adjacent Annual Traffic Growth: 1.60% 1.32% to the Rutherford GO Station in this area. Existing warning devices at this crossing include RFBG. The exposure Vehicular: 7,460 8,210 8,510 Daily Crossings index threshold is met under existing conditions at this crossing, warranting consideration of a grade separation, Rail: 14 36 180 as noted in Table 3-9. Exposure Index: 104,440 295,560 1,531,800 This crossing is located approximately 155 metres east of the signalized Rutherford GO Station access and 310 Grade Separation Warranted by No Yes Yes metres east of Westburne Drive. Queuing analysis based on expected vehicular arrival rates during a train Exposure Index (>200,000): crossing event indicate that queues at the rail crossing on Rutherford Road are projected to extend 315 metres Sources: under existing conditions, 350 metres under 2021 conditions, and 355 metres under 2025 conditions, thus backing Growth: York Region up to the Westburne Drive and GO Station access intersections under existing and future conditions. AADT: York Region Rail Trips: Metrolinx
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York Region has completed the Rutherford Road/Carrville Road Class EA, which proposes a six lane underpass McNaughton Road at the Barrie rail corridor (two travel lanes in each direction plus one High Occupancy Vehicle (HOV)/Transit 2015 2021 2025 Priority lane in each direction), which will eliminate any queuing issues once constructed. Detailed design of the Annual Traffic Growth: 1.61% 1.33% underpass is currently underway. Vehicular: 11,130 12,250 12,700 Table 3-9: Rutherford Road Crossing Daily Crossings Rail: 14 36 180 Rutherford Road Exposure Index: 155,820 441,000 2,286,000 Grade Separation Warranted by Mileage: 16.83 No Yes Yes Exposure Index (>200,000): Rail Subdivision: Newmarket Sources: Road Authority: York Region Growth: York Region Road Classification: Arterial, four lane, 60 km/h AADT: York Region Warning Devices: RFBG Rail Trips: Metrolinx 2015 2021 2025 Annual Traffic Growth: 1.73% 1.19% 3.3.9 Mile 19.40 - Teston Road Vehicular: 42,300 46,900 47,620 Teston Road is a two lane arterial road located within an industrial area of the City of Vaughan. There are no Daily Crossings Rail: 14 36 180 sidewalks on this road in the area of the crossing. There are two tracks currently crossing the road at this location. Exposure Index: 592,200 1,688,400 8,571,600 Existing warning devices at this crossing include RFBG. It is noted that the 2025 AADT forecast accounts for the planned extension of Teston Road between Keele Street and Dufferin Street. It is forecasted that the exposure Grade Separation Warranted by Yes Yes Yes Exposure Index (>200,000): index threshold is met, warranting consideration of a grade separation under horizon year 2025 conditions, as noted in Table 3-11. Sources: Growth: York Region This crossing is located approximately 70 metres east of the signalized intersection of Teston Road and Keele AADT: York Region Street. Although the crossing is relatively close to Keele Street, queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at this rail crossing will remain less than 40 metres Rail Trips: Metrolinx under 2021 conditions. Queues are expected to increase to nearly 200 metres by 2025, backing up through the 3.3.8 Mile 18.49 - McNaughton Road Keele Street intersection, further warranting consideration of a future grade separation. York Region is currently McNaughton Road is a four lane arterial road located within an industrial residential area of the City of Vaughan. undertaking an Individual Environmental Assessment (IEA) to review potential upgrades to Teston Road between A sidewalk is located on the north side of the road but terminates just east of the crossing. A sidewalk is located Keele Steet and Bathurst Street. The IEA is currently in the Terms of Reference (TOR) stage, meaning that the on the south side of the road through the crossing area. Existing warning devices at this crossing include RFBG. process and methodology for the study is still being determined. Although the TOR has not been finalized, it is The exposure index threshold is met under horizon year 2021 conditions at this crossing, warranting consideration assumed that a detailed assessment of the rail crossing will be part of the study. Metrolinx will work with York of a future grade separation, as noted in Table 3-10. The grade separation of McNaughton Road was not Region to identify crossing options and improvements, including future grade-separation, as determined by the assessed as part of this TPAP and will be subject to further assessment. IEA. Table 3-10: McNaughton Road Crossing Table 3-11: Teston Road Crossing
McNaughton Road Teston Road Mileage: 18.49 Mileage: 19.40 Rail Subdivision: Newmarket Rail Subdivision: Newmarket Road Authority: City of Vaughan Road Authority: York Region Road Classification: Arterial, four lane, 50 km/h Road Classification: Arterial, two lane, 60 km/h Warning Devices: RFBG Warning Devices: RFBG
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Teston Road Kirby Road 2015 2021 2025 AADT: York Region Annual Traffic Growth: 1.00% 24.57% Rail Trips: Metrolinx Vehicular: 1,900 2,015 17,100 Daily Crossings 3.3.11 Mile 21.99 – King-Vaughan Road Rail: 14 36 180 King-Vaughan Road is a two lane collector boundary road located within a rural residential/commercial area of Exposure Index: 26,600 68,400 3,078,000 the City of Vaughan. No sidewalks are located along this road in the crossing area. Existing warning devices at Grade Separation Warranted No No Yes this crossing include RFBG. It is forecasted that the exposure index threshold will be met under horizon year 2025 by Exposure Index (>200,000): conditions, warranting consideration of a future grade separation, as noted in Table 3-13. Sources: This crossing is located approximately 190 metres west of the signalized intersection of King-Vaughan Road and Growth: York Region Keele Street. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate AADT: York Region that queues at the rail crossing on King-Vaughan Road will not interfere with the Keele Street intersection Rail Trips: Metrolinx operation (through horizon year 2025).
3.3.10 Mile 20.66 - Kirby Road Table 3-13: King Vaughan Road Crossing Kirby Road is a two lane arterial road located within a rural commercial area of the City of Vaughan. No sidewalks King-Vaughan Road are located along this road in the crossing area. Approximately 294 net hectares of residential development are proposed (Secondary Plan Block 27, City of Vaughan) on the lands to the south of Kirby Road in this area. The Mileage: 21.99 Secondary Plan also identifies the potential for a Kirby GO Station in this area. Existing warning devices at this Rail Subdivision: Newmarket crossing include RFBG. It is forecasted that the exposure index threshold will be met, warranting consideration of a future grade separation under horizon year 2025 conditions, as noted in Table 3-12. Road Authority: City of Vaughan (Future York Region) Road Classification: Collector, two lane, 80 km/h Table 3-12: Kirby Road Crossing Warning Devices: RFBG Kirby Road 2015 2021 2025 Mileage: 20.66 Annual Traffic Growth: 2.70% 2.35% Rail Subdivision: Newmarket Road Authority: City of Vaughan (Future York Region) Vehicular: 4,600 5,400 5,800 Daily Crossings Road Classification: Arterial, two lane, 60 km/h Rail: 14 36 180 Warning Devices: RFBG Exposure Index: 64,400 194,400 1,044,000 2015 2021 2025 Grade Separation Warranted by No No Yes Annual Traffic Growth: 1.00% 1.00% Exposure Index (>200,000): Daily Vehicular: 4,600 4,885 5,080 Sources: Crossings Rail: 14 36 180 Growth: York Region Exposure Index: 64,400 175,860 914,400 AADT: York Region Grade Separation Warranted by Exposure No No Yes Rail Trips: Metrolinx Index (>200,000): Sources: Growth: York Region
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3.3.12 Mile 22.73 - Station Road Table 3-15: Dufferin Street Crossing Station Road is a two lane collector road located within a commercial area of King City, Township of King. A Dufferin Street sidewalk is located along the south side of the road through the crossing area. A sidewalk is also located along Mileage: 24.60 the north side of the road but truncates just west of the crossing. This crossing is also adjacent to the King City GO Station. Existing warning devices at this crossing include RFBG. It is forecasted that the exposure index Rail Subdivision: Newmarket threshold will be met under horizon year 2025 conditions, warranting consideration of a future grade separation, Road Authority: York Region as noted in Table 3-14. Road Classification: Arterial, two lane, 70 km/h This crossing is located approximately 65 metres west of the signalized intersection of Station Road and Keele Warning Devices: RFBG Street. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that 2015 2021 2025 queues at the rail crossing on Station Road will not interfere with the Keele Street intersection operation (through Annual Traffic Growth: 2.275 1.85% horizon year 2025). However, given the proximity of the signalized intersection, it is recommended that pre- Vehicular: 11,100 12,700 13,340 emption be provided between the railroad and traffic signal control equipment. Daily Crossings Rail: 14 36 180 Table 3-14: Station Road Crossing Exposure Index: 155,400 457,200 2,401,200 Grade Separation Warranted Station Road No Yes Yes by Exposure Index (>200,000): Mileage: 22.73 Sources: Rail Subdivision: Newmarket Road Authority: Township of King Growth: York Region Road Classification: Collector, two lane, 40 km/h AADT: York Region Warning Devices: RFBG Rail Trips: Metrolinx 2015 2021 2025 Annual Traffic Growth: 3.11% 2.49% 3.3.14 Mile 26.10 - Bloomington Road (Sideroad 15) Vehicular: 1,290 1,550 1,650 Bloomington Road (Sideroad 15) is a two lane arterial road located within a rural residential area of the Township Daily Crossings Rail: 14 36 180 of King. No sidewalks are located on this road in the crossing area. Existing warning devices at this crossing Exposure Index: 18,060 55,800 297,000 include RFBG. It is forecasted that the exposure index threshold will be met under horizon year 2021 conditions, warranting consideration of a future grade separation, as noted in Table 3-16. Grade Separation Warranted by Exposure Index No No Yes Table 3-16: Bloomington Road (Sideroad 15) Crossing (>200,000): Sources: Bloomington Road (Sideroad 15) Growth: York Region Mileage: 26.10 AADT: York Region Rail Subdivision: Newmarket Metrolinx Rail Trips: Road Authority: Township of King 3.3.13 Mile 24.60 - Dufferin Street Road Classification: Arterial, two lane, 60 km/h Dufferin Street is a two lane arterial road located within a rural area of the Township of King. No sidewalks are Warning Devices: RFBG located on this road in the crossing area. Existing warning devices at this crossing include RFBG. It is forecasted 2015 2021 2025 that the exposure index threshold will be met under horizon year 2021 conditions, thereby warranting Annual Traffic Growth: 2.60% 1.73% consideration of a future grade separation, as noted in Table 3-15. Vehicular: 6,000 7,000 7,120 Daily Crossings Rail: 14 36 180 Exposure Index: 84,000 252,000 1,281,600 Grade Separation Warranted by No Yes Yes
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Bloomington Road (Sideroad 15) Engelhard Drive Exposure Index (>200,000): Rail Trips: Metrolinx Sources: 3.3.16 Mile 29.99 - Wellington Street East Growth: York Region Wellington Street East is a three lane arterial road located within a commercial area of the Town of Aurora. This AADT: York Region crossing is also adjacent to the Aurora GO Station. Sidewalks are located on both sides of the street through the Rail Trips: Metrolinx crossing area. Existing warning devices at this crossing include RFBG. The exposure index threshold is met under existing conditions, warranting consideration of a grade separation, as noted in Table 3-18. 3.3.15 Mile 29.17 - Engelhard Drive Engelhard Drive is a two lane collector road located within an industrial area of the Town of Aurora. A sidewalk is Wellington Street includes four basic lanes (two in each direction) from the Industrial Parkway intersection to the located on the south side of the road through the crossing area. Existing warning devices at this crossing include east. West of the Industrial Parkway intersection, Wellington Street tapers from four to two lanes, identified by RFBG. It is forecasted that the exposure index threshold will be met, warranting consideration of a grade York Region as creating a traffic bottleneck during peak periods. The Wellington Street East crossing is located separation, under horizon year 2021 conditions, as noted in Table 3-17. approximately 245 metres west of the signalized intersection of Wellington Street and Industrial Parkway. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at the rail This crossing is located approximately 105 metres east of the signalized intersection of Engelhard Drive and crossing on Wellington Street are projected to extend 277 metres under existing conditions, 315 metres under Edward Street. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate 2021 conditions, and 327 metres under 2025 conditions, thus backing up into the Industrial Parkway intersection that queues at the rail crossing on Engelhard Drive are projected to extend 115 metres under existing conditions, under existing and future conditions. Therefore, this intersection warrants consideration of a grade separation or 139 metres under 2021 conditions, and 148 metres under 2025 conditions, essentially backing up into the Edward signal pre-emption. Street intersection under existing and future conditions. Therefore, this intersection further warrants consideration of grade separation or signal pre-emption. It should also be noted that there is a fire station and Emergency There is also the possibility that the intersection of Wellington Street East/Ross Street may need to be signalized Medical Services (EMS) facility located on the west side of the Engelhard Drive and Edward Street intersection, in the future. This intersection is only about 49 metres to the east of the railway crossing. This signalization would whose service area includes portions of Aurora east of the Barrie rail corridor. This would also need to be factored require pre-emption between the railroad and traffic signal control equipment or further consideration of a grade into considerations for grade separation. separation for the crossing. It is further noted that by introducing this new signal, the distance between the new signal and Wellington Street/Industrial parkway signal would be 196 metres and will not meet York Region’s Table 3-17: Engelhard Drive Crossing minimum spacing requirement of 215 metres. This will be considered further in future detailed traffic analysis that Engelhard Drive will be done as part of future expansion/modifications to the Aurora GO Station site that may occur as Metrolinx Mileage: 29.17 proceeds with implementation of the recommendations from the 2016 GO Rail Station Access Plan. Rail Subdivision: Newmarket York Region's Transportation Master Plan proposes a widening of Wellington Street to four lanes, from Yonge Road Authority: Town of Aurora Street to Industrial Parkway, by 2022-2026. The BRCE Traffic Impact Analysis did not incorporate any planned Road Classification: Collector, two lane, 50 km/h widening of Wellington Street within the 2025 timeframe. This widening will be considered in the more detailed Warning Devices: RFBG traffic analysis that will be completed as part of future expansion/modifications to the Aurora GO Station site and the grade separation of Wellington Street that may occur as Metrolinx proceeds with implementation of the 2015 2021 2025 recommendations from the 2016 GO Rail Station Access Plan. The grade separation of Wellington Street East Annual Traffic Growth: 3.10% 2.50% was not assessed as part of this TPAP and will be subject to further assessment. Vehicular: 7,660 9,200 9,810 Daily Crossings Table 3-18: Wellington Street East Crossing Rail: 14 36 180 Exposure Index: 107,240 331,200 1,765,800 Wellington Street East Grade Separation Warranted by Mileage: 29.99 No Yes Yes Exposure Index (>200,000): Rail Subdivision: Newmarket Sources: Road Authority: York Region Growth: York Region Road Classification: Arterial, three lane, 50 km/h AADT: York Region
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Wellington Street East Centre Street Warning Devices: RFBG Grade Separation Warranted 2015 2021 2025 by Exposure Index No No Yes (>200,000): Annual Traffic Growth: 2.17% 1.68% Sources: Vehicular: 18,200 20,700 21,500 Daily Growth: York Region Crossings Rail: 14 36 180 AADT: York Region Exposure Index: 254,800 331,200 989,000 Rail Trips: Metrolinx Grade Separation Warranted Yes Yes Yes by Exposure Index (>200,000): 3.4.2 Mile 31.28 - St. John’s Sideroad Sources: St. John’s Sideroad is a four lane arterial road located within a rural commercial/residential area of the Town of Growth: York Region Aurora. Sidewalks exist on both sides of the road through the crossing area. Existing warning devices at this AADT: York Region crossing include RFBG. The exposure index threshold is met under existing conditions, warranting consideration Rail Trips: Metrolinx of a grade separation, as noted in Table 3-20.
3.4 Road Crossings within the Future Phase Corridor Expansion Limits (Mile 30.04 to This crossing is located approximately 125 metres east of the signalized intersection of St. John’s Sideroad and 63.00) Industrial Parkway North. Queuing analysis based on expected vehicular arrival rates during a train crossing This section provides a general review of at-grade road crossings, as described in Section 3.2, for crossings event indicate that queues at the rail crossing on St. John’s Sideroad are projected to extend to 169 metres under within the limits of the Future Phase corridor expansion (addition of a second track) from Mile 30.04 to Mile 63.00. existing conditions, 197 metres under 2021 conditions, and 202 metres under 2025 conditions, thus backing up into the Industrial Parkway intersection under existing and future conditions. This situation warrants consideration 3.4.1 Mile 30.04 - Centre Street of a grade separation or signal pre-emption. Centre Street is a two lane collector road located within an industrial/residential area of the Town of Aurora. A Table 3-20: St. John’s Sideroad Crossing sidewalk is located along the north side of the road through the crossing area. Existing warning devices at this crossing include RFBG. Table 3-19 below indicates that the forecasted exposure index threshold will be met St. John’s Sideroad under horizon year 2025 conditions, thereby warranting consideration of a future grade separation. Mileage: 31.28 Table 3-19: Centre Street Crossing Rail Subdivision: Newmarket Centre Street Road Authority: Town of Aurora Mileage: 30.04 Road Classification: Arterial, four lane, 50 km/h Rail Subdivision: Newmarket Warning Devices: RFBG Road Authority: Town of Aurora 2015 2021 2025 Road Classification: Collector, two lane, 40 km/h Annual Traffic Growth: 2.50% 1.75% Vehicular: 22,500 26,100 26,780 Warning Devices: RFBG Daily Crossings 2015 2021 2025 Rail: 14 16 46 Annual Traffic Growth: 1.62% 1.33% Exposure Index: 315,000 417,600 1,231,880 Grade Separation Warranted by Vehicular: 4,250 4,680 4,850 Yes Yes Yes Daily Crossings Exposure Index (>200,000): Rail: 14 16 46 Exposure Index: 59,500 74,880 223,100
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St. John’s Sideroad 3.4.4 Mile 33.55 - Water Street Sources: Water Street is a two lane collector road located within a commercial area of the Town of Newmarket. Sidewalks exist on both sides of the road through the crossing area. Existing warning devices at this crossing include RFBG. Growth: York Region Table 3-22 indicates the forecasted exposure index threshold will be met under horizon year 2021 conditions, AADT: York Region thereby warranting consideration of a future grade separation. Rail Trips: Metrolinx The Water Street crossing is in close proximity to the Main Street signalized intersection (120 metres west of the 3.4.3 Mile 32.75 - Mulock Drive crossing), the Prospect Street signalized intersection (70 metres east of the crossing), and the Doug Duncan Mulock Drive is a four lane arterial road located within a commercial area of the Town of Newmarket. The Town’s Drive and Cotter Street intersections (immediately west and east of the crossing, respectively). Queuing on Water OP also identifies the potential for a new GO Station at Mulock Drive in this area. Sidewalks exist along both Street during a train crossing event currently blocks all the intersections noted above in peak hours (estimated sides of the road through the crossing area. Existing warning devices at this crossing include RFBG. Table 3-21 177 metres queue length), warranting pre-emption between the railroad and traffic control equipment. With the indicates that the exposure index threshold is met under existing conditions, warranting consideration of a grade increase of vehicular and train traffic under 2021 and 2025 conditions, queuing will increase (195 metres and 202 separation. metres respectively), further warranting the need for consideration of a grade separation at this location.
This crossing is located approximately 220 metres west of the signalized intersection of Mulock Drive and Kent Table 3-22: Water Street Crossing Drive. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at the rail crossing on Mulock Drive are projected to extend 288 metres under existing conditions, 334 Water Street metres under 2021 conditions, and 344 metres under 2025 conditions, backing up to the Kent Drive intersection Mileage: 33.55 under existing conditions. This intersection thereby warrants consideration for a grade separation or signal pre- Rail Subdivision: Newmarket emption. Road Authority: Town of Newmarket Table 3-21: Mulock Drive Crossing Road Classification: Collector, two lane, 40 km/h Mulock Drive Warning Devices: RFBG Mileage: 32.75 2015 2021 2025 Rail Subdivision: Newmarket Annual Traffic Growth: 1.60% 1.32% Vehicular: 11,980 13,180 13,660 Road Authority: York Region Daily Crossings Road Classification: Arterial, four lane, 60 km/h Rail: 14 16 46 Warning Devices: RFBG Exposure Index: 167,720 210,880 628,360 Grade Separation Warranted by 2015 2021 2025 No Yes Yes Exposure Index (>200,000): Annual Traffic Growth: 2.50% 1.81% Sources: Vehicular: 38,200 44,300 45,700 Daily Crossings Growth: York Region Rail: 14 16 46 AADT: York Region Exposure Index: 534,800 708,800 2,102,200 Rail Trips: Metrolinx Grade Separation Warranted by Exposure Yes Yes Yes Index (>200,000): 3.4.5 Mile 33.64 - Timothy Street Sources: Timothy Street is a two lane collector road located in a residential/commercial area of the Town of Newmarket. Sidewalks exist on both sides of the road within the crossing area. Existing warning devices at this crossing Growth: York Region include RFBG. It is forecasted that the exposure index threshold will not be met, thus a grade separation will not AADT: York Region be warranted through the horizon year 2025 considered in this study, as noted in Table 3-23. Rail Trips: Metrolinx
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This crossing is located approximately 20 metres east of the unsignalized Doug Duncan Drive intersection. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at the rail crossing on Davis Drive are projected to extend 246 metres under existing conditions, 286 metres under the rail crossing on Doug Duncan Drive are projected to extend 29 metres under existing conditions, 32 metres 2021 conditions, and 287 metres under 2025 conditions, which would back up into the following upstream in 2021 conditions, and 33 metres in 2025 conditions. While these queues would back up into the upstream intersections at Davis Drive under existing and future conditions: intersection, the traffic volumes are low enough that mitigation is not expected to be required. Newmarket GO Station/Tannery Mall access (signalized); Table 3-23: Timothy Street Crossing Superior Street (unsignalized); and Timothy Street Main Street/Main Street North (signalized). Mileage: 33.64 Rail Subdivision: Newmarket Signal pre-emption or grade separation will be considered by Metrolinx in coordination with York Region under existing and future conditions at the above three intersections. Road Authority: Town of Newmarket Road Classification: Collector, two lane, 40 km/h The Urban Centres Secondary Plan (Town of Newmarket, June, 2014) recommends the development of an Warning Devices: RFBG alternate connection to the GO Station lands and that an underground grade separation is created at the railway crossing of Davis Drive, subject to further consideration as part of a proposed Mobility Hub Station Area Study. 2015 2021 2025 Annual Traffic Growth: 1.56% 1.315 Table 3-24: Davis Drive Crossing Vehicular: 1,950 2,140 2,210 Davis Drive Daily Crossings Rail: 14 16 46 Mileage: 34.16 Exposure Index: 27,300 34,240 101,660 Rail Subdivision: Newmarket Grade Separation Warranted Road Authority: York Region by Exposure Index No No No (>200,000): Road Classification: Arterial, four lane, 50 km/h Sources: Warning Devices: RFBG Growth: York Region 2015 2021 2025 AADT: York Region Annual Traffic Growth: 2.51% 1.56% Vehicular: 33,000 38,300 38,540 Rail Trips: Metrolinx Daily Crossings Rail: 14 16 46 Exposure Index: 462,000 612,800 1,772,840 3.4.6 Mile 34.16 - Davis Drive Grade Separation Warranted Davis Drive is a four lane arterial road located in a commercial area of the Town of Newmarket. VivaNext recently Yes Yes Yes by Exposure Index (>200,000): (late 2015) opened their BRT rapidway on Davis Drive in this area. The Town‘s Urban Centres Secondary Plan proposes redevelopment (medium/high density residential) along Davis Drive, as supported by the improved Sources: transit facilities. Sidewalks exist along both sides of the road through the crossing area. Warning devices present Growth: York Region at this crossing include reflectorized crossbucks, cantilevered flashing lights, bell and gates. Table 3-24 indicates AADT: York Region that the exposure index threshold is met under existing conditions, warranting consideration of a grade separation. Rail Trips: Metrolinx The Davis Drive crossing is in close proximity to the Main Street signalized intersection (125 metres west), and 3.4.7 Mile 35.61 - Green Lane East the Newmarket GO Station/Tannery Mall access (25 metres east). Queuing on Davis Drive during a train crossing Green Lane East is a four lane arterial road located within a rural area of the Town of East Gwillimbury. The event currently blocks these intersections in peak hours, warranting pre-emption between the railroad and traffic crossing is adjacent to the East Gwillimbury GO Station. An existing trail crossing parallels the south side of the signal control equipment, if not already present. With the increase of vehicular and train traffic, under 2021 and road through the crossing area. Existing warning devices at this crossing include reflectorized crossbucks, 2025 conditions, queuing will increase further warranting the need for a grade separation at this location. cantilevered flashing lights, bell and gates. Table 3-25 indicates that under existing conditions the exposure index threshold is met, thereby warranting consideration of a grade separation.
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This crossing is located approximately 170 metres east of the signalized GO Station access and 380 metres east Table 3-26: Concession Road 2 Crossing of the Green Lane East and Main Street North intersection. Queuing analysis based on expected vehicular arrival Concession Road 2 rates during a train crossing event indicate that queues at the rail crossing on Green Lane East currently extend Mileage: 36.38 approximately 294 metres and are projected to extend to 341 metres under 2021 conditions and 348 metres under 2025 conditions. Therefore, it is possible that queues back up to the signalized GO Station access in Rail Subdivision: Newmarket existing conditions. Signal pre-emption or a grade separation is warranted during existing conditions at the GO Road Authority: York Region Station access intersection based on this analysis. Detailed traffic analysis will be completed as part of future Road Classification: Arterial expansion/modifications to East Gwillimbury GO Station that may occur as Metrolinx proceeds with Warning Devices: RFBG implementation of the recommendations from the 2016 GO Rail Station Access Plan. A detailed assessment of 2015 2021 2025 the signal pre-emption requirements will be included in the future traffic analysis. Annual Traffic Growth: Table 3-25: Green Lane East Crossing Vehicular: 9,900 Not applicable Not applicable Daily Crossings Green Lane East Rail: 14 Not applicable Not applicable Mileage: 35.61 Exposure Index: 138,600 Not applicable Not applicable Rail Subdivision: Newmarket Grade Separation Warranted Grade Separation by Exposure Index Currently Under Road Authority: York Region (>200,000): Construction Road Classification: Arterial, four lane, 80 km/h Sources: Warning Devices: RFBG Growth: Not applicable 2015 2021 2025 AADT: Estimate Annual Traffic Growth: 2.51% 1.69% Rail Trips Metrolinx Daily Vehicular: 38,700 44,900 45,780 Crossings Rail: 14 16 46 3.4.9 Mile 37.65 - Chapman Street Exposure Index: 541,800 718,400 2,105,880 Chapman Street is a two lane local road located in a rural estate residential area of the Town of East Gwillimbury. There are no sidewalks along this road in the crossing area. Chapman Street only serves a few residences and Grade Separation Warranted by Yes Yes Yes Exposure Index (>200,000): therefore Metrolinx and the Town may wish to consider closing this road and providing alternate access to Old Yonge Street (102 metres to the north). Existing warning devices at this crossing include RFBG. It is forecasted Sources: that the exposure index threshold will not be met, through the horizon year (2025) considered in this study. As Growth: York Region such, a grade separation is not warranted (see Table 3-27). AADT: York Region Table 3-27: Chapman Street Crossing Rail Trips: Metrolinx Chapman Street 3.4.8 Mile 36.38 - Concession Road 2 Mileage: 37.65 Located within the Town of East Gwillimbury, Concession Road 2 is currently being constructed as a four lane Rail Subdivision: Newmarket arterial road, including a grade separated overpass of the rail line. Construction is expected to be completed in 2017. Existing warning devices at this crossing, which will be replaced by the grade separation, include RFBG Road Authority: Town of East Gwillimbury (see Table 3-26). Road Classification: Local, two lane, 40 km/h Warning Devices: RFBG
2015 2021 2025 Annual Traffic Growth: 6.93% 3.90% Daily Crossings Vehicular: 30 40 44
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Chapman Street include RFBG. Table 3-29 indicates that the forecasted exposure index threshold will be met under horizon year Rail: 14 16 46 2025 conditions, thereby warranting consideration of a future grade separation. Exposure Index: 420 640 2,024 This crossing is located approximately 35 metres east of the Holland Landing Road and Bradford Street Grade Separation Warranted intersection. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate No No No by Exposure Index (>200,000): that queues at the rail crossing on Bradford Street may extend 65 metres under existing conditions and increasing Sources: slightly to 88 metres under 2021 conditions, and 94 metres under 2025 conditions. This queue would extend Growth: York Region upstream to Holland Landing Road. AADT: York Region Table 3-29: Bradford Street Crossing Rail Trips: Metrolinx Bradford Street 3.4.10 Mile 37.71 - Old Yonge Street Mileage: 38.43 Old Yonge Street is a two lane arterial road located in a rural area of the Town of East Gwillimbury. There are no Rail Subdivision: Newmarket sidewalks along this road in the crossing area. Existing warning devices at this crossing include RFBG. It is Road Authority: York Region forecasted that the exposure index threshold will be met under horizon year 2025 conditions, thereby warranting consideration of a future grade separation (see Table 3-28). Road Classification: Collector, two lane, 50 km/h Warning Devices: RFBG Table 3-28: Old Yonge Street Crossing 2015 2021 2025 Old Yonge Street Annual Traffic Growth: 3.10% 2.50% Mileage: 37.71 Daily Vehicular: 4,980 5,980 6,376 Rail Subdivision: Newmarket Crossings Rail: 14 16 46 Road Authority: York Region Exposure Index: 69,720 95,688 293,296 Grade Separation Warranted Road Classification: Arterial, two lane, 50 km/h No No Yes by Exposure Index (>200,000): Warning Devices: RFBG Sources: 2015 2021 2025 Growth: York Region Annual Traffic Growth: 2.57% 2.14% AADT: York Region Daily Vehicular: 8,500 9,900 10,500 Rail Trips: Metrolinx Crossings Rail: 14 16 46 Exposure Index: 119,000 158,400 483,000 3.4.12 Mile 39.33 - Oriole Drive Grade Separation Warranted Oriole Drive is a two lane collector located in a residential area of the Town of East Gwillimbury. Warning devices No No Yes by Exposure Index (>200,000): present at this crossing include RFBG. Table 3-30 indicates that the forecasted exposure index threshold will not Sources: be met under horizon year 2025 conditions; thereby a grade separation is not warranted.
Growth: York Region Holland Landing Road (stop controlled) is located about ten metres west of the crossing, presenting a potential AADT: York Region for queuing conflict between the road operations and the railway. This crossing is located approximately 26 metres Rail Trips: Metrolinx east of the unsignalized Holland Landing Road intersection. Queuing analysis based on expected vehicular arrival rates during a train crossing event indicate that queues at the rail crossing on Oriole Drive are projected to extend 3.4.11 Mile 38.43 - Bradford Street 29 metres under existing conditions, 37 metres in 2021 conditions, and 48 metres in 2025 conditions, which would Bradford Street is a two lane collector road located in a residential area of the Town of East Gwillimbury. There back up into the upstream intersection. Given the proximity of the crossing to Holland Landing Road, a grade is a sidewalk on the north side of the road through the crossing area. Existing warning devices at this crossing separation is likely not feasible.
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Table 3-30: Oriole Drive Crossing Bathurst Street (Townline) Grade Separation Warranted by Oriole Drive No No Yes Exposure Index (>200,000): Mileage: 39.33 Sources: Rail Subdivision: Newmarket Growth: York Region Road Authority: Town of East Gwillimbury AADT: York Region Road Classification: Collector, two lane, 50 km/h Rail Trips: Metrolinx Warning Devices: RFBG 2015 2021 2025 3.4.14 Mile 40.53 - Kalver Street Annual Traffic Growth: 4.46% 5.20% Kalver Street was formerly a short two lane local street in a rural area of the Township of King. There are no Vehicular: 1,940 2,520 3,220 sidewalks along this road in the area of the crossing. This crossing has been closed, and the warning devices Daily Crossings removed, due to the potential for queuing issues at the Kalver Street/Highway 11 intersection and since alternate Rail: 14 16 46 access to Toll Road exists (see Table 3-32). Exposure Index: 27,160 40,320 148,120 Table 3-32: Kalver Street Crossing Grade Separation Warranted by Exposure Index No No No Kalver Street (>200,000): Mileage: 40.53 Sources: Rail Subdivision: Newmarket Growth: York Region Road Authority: Township of King AADT: York Region Road Classification: Local Rail Trips: Metrolinx Warning Devices: Formerly RFBG 3.4.13 Mile 39.66 - Bathurst Street (Townline) 2015 2021 2025 Bathurst Street is a two lane collector road located in a rural commercial area of the Town of East Gwillimbury. Annual Traffic Growth: There are no sidewalks along this road in the area of the crossing. Existing warning devices at this crossing Vehicular: Crossing closed Crossing closed Crossing closed include RFBG. It is forecasted that the exposure index threshold will be met under horizon period 2025 conditions, Daily Crossings Rail: Not applicable Not applicable Not applicable warranting consideration of a future grade separation (see Table 3-31). Exposure Index: Not applicable Not applicable Not applicable Table 3-31: Bathurst Street (Townline) Crossing Grade Separation Warranted by Not applicable Not applicable Not applicable Bathurst Street (Townline) Exposure Index (>200,000): Mileage: 39.66 Sources: Rail Subdivision: Newmarket Growth: Road Authority: York Region AADT: Road Classification: Collector, two lane, 60 km/h Rail Trips: Warning Devices: RFBG 3.4.15 Mile 40.93 - Toll Road 2015 2021 2025 Toll Road is a two lane local road located in a rural commercial area of the Township of King. There are no Annual Traffic Growth: 1.26% 1.75% sidewalks along this road in the area of the crossing. Existing warning devices at this crossing include RFBG. It Vehicular: 9,000 9,700 10,700 is forecast that the exposure index threshold will not be met through the horizon period (2025) considered in this Daily Crossings Rail: 14 16 46 study. Thus, a grade separation is not warranted (see Table 3-33). Exposure Index: 126,000 155,200 492,200
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Table 3-33: Toll Road Crossing Private Drive Toll Road Rail: 14 16 46 Mileage: 40.93 Exposure Index: 420 480 1,380 Grade Separation Warranted Rail Subdivision: Newmarket No No No by Exposure Index (>200,000): Road Authority: Township of King Sources: Road Classification: Local, two lanes, 50 km/h Growth: Estimate Warning Devices: RFBG AADT: Estimate 2015 2021 2025 Rail Trips: Metrolinx Annual Traffic Growth: 3.18% 2.60% Vehicular: 290 350 375 3.4.17 Mile 41.25 - Private Access Daily Crossings Rail: 14 16 46 A private access is located at Mile 41.25 in a commercial area of the Town of Bradford West Gwillimbury. There Exposure Index: 4,060 5,600 17,250 are no sidewalks along this road in the area of the crossing. Warning devices presently in place at this crossing include reflectorized crossbucks and stop signs. Table 3-35 indicates that the exposure index threshold is not Grade Separation Warranted by No No No Exposure Index (>200,000): forecasted to be met within the horizon period (2025) considered in this study. As such, a grade separation is not warranted however upgrading the warning devices at this crossing to RFBG is warranted for the 2021 and 2025 Sources: horizon periods. Growth: York Region Table 3-35: Private Access Crossing AADT: York Region Rail Trips: Metrolinx Private Access Mileage: 41.25 3.4.16 Mile 41.02 - Private Drive Rail Subdivision: Newmarket Private Drive is a two lane local road located in a rural commercial area of the Town of Bradford West Gwillimbury. There are no sidewalks along this road in the area of the crossing. Warning devices presently in place at this Road Authority: Private crossing include reflectorized crossbucks and stop signs. There is a gate located on the north side of the crossing Road Classification: Local, two lane, 50 km/h to restrict entry to the private lands in this area. Table 3-34 indicates that the exposure index threshold is not Warning Devices: Reflectorized crossbucks and stop signs forecasted to be met within the horizon period (2025) considered in this study. As such, a grade separation is not 2015 2021 2025 warranted however upgrading the warning devices at this crossing to RFBG is warranted for the 2021 and 2025 Annual Traffic Growth: 0% 0% horizon periods. Vehicular: 10 10 10 Table 3-34: Private Drive Crossing Daily Crossings Rail: 14 16 46 Private Drive Exposure Index: 140 160 460 Grade Separation Warranted Mileage: 41.02 No No No by Exposure Index (>200,000): Rail Subdivision: Newmarket Sources: Road Authority: Private Growth: Estimate Road Classification: Local, two lane, 50 km/h AADT: Estimate Warning Devices: Reflectorized crossbucks and stop signs Rail Trips: Metrolinx 2015 2021 2025 Annual Traffic Growth: 0% 0% Daily Crossings Vehicular: 30 30 30
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3.4.18 Mile 41.39 - Given Road Table 3-37: Wastewater Treatment Plant Access Crossing Given Road is a two lane local road located in a rural commercial area of the Town of Bradford West Gwillimbury. Wastewater Treatment Plant Access In addition to the mainline track, there are two additional siding tracks located at this crossing. There are no Mileage: 41.94 sidewalks along this road in the area of the crossing. Warning devices currently installed at this crossing include RFBG. Table 3-36 indicates that the exposure index threshold is not forecasted to be met through the horizon Rail Subdivision: Newmarket period (2025) considered in this study. Thus, a grade separation is not warranted. Road Authority: Town of Bradford West Gwillimbury Table 3-36: Given Road Crossing Road Classification: Local, two lanes, 50 km/h Warning Devices: RFBG Given Road 2015 2021 2025 Mileage: 41.39 Annual Traffic Growth: 0% 0% Rail Subdivision: Newmarket Vehicular: 10 10 10 Road Authority: Town of Bradford West Gwillimbury Daily Crossings Rail: 14 16 46 Road Classification: Local, two lane, 50 km/h Exposure Index: 140 160 460 Warning Devices: RFBG Grade Separation Warranted 2015 2021 2025 by Exposure Index No No No Annual Traffic Growth: 0% 0% (>200,000): Vehicular: 10 10 10 Sources: Daily Crossings Rail: 14 16 46 Growth: Estimate Exposure Index: 140 160 460 AADT: Estimate Grade Separation Warranted Rail Trips: Metrolinx No No No by Exposure Index (>200,000): 3.4.20 Mile 42.26 - Industrial Road Sources: Industrial Road is a two lane local road located in a commercial area of the Town of Bradford West Gwillimbury. Growth: Estimate There are no sidewalks along this road in the area of the crossing. Warning devices at this crossing currently AADT: Estimate include RFBG. Table 3-38 indicates that the exposure index threshold is not forecasted to be met within the time Rail Trips: Metrolinx period (2025) considered in this study. Thus, a grade separation is not warranted.
3.4.19 Mile 41.94 - Wastewater Treatment Plant Access Table 3-38: Industrial Road Crossing The Bradford West Gwillimbury Wastewater Treatment Plant access road is a local road located in a commercial Industrial Road area of the Town of Bradford West Gwillimbury. In addition to the primary track, there is also one siding track at Mileage: 42.26 this crossing. The primary purpose of this road is to provide access to the Town’s Wastewater Treatment Plant, Rail Subdivision: Newmarket although it also provides access to some commercial lands (located in advance of the crossing). There are no Road Authority: Town of Bradford West Gwillimbury sidewalks along this road in the area of the crossing. Existing warning devices at this crossing include RFBG. Road Classification: Local, two lane, 50 km/h Table 3-37 indicates that the exposure index threshold will not be met within the time period (2025) considered in this study. Thus, a grade separation is not warranted. Warning Devices: RFBG 2015 2021 2025 Annual Traffic Growth: 1% 1% Vehicular: 280 300 310 Daily Crossings Rail: 14 16 46
Exposure Index: 3,920 4,800 14,260
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Industrial Road Table 3-40: Line 10 Crossing Grade Separation Warranted Line 10 by Exposure Index No No No (>200,000): Mileage: 44.34 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Bradford West Gwillimbury AADT: Town of Bradford West Gwillimbury Road Classification: Local, two lane, 50 km/h Rail Trips: Metrolinx Warning Devices: RFBG 3.4.21 Mile 43.37 - Line 9 2015 2021 2025 Line 9 is a two lane local road located in a rural commercial/residential area of the Town of Bradford West Annual Traffic Growth: 2.00% 2.25% Gwillimbury. There are no sidewalks along this road in the area of the crossing. Beyond the crossing to the east Vehicular: 40 45 50 Daily Crossings of the Barrie rail corridor, the road services a single house. Warning devices presently installed at this crossing Rail: 14 16 46 include RFBG. Table 3-39 indicates that within the time period (2025) considered in this study, it is forecasted Exposure Index: 560 720 2,300 that the exposure index threshold will not be met. Thus, a grade separation is not warranted. Grade Separation Warranted Table 3-39: Line 9 Crossing by Exposure Index No No No (>200,000): Line 9 Sources: Mileage: 43.37 Growth: Estimate Rail Subdivision: Newmarket AADT: Town of Bradford West Gwillimbury Road Authority: Town of Bradford West Gwillimbury Rail Trips: Metrolinx Road Classification: Local, two lane, 80 km/h Warning Devices: RFBG 3.4.22.1 Mile 45.37 - Line 11 2015 2021 2025 Line 11 is a two lane local gravel road located in a rural area of the Town of Bradford West Gwillimbury. There are no sidewalks located on this road through the crossing area. Existing warning devices at this crossing include Annual Traffic Growth: 0% 0% RFBG. Table 3-41 indicates that the exposure index threshold will not be met through the horizon year (2025) Vehicular: 10 10 10 Daily Crossings considered in this study. Thus, a grade separation is not warranted. Rail: 14 16 46 Exposure Index 140 160 460 Table 3-41: Line 11 Crossing Grade Separation Warranted No No No Line 11 by Exposure Index (>200,000): Mileage: 45.37 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Bradford West Gwillimbury AADT: Estimate Road Classification: Local, two lane, 80 km/h Rail Trips: Metrolinx Warning Devices: RFBG 3.4.22 Mile 44.34 - Line 10 2015 2021 2025 Line 10 is a two lane gravel local road located in a rural area of the Town of Bradford West Gwillimbury. There Annual Traffic Growth: 8.89% 5.67% are no sidewalks along this road in the area of the crossing. Existing warning devices at this crossing include Daily Vehicular: 360 600 625 RFBG. Table 3-40 indicates that the exposure index threshold will not be met within the horizon year (2025) Crossings Rail: 14 16 46 considered in this study. Thus, a grade separation is not warranted. Exposure Index: 5,040 9,600 28,750
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Line 11 Table 3-43: Line 13 Crossing Grade Separation Line 13 Warranted by Exposure No No No Index (>200,000): Mileage: 47.21 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Bradford West Gwillimbury AADT: Town of Bradford West Gwillimbury Road Classification: Local, two lane, 80 km/h Rail Trips: Metrolinx Warning Devices: RFBG 2015 2021 2025 3.4.23 Mile 46.29 - Line 12 Annual Traffic Growth: 1.605 1.84% Line 12 is a two lane local gravel road located in a rural area of the Town of Bradford West Gwillimbury. There Vehicular: 100 110 120 are no sidewalks along this road in the area of the crossing. Existing warning devices at this crossing include Daily Crossings Rail: 14 16 46 RFBG. Through the horizon year (2025) considered in this study, it is forecasted that the exposure index threshold will not be met. Accordingly, a grade separation is not warranted (see Table 3-42). Exposure Index: 1,400 1,760 5,520 Grade Separation Warranted Table 3-42: Line 12 Crossing by Exposure Index No No No (>200,000): Line 12 Sources: Mileage: 46.29 Growth: Estimate Rail Subdivision: Newmarket AADT: Town of Bradford West Gwillimbury Road Authority: Town of Bradford West Gwillimbury Rail Trips: Metrolinx Road Classification: Local, two lane, 80 km/h Warning Devices: RFBG 3.4.25 Mile 49.05 - Gilford Road 2015 2021 2025 Gilford Road is a two lane collector road located in a rural residential area of the Town of Innisfil. There are no sidewalks along this road in the area of the crossing. Warning devices currently in place at this crossing comprise Annual Traffic Growth: 1.60% 1.84% RFBG. Through the horizon year (2025) considered in this study, it is forecasted that the exposure index threshold Vehicular: 50 55 60 Daily Crossings will not be met. Accordingly, a grade separation is not warranted, as shown in Table 3-44. Rail: 14 16 46 Table 3-44: Gilford Road Crossing Exposure Index: 700 880 2,760 Grade Separation Warranted Gilford Road by Exposure Index No No No Mileage: 49.05 (>200,000): Rail Subdivision: Newmarket Sources: Road Authority: Town of Innisfil Growth: Estimate Road Classification: Collector, two lane, 50 km/h AADT: Town of Bradford West Gwillimbury Warning Devices: RFBG Rail Trips: Metrolinx 2015 2021 2025 3.4.24 Mile 47.21 - Line 13 Annual Traffic Growth: 2.105 2.52% Line 13 is a two lane local gravel road located in a rural area of the Town of Bradford West Gwillimbury. There Vehicular: 1,240 1,405 1,590 Daily Crossings are no sidewalks along this road in the area of the crossing. The warning devices currently in place at this crossing Rail: 14 16 46 include RFBG. It is forecasted that the exposure index threshold will not be met through the horizon year (2025) Exposure Index: 17,360 22,480 73,140 considered in this study. Thus, a grade separation is not warranted (see Table 3-43).
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nd Gilford Road Table 3-46: 2 Line Crossing Grade Separation Warranted by nd No No No 2 Line Exposure Index (>200,000): Mileage: 50.12 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Innisfil AADT: Town of Innisfil Road Classification: Collector, two lane, 80 km/h Rail Trips: Metrolinx Warning Devices: RFBG 3.4.26 Mile 49.24 - 1st Line (Shore Acres Drive) 2015 2021 2025 The 1st Line (Shore Acres Drive) is a two lane collector road located in a rural residential area of the Town of Annual Traffic Growth: 2.03% 2.52% Innisfil. There are no sidewalks along this road through the area of the crossing. Existing warning devices at this Vehicular: 780 880 1000 crossing include RFBG. It is forecasted that the exposure index threshold will not be met, thereby not warranting Daily Crossings Rail: 14 16 46 a grade separation through the horizon year (2025) considered in this study (see Table 3-45). Exposure Index: 10,920 14,080 46,000 Table 3-45: 1st Line (Shore Acres Drive) Crossing Grade Separation Warranted 1st Line (Shore Acres Drive) by Exposure Index No No No (>200,000): Mileage: 49.24 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Innisfil AADT: Town of Innisfil Road Classification: Collector, two lane, 80 km/h Rail Trips: Metrolinx Warning Devices: RFBG 2015 2021 2025 3.4.28 Mile 50.99 - 3rd Line rd Annual Traffic Growth: 2.11% 2.55% The 3 Line is a two lane collector road located in a rural area of the Town of Innisfil. There are no sidewalks located along this road in the area of the crossing. Existing warning devices at this crossing include RFBG. It is Vehicular: 2,060 2,335 2,650 Daily Crossings forecasted that the exposure index threshold will not be met through the horizon year (2025) considered in this Rail: 14 16 46 study. Accordingly, a grade separation is not warranted (see Table 3-47). Exposure Index: 28,840 37,360 121,900 rd Grade Separation Warranted Table 3-47: 3 Line Crossing No No No by Exposure Index (>200,000): 3rd Line Sources: Mileage: 50.99 Growth: Estimate Rail Subdivision: Newmarket AADT: Town of Innisfil Road Authority: Town of Innisfil Rail Trips: Metrolinx Road Classification: Collector, two lane, 80 km/h 3.4.27 Mile 50.12 - 2nd Line Warning Devices: RFBG The 2nd Line is a two lane collector road located in a rural area of the Town of Innisfil. There are no sidewalks 2015 2021 2025 along this road in the area of the crossing. Warning devices currently installed at this crossing include RFBG. Annual Traffic Growth: 1.27% 1.61% Through the horizon year (2025) considered in this study, it is forecasted that the exposure index threshold will Daily Vehicular: 1,270 1,370 1,490 not be met. Thus, a grade separation is not warranted (see Table 3-46). Crossings Rail: 14 16 46 Exposure Index: 17,780 21,920 68,540
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3rd Line is forecasted that the exposure index threshold will be met under horizon year 2025 conditions, warranting Grade Separation Warranted consideration of a grade separation as noted in Table 3-49. No No No by Exposure Index (>200,000): Table 3-49: Belle Aire Beach Road Crossing Sources: Growth: Estimate Belle Aire Beach Road AADT: Town of Innisfil Mileage: 52.82 Rail Trips: Metrolinx Rail Subdivision: Newmarket Road Authority: Town of Innisfil 3.4.29 Mile 51.89 - Killarney Beach Road Road Classification: Arterial, two lane, 80 km/h Killarney Beach Road is a two lane arterial road located in a residential/commercial area of the Town of Innisfil. There is a sidewalk along the north side of the road through the crossing area. Existing warning devices at this Warning Devices: RFBG crossing include RFBG. Table 3-48 indicates that the forecasted exposure index threshold will be met under 2015 2021 2025 horizon year 2025 conditions, thereby warranting consideration of a future grade separation. Killarney Beach Annual Traffic Growth: 0.67% 0.84% Road passes through a historic downtown area with a unique streetscape. Metrolinx will work with the Town to Vehicular: 4,380 4,560 4,760 Daily Crossings identify options to improve safety while preserving this distinctive feature, preferably without the need for grade- Rail: 14 16 46 separation. Exposure Index: 61,320 72,960 218,960 Table 3-48: Killarney Beach Road Crossing Grade Separation Warranted by Exposure Index No No Yes Killarney Beach Road (>200,000): Mileage: 51.89 Sources: Rail Subdivision: Newmarket Growth: Estimate Road Authority: Town of Innisfil AADT: Town of Innisfil Road Classification: Arterial, two lane, 50 km/h Rail Trips: Metrolinx Warning Devices: RFBG 3.4.31 Mile 54.56 - 7th Line 2015 2021 2025 The 7th Line is a two lane arterial road located in a rural area of the Town of Innisfil. There are no sidewalks along Annual Traffic Growth: 2.35% 2.65% this road in the area of the crossing. Existing warning devices at this crossing include RFBG. It is forecasted that Vehicular: 3,350 3,850 4,350 the exposure index will not be met through the horizon year (2025) considered in this study. Accordingly, a grade Daily Crossings Rail: 14 16 46 separation is not warranted based on the Exposure Index (see Table 3-50). However, it is noted that in April, th Exposure Index: 46,900 61,600 200,100 2017 the Town initiated an EA to study improvements to 7 Line, including the rail corridor crossing. Metrolinx will work with the Town through the EA process to resolve any identified concerns. Grade Separation Warranted by No No Yes Exposure Index (>200,000): Sources: Growth: Estimate AADT: Town of Innisfil Rail Trips: Metrolinx
3.4.30 Mile 52.82 - Belle Aire Beach Road Belle Aire Beach Road is a two lane arterial road located in a rural area of the Town of Innisfil. There are no sidewalks along this road in the area of the crossing. Existing warning devices at this crossing include RFBG. It
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th Table 3-50: 7 Line Crossing both intersections in 2021 and 2025. In accordance with the County Road 21 EA, the grade separation is th Sideroad and future conditions at the commercial intersection. 7th Line warranted due to existing conditions at 20 Mileage: 54.56 Table 3-51: Innisfil Beach Road Crossing Rail Subdivision: Newmarket Innisfil Beach Road Road Authority: Town of Innisfil Mileage: 55.55 Road Classification: Arterial, two lane, 50 km/h Rail Subdivision: Newmarket Warning Devices: RFBG Road Authority: County of Simcoe 2015 2021 2025 Road Classification: Arterial, two lane, 50 km/h Annual Traffic Growth: 3.08% 3.42% Warning Devices: RFBG Vehicular: 2,500 3,000 3,500 Daily Crossings 2015 2021 2025 Rail: 14 16 46 Annual Traffic Growth: 3.34% 6.05% Exposure Index: 35,000 48,000 161,000 Vehicular: 16,500 20,100 29,700 Grade Separation Warranted by Daily Crossings No No No Exposure Index (>200,000): Rail: 14 16 46 Sources: Exposure Index: 231,000 321,600 1,366,200 Grade Separation Warranted by Growth: Estimate Yes Yes Yes Exposure Index (>200,000): AADT: Town of Innisfil Sources: Rail Trips: Metrolinx Growth: Estimate 3.4.32 Mile 55.55 - Innisfil Beach Road AADT: Town of Innisfil Innisfil Beach Road is a two lane arterial road located in a commercial area of the Town of Innisfil. There are no Rail Trips: Metrolinx sidewalks on this road through the area of the crossing; however a sidewalk commences a short distance to the th east on the south side of the road. Existing warning devices at this crossing comprise of RFBG. Aerial traffic 3.4.33 Mile 56.59 - 9 Line signals are also installed at the crossing, with stop bar locations set back from the crossing so as to prevent The 9th Line is a two lane arterial road located in a rural area of Innisfil. There are no sidewalks along this road in blocking (due to queuing) of 20th Sideroad intersection immediately west of the tracks. The exposure index the area of the crossing. Existing warning devices installed at this crossing contain RFBG. It is forecasted that threshold is met, warranting consideration of a grade separation under existing conditions, as shown in Table the exposure index threshold will be met under horizon year 2025 conditions, warranting consideration of a future 3-51. grade separation (see Table 3-52). th The railway crossing at Innisfil Beach Road is located immediately adjacent to, and west of, 20th Sideroad. There Table 3-52: 9 Line Crossing is a second signalized intersection located about 250 metres to the east of the railway crossing. 9th Line The County of Simcoe has completed an EA to widen County Road 21 (Innisfil Beach Road) to 4 lanes to the Mileage: 56.59 west of, and including, the Barrie rail corridor grade separation. It is also noted that the Town of Innisfil Rail Subdivision: Newmarket th Transportation Master Plan (HDR Corporation, August, 2013b) recommends the realignment of 20 Sideroad Road Authority: Town of Innisfil with a new crossing of the Barrie rail corridor to eliminate the existing “jog” at Innisfil Beach Road. The draft Alcona Road Classification: Arterial, two lane, 80 km/h North Secondary Plan further justifies this realignment. Warning Devices: RFBG This crossing is located approximately 280 metres west of the signalized commercial access, and 15 metres east 2015 2021 2025 of the signalized 20th Sideroad. Queuing analysis based on expected vehicular arrival rates during a train crossing Annual Traffic Growth: 0.79% 0.93% event indicate that queues at the rail crossing on Innisfil Beach Road are projected to extend 244 metres under Daily Crossings Vehicular: 4,120 4,320 4,520 existing conditions, 297 metres in 2021 conditions, and 439 metres in 2025 conditions, which would back up into
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Rail: 14 16 46 at this crossing include RFBG. It is forecasted that the exposure index threshold will be met under horizon year Exposure Index: 57,680 69,120 207,920 2025 conditions, warranting a future grade separation (see Table 3-54). It is noted that a grade separation of Grade Separation Warranted by Lockhart Road is part of the Hewitt’s Secondary Plan Area Class EA currently being conducted by the City of No No Yes Exposure Index (>200,000): Barrie. Future road improvements are also noted in the City of Barrie's Multi-Modal Active Transportation Master Sources: Plan (e.g., 2 lanes per direction with a continuous median or Two-Way Left-Turn-Lane (TWLTL) including buffered bicycle lanes on Lockhart Road at the rail crossing in 2031). Growth: Estimate th Line (Lockhart Road) Crossing AADT: Town of Innisfil Table 3-54: 11 Rail Trips: Metrolinx 11th Line (Lockhart Road) Mileage: 58.47 3.4.34 Mile 57.49 - 10th Line The 10th Line is a two lane arterial road located in a rural residential area of the Town of Innisfil. There are no Rail Subdivision: Newmarket sidewalks along this road through the area of the crossing. Warning devices currently in place at this crossing Road Authority: City of Barrie include RFBG. Under horizon year 2025 conditions, it is forecasted that the exposure index threshold will be met, Road Classification: Arterial, two lane, 60 km/h warranting consideration of a future grade separation (see Table 3-53). Warning Devices: RFBG Table 3-53: 10th Line Crossing 2015 2021 2025 Annual Traffic Growth: 9.77% 7.18% 10th Line Vehicular: 4,000 7,000 8,000 Mileage: 57.49 Daily Crossings Rail: 14 16 46 Rail Subdivision: Newmarket Exposure Index: 56,000 112,000 368,000 Road Authority: Town of Innisfil Grade Separation Warranted by No No Yes Road Classification: Arterial, two lane, 50 km/h Exposure Index (>200,000): Warning Devices: RFBG Sources: 2015 2021 2025 Growth: Estimate Annual Traffic Growth: 5.21% 6.18% AADT: City of Barrie Vehicular: 2,580 3,500 4,700 Daily Crossings Rail Trips: Metrolinx Rail: 14 16 46 Exposure Index: 36,120 56,000 216,200 3.4.36 Mile 59.29 - Mapleview Drive East Crossing Mapleview Drive East is a two lane arterial road located in a rural residential area of the City of Barrie. The Grade Separation Warranted by No No Yes Exposure Index (>200,000): crossing is adjacent to the Barrie South GO Station. A significant area of development is planned in this area as part of the Hewitt’s Secondary Plan (OPA 39). There is a sidewalk along the north side of the road through the Sources: crossing area. Existing warning devices at this crossing comprise RFBG. It is forecasted that the exposure index Growth: Estimate threshold will be met under horizon year 2021 conditions, thereby warranting consideration of a future grade AADT: Town of Innisfil separation (see Table 3-55). Rail Trips: Metrolinx This crossing is located approximately 195 metres east of the signalized intersection of Mapleview Drive East and Yonge Street. Queuing analysis based on expected vehicular arrival rates during a train crossing event 3.4.35 Mile 58.47 - 11th Line (Lockhart Road) indicate that queues at the rail crossing on Mapleview Drive East only extend up to 166 metres under existing The 11th Line (Lockhart Road) is a two lane arterial road located in a rural area and is the boundary road between conditions. However, there are projected queues of 500 metres and 511 metres under 2021 and 2025 conditions, the Town of Innisfil and the City of Barrie. A significant area of residential/commercial development is planned for respectively. There is a potential for these queues to back up into the Yonge Street intersection in the future, even the lands immediately north of this crossing (e.g., Hewitt’s Secondary Plan, Official Plan Amendment (OPA) 39, with the planned widening of Mapleview Drive East to four lanes by 2021. This further confirms the need to in the City of Barrie). There are no sidewalks along this road in the area of the crossing. Existing warning devices consider a grade separation or signal pre-emption. It is noted that a grade separation of Mapleview Drive East is
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part of the Hewitt’s Secondary Plan Area Class EA currently being conducted by the City of Barrie. In addition, Table 3-56: Little Avenue Crossing future road improvements are noted in the City of Barrie's Multi-Modal Active Transportation Master Plan and Little Avenue may include 2 lanes per direction with a continuous median or TWLTL including buffered bicycle lanes on Mileage: 61.34 Mapleview Drive at rail crossing in 2016. Rail Subdivision: Newmarket Table 3-55: Mapleview Drive East Crossing Road Authority: City of Barrie Mapleview Drive East Road Classification: Collector, three lane, 50 km/h Mileage: 59.29 Warning Devices: RFBG and traffic signals Rail Subdivision: Newmarket 2015 2021 2025 Road Authority: City of Barrie Annual Traffic Growth: 1.00% 1.00% Road Classification: Arterial, two lane, 60 km/h Vehicular: 8,700 9,235 9,610 Daily Crossings Warning Devices: RFBG Rail: 14 16 46 2015 2021 2025 Exposure Index: 121,400 147,760 442,060 Annual Traffic Growth: 20.21% 11.91% Grade Separation Warranted No No Yes Vehicular: 11,000 33,200 33,900 by Exposure Index (>200,000): Daily Crossings Rail: 14 16 46 Sources: Exposure Index: 154,000 531,200 1,559,400 Growth: Estimate Grade Separation Warranted by AADT: City of Barrie No Yes Yes Exposure Index (>200,000): Rail Trips: Metrolinx Sources: 3.4.38 Mile 62.03 - Minet’s Point Road Growth: Estimate Minet’s Point Road is a four lane collector road located in a commercial area of the City of Barrie. There are AADT: City of Barrie sidewalks on both sides of the road through the study area. Existing warning devices at this crossing include Rail Trips: Metrolinx RFBG. It is forecasted that the exposure index threshold will be met, warranting consideration of a grade separation under horizon year 2021 conditions (see Table 3-57). 3.4.37 Mile 61.34 - Little Avenue Little Avenue is a three lane collector road located in a residential area of the City of Barrie. There is a sidewalk This crossing is located approximately 160 metres north of the signalized Yonge Street intersection and 100 along the east side of the road through the crossing area. Warning devices currently installed at this crossing metres south of the signalized Hurst Drive intersection. Queuing analysis based on expected vehicular arrival comprise reflectorized crossbucks, flashing lights, bell, gates and traffic signals. This crossing is located rates during a train crossing event indicate that queues at the rail crossing on Minet’s Point Road are projected immediately west of the Little Avenue/Hurst Drive signalized intersection, but within the traffic signal system (stop to extend 165 metres under existing conditions, 186 metres in 2021 conditions, and 194 metres in 2025 blocks on Little Avenue are on the west side of the rail crossing). Traffic signal pre-emption is already provided conditions, which would back up into both upstream intersections. Signal pre-emption or grade separation may with no left-turn and no right-turn indications being provided to traffic on Hurst Drive during a train crossing event. be considered by the City under existing conditions. In addition, future road improvements are noted in the City Under horizon year 2025 conditions, it is forecasted that the exposure index threshold will be met, warranting of Barrie's Multi-Modal Active Transportation Master Plan (e.g., 2 lanes per direction with continuous median or consideration of a future grade separation (see Table 3-56). In addition, future road improvements are noted in Two-Way Left-Turn Lane (TWLTL) including buffered bicycle lanes on Minet’s Point Road in 2031). the City of Barrie's Multi-Modal Active Transportation Master Plan (e.g., 1 lane per direction with a continuous Table 3-57: Minet’s Point Road Crossing median or Two-Way Left-Turn Lane (TWLTL) including buffered bicycle lanes on Little Ave. at the rail crossing in 2031). Minet’s Point Road Mileage: 62.03
Rail Subdivision: Newmarket Road Authority: City of Barrie
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Minet’s Point Road Existing Year Year Mileage Road Name Warning Notes Road Classification: Collector, four lane, 50 km/h 20211 20251 Devices1 Warning Devices: RFBG Bloomington Road 26.10 RFBG GS GS 2015 2021 2025 (Sideroad 15) Annual Traffic Growth: 1.98% 1.58% 29.17 Engelhard Drive RFBG GS GS Vehicular: 11,200 12,600 13,100 29.99 Wellington Street RFBG GS GS Daily Crossings Rail: 14 16 46 30.04 Centre Street RFBG RFBG GS Exposure Index: 156,800 201,600 602,600 31.28 St. John’s Sideroad RFBG GS GS Grade Separation Warranted by No Yes Yes 32.75 Mulock Drive RFBG GS GS Exposure Index (>200,000): 33.55 Water Street RFBG GS GS Sources: 33.64 Timothy Street RFBG RFBG RFBG Growth: Estimate 34.16 Davis Drive RFBG GS GS AADT: City of Barrie 35.61 Green Lane East RFBG GS GS Rail Trips: Metrolinx Construction underway for Not Not 36.38 Concession Road 2 RFBG grade separation by York 3.4.39 Summary of Proposed Road Crossing Improvements applicable applicable Region (completion 2016). Table 3-58 summarizes the existing warning devices at the grade crossings and the suggested warning devices 37.65 Chapman Street RFBG RFBG RFBG for horizon years 2021 and 2025 to accommodate the proposed service improvements and traffic growth along the Barrie rail corridor. 37.71 Old Yonge Street RFBG RFBG GS 38.43 Bradford Street RFBG RFBG GS Table 3-58: Summary of Suggested Warning Devices for Road Crossings 39.33 Oriole Drive RFBG RFBG RFBG Existing Year Year Bathurst Street Mileage Road Name Warning Notes 39.66 RFBG RFBG GS 20211 20251 (Townline) Devices1 40.53 Kalver Street Closed Closed Closed EPR completed May 2016 for 4.19 Wallace Avenue RFBG RFBG GS Davenport Diamond grade 40.93 Toll Road RFBG RFBG RFBG separation. 41.02 Private Drive R RFBG RFBG 6.89 Castlefield Avenue RFBG GS GS 41.25 Private Access R RFBG RFBG 10.50 Carl Hall Road RFBG GS GS 41.39 Given Road RFBG RFBG RFBG 11.90 TTC Bus Route RFBG RFBG RFBG Bradford West 14.82 Rivermede Road RFBG GS GS 41.94 Gwillimbury Wastewater RFBG RFBG RFBG Treatment Plant access 15.50 Langstaff Road RFBG GS GS 42.26 Industrial Road RFBG RFBG RFBG 16.83 Rutherford Road RFBG GS GS 43.37 Line 9 RFBG RFBG RFBG 18.49 McNaughton Road RFBG GS GS 44.34 Line 10 RFBG RFBG RFBG 19.40 Teston Road RFBG RFBG GS 45.37 Line 11 RFBG RFBG RFBG 20.66 Kirby Road RFBG RFBG GS 46.29 Line 12 RFBG RFBG RFBG 21.99 King-Vaughan Road RFBG RFBG GS 47.21 Line 13 RFBG RFBG RFBG 22.73 Station Road RFBG RFBG GS 49.05 Gilford Road RFBG RFBG RFBG 24.60 Dufferin Street RFBG GS GS
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Existing Table 3-59: Proposed At-Grade Trails on Rail Right-of-Way Year Year Mileage Road Name Warning 1 1 Notes 1 2021 2025 Location Devices Authority Road/Trail Name Transportation Considerations (Mileage) 1st Line (Shore Acres 49.24 RFBG RFBG RFBG Drive) EA recently completed. Further study 2.98 to 3.29 City of Toronto West Toronto Rail Path and consultation with the City required nd 50.12 2 Line RFBG RFBG RFBG prior to construction of trail system. rd 50.99 3 Line RFBG RFBG RFBG Further study required prior to 6.37 to 11.93 City of Toronto Unnamed 51.89 Killarney Beach Road RFBG RFBG GS construction of trail system. Town of Bradford Further study required prior to 52.82 Belle Aire Beach Road RFBG RFBG GS 41.45 to 43.12 Unnamed West Gwillimbury construction of trail system. 54.56 7th Line RFBG RFBG RFBG Town of Bradford Further study required prior to 43.87 to 44.12 Unnamed 55.55 Innisfil Beach Road RFBG GS GS West Gwillimbury construction of trail system. th 56.59 9 Line RFBG RFBG GS Town of Bradford Further study required prior to 44.49 to 44.61 Unnamed 57.49 10th Line RFBG RFBG GS West Gwillimbury construction of trail system. 11th Line (Lockhart Further study required prior to 58.47 RFBG RFBG GS Part of the Hewitt’s Secondary 51.64 to 52.57 Town of Innisfil Unnamed Road) Plan Area Class EA being construction of trail system. 59.29 Mapleview Drive East RFBG GS GS completed by the City of Barrie. Further study required prior to 61.58 to 61.70 City of Barrie Unnamed 61.34 Little Avenue RFBG RFBG GS construction of trail system. 62.03 Minet’s Point Road RFBG GS GS 1 Automatic warning devices: Reflectorized Crossbucks (R), Flashing Lights (F), Bell (B), Gates (G), Grade Separation (GS). 3.5 Other Crossings (Active Transportation and Private Crossings) The traffic considerations associated with the existing and proposed active transportation crossings (pedestrians and cyclists), and the existing private crossings (farm crossings) within the BRCE Project study limits are discussed below. 3.5.1 Active Transportation Crossings The locations of the existing and proposed active transportation crossings are shown on the Figures in Appendix D of this Report, including the following:
Seven proposed trails on the rail Right-of-Way (ROW);
35 trail crossings on the road ROW (ten existing, 25 proposed); and
27 off-road trail crossings (three existing, 24 proposed).
Further details on the trails and trail crossings noted above are provided in Table 3-59, Table 3-60, and Table 3-61.
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Table 3-60: Trails on Road Right-of-Way
Location Proposed (PR) or Grade-separated (GS), At-grade Authority Road/Trail Name Transportation Considerations (Mileage) Existing (EX) (A), or Not-specified (N) 3.36 PR City of Toronto Dundas Street West N Further study required prior to construction of trail system. 4.54 PR City of Toronto Dupont Street N Further study required prior to construction of trail system. 4.85 EX City of Toronto Davenport Road A No effects anticipated. 5.84 PR City of Toronto Rogers Road N Further study required prior to construction of trail system. 8.39 PR City of Toronto Bentworth Avenue N Further study required prior to construction of trail system. 10.50 PR City of Toronto Carl Hall Road A Further study required prior to construction of trail system. 10.75 PR City of Toronto Future Road1 GS (below-grade underpass) Further study required prior to construction of trail system. 14.82 PR City of Vaughan Rivermede Road N Further study required prior to construction of trail system. 19.57 PR City of Vaughan Keele Street N Further study required prior to construction of trail system. 20.66 PR City of Vaughan Kirby Road N Further study required prior to construction of trail system. 23.36 PR Township of King Keele Street N Further study required prior to construction of trail system. 24.60 PR Township of King Dufferin Street N Further study required prior to construction of trail system. 26.16 PR Township of King Regional Road 40 N Further study required prior to construction of trail system. 26.47 PR Town of Aurora Bathurst Street GS Further study required prior to construction of trail system. 29.17 PR Town of Aurora Engelhard Drive GS Further study required prior to construction of trail system. 29.52 PR Town of Aurora Cousins Drive GS Further study required prior to construction of trail system. 29.99 EX Town of Aurora Wellington Street East A No effects anticipated. 31.28 EX Town of Aurora St. Johns Sideroad A No effects anticipated. 32.75 PR (2)1 Town of Newmarket Mulock Drive N Further study required prior to construction of trail system. 33.55 EX Town of Newmarket Water Street A No effects anticipated. Has previously been identified for potential grade separation which may affect external linkage. Further 33.64 EX Town of Newmarket Timothy Street A study required prior to Project construction of Barrie corridor expansion. 34.16 PR (2)2 Town of Newmarket Davis Drive N Further study required prior to construction of trail system. 35.58 EX Town of East Gwillimbury Nokiidaa Bike Trail A Further study required prior to Project construction of Barrie corridor expansion. Improve the access from the trail to the East Gwillimbury GO Station, and improve the protection at the 35.61 EX Town of East Gwillimbury Green Lane East A rail crossing for pedestrians. 37.81 EX Town of East Gwillimbury Holland Landing Road A No effects anticipated. 38.43 EX Town of East Gwillimbury Bradford Street A No effects anticipated. 39.33 EX Town of East Gwillimbury Oriole Drive A No effects anticipated. 52.82 PR Town of Innisfil Belle Aire Beach Road N Further study required prior to construction of trail system. 59.29 PR City of Barrie Mapleview Drive N Further study required prior to construction of trail system. 60.27 PR City of Barrie Big Bay Point Road N Further study required prior to construction of trail system. 61.14 PR City of Barrie Cox Mill Road N Further study required prior to construction of trail system. 62.03 PR City of Barrie Minet's Point Road N Further study required prior to construction of trail system. 63.09 PR City of Barrie Essa Road N Further study required prior to construction of trail system. 1Trail proposed on both sides of the road 2 Downsview Secondary Plan Transportation Master Plan
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Table 3-61: Off-Road Trail Crossings Grade-separated (GS), At-grade Transportation Considerations Location Proposed (PR) or Authority Road/Trail Name (A), (Mileage) Existing (EX) or Not Specified (N) 6.15 PR City of Toronto Unnamed N Further study required prior to construction of trail system. 7.15 PR (2) City of Toronto Unnamed N Further study required prior to construction of trail system. 8.39 PR City of Toronto West of Bentworth Avenue N Further study required prior to construction of trail system. 9.38 PR City of Toronto Unnamed N Further study required prior to construction of trail system. 9.88 PR City of Toronto Future Perimeter 1 GS Further study required prior to construction of trail system. 10.87 PR City of Toronto Unnamed N Further study required prior to construction of trail system. 11.93 PR City of Toronto Unnamed N Further study required prior to construction of trail system. 15.53 PR City of Vaughan Unnamed N Further study required prior to construction of trail system. 23.98 PR Township of King Unnamed N Further study required prior to construction of trail system. 40.95 PR Township of King Unnamed N Further study required prior to construction of trail system. 27.15 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 27.71 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 28.27 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 28.89 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 30.42 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 31.63 PR Town of Aurora Unnamed GS Further study required prior to construction of trail system. 32.31 PR Town of Newmarket Unnamed N Further study required prior to construction of trail system. 34.92 EX Town of Newmarket Nokiidaa Bike Trail A Further study required prior to Project construction of Barrie corridor expansion. Town of Bradford West Further study required prior to construction of trail system. 41.04 PR Unnamed N Gwillimbury Metrolinx (in Town of At-grade crossing to be replaced with tunnel as part of Bradford GO Station improvements in future 41.49 EX Pedestrian crossing at Bradford GO Station A Bradford West Gwillimbury) construction phase(s). Metrolinx (in Town of At-grade crossing to be replaced with tunnel as part of Bradford GO Station improvements in future 41.56 EX Pedestrian crossing at Bradford GO Station A Bradford West Gwillimbury) construction phase(s). Town of Bradford West Further study required prior to construction of trail system. 44.43 PR Unnamed N Gwillimbury 51.51 PR Town of Innisfil Unnamed N Further study required prior to construction of trail system. 52.57 PR Town of Innisfil Unnamed N Further study required prior to construction of trail system. 55.49 PR Town of Innisfil Unnamed N Further study required prior to construction of trail system. 61.21 PR City of Barrie Unnamed N Further study required prior to construction of trail system. 61.39 PR City of Barrie Unnamed N Further study required prior to construction of trail system. 1 Downsview Secondary Plan Transportation Master Plan
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In addition to the locations noted in the previous tables, the following proposed trail locations have been identified OTM Book 15 recommends that local municipalities adopt customized pedestrian policies as tools to assist in the in the Town of Innisfil’s draft Trail Master Plan: decision process. Exposure warrants for at-grade controlled pedestrian crossings are outlined in OTM Book 12. 10th Line (Mile 57.49) – Secondary Trail; It is recommended that the initial screening of pedestrian/cyclist crossings for grade separation consider the following: Innisfil Beach Road (Mile 55.55) – Multi-use Trail; Whether the location has sufficient pedestrian and/or cycling demand to meet threshold requirements of a th 7 Line (Mile 54.56) – Paved Shoulder; controlled crossing point, based on pedestrian delay criteria in OTM Book 12; th 6 Line (Mile 53.70) – Multi-use Trail; Is the distance and/or time required to reach destinations with grade separations significantly shorter or Belle Air Beach Road (Mile 52.82) – Sidewalk; quicker (e.g., through a consideration of pedestrian desire lines and pedestrian generators and attractors); Killarney Beach Road (Mile 51.89) – Sidewalk; Is there a need to connect communities across this barrier; and Shore Acres Drive (Mile 49.24) – Paved Shoulder; and Is there a trend of pedestrian related collisions at the existing alternative at-grade pedestrian and/or cycling crossing points? Gilford Road (Mile 49.05) – Sharrow. At locations where the initial screening indicates a need for a potential grade separation, warrants for rail For existing trails and existing trail crossings it is recommended that the detailed design of the BRCE Project separated crossings should be further reviewed based on site specific benefit/cost assessment, following an EA consider any relocation requirements or upgrades of crossing warning systems, crossing protection measures or process to systematically evaluate the overall feasibility of the solution. The EA process should provide a grade separations to ensure safe operations. Assuming that the railway design speed is more than 81 km/h (50 comprehensive assessment, with consideration of the potential effect on the natural environment, cultural mph) in the area of the active transportation crossings, the Grade Crossing Standards (Transport Canada, July, environment, land-use, social-economics, engineering feasibility and economics. 2014) require that a warning system, with gates (RFBG), be installed at these crossings, as a minimum. For proposed trails and proposed trail crossings it is recommended that the trail authority/municipality consider 3.5.2 Private Crossings (Farm Crossings) any relocation requirements or upgrades of crossing warning systems, crossing protection measures or grade A total of 13 existing farm crossings were identified as noted in Table 3-62. The specific locations of these 13 separations to ensure safe operations. Passive and active devices may be further considered in the designs to farm crossings are shown on the Figures provided in Appendix D of this Report. improve the safety of active transportation crossings. Passive devices may include fencing, swing gates, Table 3-62: Existing At-Grade Farm Crossings pedestrian barriers, pavement markings and texturing, refuge areas and fixed message signs. Active devices Location (Mileage) Authority Transportation Considerations include flashers, audible active control devices, automated pedestrian gates, pedestrian signals, variable message signs and blank out signs. 19.72 City of Vaughan No effects anticipated. 20.03 City of Vaughan No effects anticipated. Due to the range of factors that may contribute to pedestrian/cyclist hazards in the area of railway crossings, detailed studies are recommended to determine the most effective measures to provide for pedestrian/cyclist 20.43 City of Vaughan No effects anticipated. safety at specific locations. Ontario does not currently have a numeric warrant for pedestrians/cycling grade 21.10 City of Vaughan No effects anticipated. separation. However, Book 15 (Pedestrian Crossing Facilities) of the Ontario Traffic Manual (OTM) recommends 21.49 City of Vaughan No effects anticipated. that need for grade separated pedestrian crossings “be assessed using a numeric warrant as a screening tool to 21.70 City of Vaughan No effects anticipated. determine if further assessments” will be required. The suggested numeric warrant includes the following 25.55 Township of King No effects anticipated. elements: Potential layover facility being investigated 44.86 Town of Bradford West Gwillimbury An exposure-based criterion that measures the level of interaction and conflict of a crossing (e.g., the adjacent to this farm crossing. vehicular and pedestrian traffic must exceed a minimum threshold such as that of a controlled crossing); 48.20 Town of Innisfil No effects anticipated. A directness ratio that measures crossing opportunities; 48.65 Town of Innisfil No effects anticipated. 49.88 Town of Innisfil No effects anticipated. Condition-based criteria (e.g., crossing of barriers such as freeway and railway links); 58.15 Town of Innisfil No effects anticipated. Consideration of alternative at-grade measures to accommodate the crossing needs; and 58.94 City of Barrie No effects anticipated. Safety records if it is an existing facility.
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Due to the infrequent use of these farm crossings it is expected that the exposure index will be low at these The assessment of traffic operations at intersections also considered the Volume to Capacity Ratios (V/C Ratios), locations, even after full implementation of the works associated with the BRCE Project. However, for private for traffic movements and for the intersections as a whole. Traffic movements that have a V/C ratio of >1.0 are crossings where there are two or more tracks, a warning system with gates (RFBG) is required if the exposure considered “over capacity” and would require consideration of improvements to provide additional capacity at the index is over 100, as per the Grade Crossing Standards (Transport Canada, July, 2014). Therefore, Metrolinx will intersection (e.g., addition of lanes and/or upgrading/adjustment to traffic controls). consult with the owners of these farm crossings prior to Project construction in order to determine the extent of At signalized intersections the queuing was reviewed, taking into consideration the 95th percentile queue and the vehicular use on the crossings so that an appropriate form of protection can be designed. available queue space to accommodate the various traffic movements. Where alternate travel routes exist, further consideration will be given to closure of applicable crossings. Where The traffic operations for the A.M. and P.M. peak hours have been assessed for the intersections and accesses closures are not feasible, the warning systems will be upgraded to meet Transport Canada’s Grade Crossing studied, with their overall intersection LOS, critical movements (e.g., movements over capacity or with Standards, as required. unacceptable delay) and their V/C Ratios, and total delay, summarized in Appendices E-2 through O-2. It is noted that the critical movement delays represent a worst-case scenario and are subject to the limitations of the Synchro 4. Traffic Considerations at GO Stations along the Barrie Rail Corridor model assumptions and traffic and signal timing inputs. In addition, road authorities may adjust timing to meet This section provides a detailed overview of the existing and future traffic operations at each of the existing and changing traffic conditions. Furthermore, where traffic actually experiences such delays, traffic will often divert to proposed GO Stations within the study area. Proposed station improvements, related to the corridor expansion other routes. or otherwise, are presented. In addition, background studies have been reviewed to identify proposed The effects that have been identified for station accesses and for the external road network are based on the modifications to the external road network that may affect the GO Station traffic operations. Key intersections and assumption that the ridership projections will be accommodated by an expansion to parking facilities and GO Station accesses were assessed under existing and future traffic conditions, to identify operational issues improvements to the connectivity of other access modes (transit, pedestrian, cyclist) to the stations. The and potential mitigation measures. Transit and active transportation connections were reviewed and parking confirmation of these improvement requirements will be subject to future study by Metrolinx, where they are not considerations discussed, such as any potential future deficiencies in Metrolinx’s planned parking expansions (as part of the infrastructure that has been specifically identified as part of the current GO Expansion implementation per the 2013 GO Transit Rail Parking and Station Access Plan, which is currently being updated). works. Such future study work may identify alternate means of mitigating the identified traffic effects, while The assessment of the traffic operations at the key intersections and GO Station accesses follows the achieving the ridership objectives for the BRCE Project. methodologies set out in the Highway Capacity Manual (HCM). The HCM defines the LOS for signalized and 4.1 Proposed Caledonia GO Station unsignalized intersections as a function of the average vehicle control delay. LOS may be calculated per movement (e.g., turning movements or through movements) or per approach for any intersection configuration, 4.1.1 Proposed Station but LOS for the intersection as a whole is only defined for signalized and all-way stop configurations. The HCM The Caledonia GO Station is being developed in conjunction with the Caledonia ECLRT Station which is currently LOS definitions are summarized below in Table 4-1. under construction and scheduled to be operational by 2021. The locations of these stations are shown in Figure E1-1, Appendix E.1 of this Report. The Site Plan for the new Caledonia GO Station is shown in Figure E1-2, which Table 4-1: Level of Service Definitions was provided in the EPR prepared for the Caledonia GO Station TPAP (Burnside, February 2016). The following Level Signalized Unsignalized Intersection elements are included in this concept plan for the new Caledonia GO and ECLRT Stations: of Intersection Average Average Vehicle Control Traffic Operations Service Vehicle Control Delay Delay Side platform on the east side of the corridor with a new track to the west; A <10 seconds <10 seconds Acceptable Island platform on the west side of the corridor with a set of new tracks on either side of the platform; B 10-20 seconds 10-15 seconds Acceptable Staff/taxi/bike parking located immediately north of the proposed Caledonia GO Station, with access from C 20-35 seconds 15-25 seconds Acceptable Croham Road, located about 47 metres to the north of Eglinton Avenue West (centerline to centerline); D 35-55 seconds 25-35 seconds Somewhat undesirable, congested Kiss & Ride parking at the northwest part of the intersection of Croham Road and Eglinton Avenue West. The E 55-80 seconds 35-50 seconds Undesirable, congested 1 Kiss & Ride will have an entry off of Croham Road, located about 30 metres to the north of Eglinton Avenue 1 F >80 seconds >50 seconds Unacceptable, very congested West (centerline to centerline) and an exit onto Eglinton Avenue West, located about 35 metres to the west 1 Turning movements with undesirable traffic operations are also identified as “critical movements” in this of Croham Road (centerline to centerline); EPR
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Bus loop at the Caledonia ECLRT Station, to the west of the Caledonia GO Station. The bus loop is to have ECLRT will have headways of two minutes in the tunnel sections and three minutes in the at-grade sections along an entry from Eglinton Avenue West, located about 45 metres to the east of the Blackthorn Avenue the Eglinton corridor. intersection (centerline to centerline), with an exit located opposite to Blackthorn Avenue; Eglinton Connects Planning Study (City of Toronto, March, 2014) and Eglinton Connects Traffic Study Pedestrian bridge over the rail corridor linking the stations and the bus loop (Caledonia ECLRT Station) and Report (HDR Corporation, March, 2014) Kiss & Ride (Caledonia GO Station). The bus loop and Kiss & Ride will service both stations jointly; and These studies examined the future land uses, built form, public realm and road layout for Eglinton Avenue in Pedestrian accesses at the north from Bowie Avenue and Carnarvon Street, including a proposed tunnel anticipation of the ECLRT. Traffic growth forecasts are provided, as well as recommendations for improvements connecting between these streets and a connection to the York Beltline Trail in this area. to Eglinton Avenue. The construction of the ECLRT will shift demand for different modes of transportation and provide the opportunity to turn Eglinton Avenue into a more complete street: one that better meets the needs of It should be noted that an alternative site plan for the Caledonia GO Station was also proposed in EPR for the pedestrians, cyclists, drivers, transit riders, deliveries, servicing, business owners, visitors and residents. Caledonia GO Station TPAP, which had the vehicular access reconfigured to both enter from and exit to Croham Road, as shown in Figure E1-2A. Additional traffic studies will be undertaken by Metrolinx if this alternative site Amendment No. 274 to the Official Plan (City of Toronto By-law No. 1009 2014) plan is progressed as part of the preliminary design process for the Caledonia GO Station. Amendment No. 274 to the OP sets out transportation policies related to a) integrations with land use; b) streets 4.1.2 Background and Related Studies and “complete streets”; c) active transportation; and d) auto, Travel Demand Management (TDM) and parking. It A number of previous planning studies have been prepared by the TTC and the City of Toronto that affect the is expected that the Caledonia GO Station development will affect land use development in the study area, which study area and provide context to the development of the Caledonia GO and ECLRT Stations. The relevant results will be further addressed through future zoning By-law amendments, where required. Similarly, the City of Toronto of these studies are presented below in chronological order. can now integrate the station development into any future comprehensive review of their potential transportation network in this area, to ensure that it continues to meet the needs of all travel modes (vehicular, cyclists, Toronto Bike Plan (City of Toronto, June 2001) pedestrians and transit operations). The Toronto Bike Plan (2001) proposed a grid of north-south and east-west cycling routes, spaced approximately Dufferin Street Avenue Study, Transportation Master Plan (Arup Canada Inc., January, 2015) two km apart, so that all Toronto residents will be within a five minute bicycle ride to the bikeway network. The Bike Plan also makes recommendations for improving bicycle parking facilities (including at transit stations) and This study focused on the transportation needs of Dufferin Street, however makes recommendations that affect to promoting “bike & ride” use on transit facilities. The bike plan has subsequently been revised to include a Ten the Barrie rail corridor, which is located along the western edge of the broader lands studied. The report Year Cycling Improvement Plan (2016). recommends that Metrolinx complete a future EA Study to consider a potential new GO Station, to be located between Lawrence Avenue and Highway 401 on the Barrie rail corridor. A new station would support an integrated Eglinton Crosstown Light Rail Transit Project Assessment, Environmental Project Report (Toronto mobility strategy, by improving the transit grid network to link the Dufferin Street area with the regional transit and Transit Commission, March, 2010) subway stations in this area. The ECLRT Line will run along Eglinton Avenue, connecting with the Spadina Subway, Yonge Subway, Bloor- Caledonia GO Station Environmental Assessment Traffic Impact Study (Burnside, February, 2016) Danforth Subway, Scarborough Rapid Transit, surface bus routes and a grid of major arterial roadways, all within the City of Toronto. The EPR for the ECLRT Project proposed that the Caledonia LRT Station be constructed This study was carried out as part of the EPR for the Caledonia GO Station TPAP and provides a detailed review immediately to the west of the GO Barrie rail line, on the north side of Eglinton Avenue West, and that the LRT of the traffic effects forecasted from the proposed Caledonia GO Station. As such, this previous study also forms be underground through this area. The EPR provided Demand Forecasting for the proposed ECLRT Project but the basis of the traffic analysis for this GO Station in this Report, where applicable. did not include the implementation of the Caledonia GO Station. The traffic operations at the intersections in the 4.1.3 Road Access study area of the proposed Caledonia GO Station were forecasted to be free flow (LOS C). However, the EPR As shown on the concept plan, Figure E1-2, Appendix E.1 of this Report, access to the Caledonia GO Station is did identify a number of intersections along Eglinton Avenue West, beyond the study area, that are forecasted to proposed from Croham Road, with a full-moves access to the taxi/staff parking area and a one-way (ingress only) have very congested operations (LOS F). to the Kiss & Ride. Egress from the Kiss & Ride will be to an unsignalized intersection (stop-controlled) on the Eglinton Crosstown Light Rail Transit Environmental Project Report Addendum (MMM Group, October north side of Eglinton Avenue West, with separate right-turn and left-turn egress lanes. 2013) Croham Road is one-way northbound, except for a short section at its south end, where two-way traffic is allowed. The ECLRT EPR Addendum (October 2013) notes that the objective of the ECLRT service is to provide a peak- In order to minimize traffic infiltration through this residential neighbourhood it is recommended that the two-way hour maximum capacity of 8,000 riders per hour per direction, with at least 40% of the passengers seated. The section of Croham Road be extended to include the two accesses to the Caledonia GO Station (e.g., Kiss & Ride and staff/taxi parking).
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The area that defines the limits of the Caledonia GO Station as analyzed in this Report is illustrated in Figure E1- There is potential for future redevelopment intensification opportunities in the immediate area of the Caledonia 1, Appendix E.1 of this Report. In general, the study area for review of potential traffic effects is bounded by: GO Station, as shown in Figure E1-3, Appendix E.1 of this Report. In addition, the City of Toronto is redeveloping Eglinton Avenue West as part of the ECLRT Project, as shown in Figures E1-4 and E1-5. North - Lonborough Avenue and Bowie Avenue; 4.1.4 Existing and Future Traffic Operations East - Caledonia Road; Peak hour traffic volumes were based on the Eglinton Connects Planning Study (City of Toronto, March, 2014), South - Eglinton Avenue West and Blackthorn Avenue; and augmented by trip generation estimates for local development areas (based on trip generation rates provided by the ITE Trip Generation Manual) and on the updated traffic counts taken at the intersection of Caledonia Road West - Gabian Way. and Bowie Avenue. Within the study area, the road network includes: The existing lane configurations and traffic controls, at intersections in the study area, are shown in Figure E1-6, Eglinton Avenue West - major arterial road running east-west, with four basic lanes (two in each direction), Appendix E.1 of this Report. The existing traffic volumes at these intersections, during the A.M. and P.M. peak two lanes of which are restricted to bus/taxi use during peak periods (7:00 A.M. to 9:00 A.M. and 4:00 P.M. hours, are shown in Figure E1-7. to 6:00 P.M.) and which are used for parking or for through traffic during off-peak periods; The existing maximum peak hour, peak direction traffic on Eglinton Avenue West is in the order of 1,000 Vehicles Caledonia Road - minor arterial road running north-south, with two basic lanes; per Hour (vph) (eastbound in the A.M. peak hour and westbound in the P.M. peak hour). Assuming a capacity of 800 vph per lane (vph/lane), the existing traffic demand can be accommodated with two lanes in each direction. Blackthorn Avenue - collector road running north-south; The existing configuration of Eglinton Avenue West includes two lanes, in each direction, with one of these lanes Gabian Way - local road running north-south; also providing access to the Westside Shopping Centre; and (in each direction) reserved for buses and taxis during the peak periods.
All other roads in the study area are classified as local roads. The LOS, delays, V/C Ratios and queuing, for the existing conditions at the intersections within the study area, were analyzed using Synchro software. The traffic operations for these intersections are summarized in Table All roads in the study area are under the jurisdiction of the City of Toronto. The posted speeds on the roads in the E2-1, Appendix E.2 of this Report, and critical traffic movements have been identified. The queuing analysis is study area are 50 km/h, with the following exceptions: summarized in Table E2-2. Based on this analysis, the following observations were made for existing traffic Caledonia Road - south of Eglinton Avenue West - 40 km/h; and operations:
Blackthorn Avenue - 40 km/h. The intersection of Caledonia Road/Eglinton Avenue West currently has a LOS E, with average delays of 60.2 seconds and a V/C Ratio of 1.03, during the P.M. peak hour. A LOS E indicates that traffic operations To confirm traffic operations and the potential to affect access or be affected by operations of the proposed have significant congestion. The Westbound-Through (WBT) movement is forecasted to be over capacity Caledonia GO and ECLRT Stations, the following main intersections have been identified for review in this Report (V/C Ratio = 1.20) with long delays (LOS F, delay of 132 seconds) for the P.M. peak hour. A LOS F indicates (as shown in Figure E1-1, Site Location and Figure E1-2, Site Plan for Caledonia GO Station, in Appendix E.1 of that traffic operations warrant improvements, if possible. The 95th percentile queue for the Eastbound- this Report): Through (EBT) movement extends beyond Gilbert Avenue, obstructing movements at that intersection in both Caledonia Road/Eglinton Avenue West; the A.M. and P.M. peak hours.
Croham Road/Eglinton Avenue West; Deficient queue storage was also noted for the WBT lane at the intersection of Eglinton Avenue West/Gabian Way, and for the EBT and WBT lanes at Eglinton Avenue West/Blackthorn Avenue. Proposed Kiss & Ride at the GO Station/Eglinton Avenue West; The implementation of the ECLRT provides an opportunity for the City of Toronto to reconfigure the surface design Proposed Bus Loop at the ECLRT Station/Blackthorn Avenue/Eglinton Avenue West; of Eglinton Avenue West along the underground portion of the LRT. The Eglinton Connects Traffic Study Report Gabian Way/Eglinton Avenue West; and (HDR Corporation, March, 2014) proposes that the reserved bus/taxi lane on Eglinton Avenue West be converted into a full-use lane in each direction during peak periods (e.g., four lanes on Eglinton Avenue West). It is also Bowie Avenue/Caledonia Road. proposed that the dedicated left turn lanes, on Eglinton Avenue West at Gabian Way and at Blackthorn Avenue, From a traffic circulation perspective it is noted that both Croham Road and Sanderstead Avenue run one-way will be eliminated, with future traffic movements being accommodated by a shared through-left lane in those northbound, with traffic exiting to Bowie Avenue to connect to Caledonia Road. A short section at the south end areas. The traffic analysis in this Report assumes that Eglinton Avenue West is reconfigured in accordance with of Croham Road is two-way.
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the City’s planned improvements. The assumed future configuration for lanes on Eglinton Avenue West is shown The resulting planned transit access to the Caledonia GO Station is shown in Figure E1-14, Appendix E.1 of this in Figure E1-8, Appendix E.1 of this Report. Report. This transit access will accommodate the service improvements proposed as part of the BRCE Project.
The background traffic volumes for the 2021 and 2025 horizon years have been forecasted by applying the growth As noted previously, the Dufferin Street Avenue Study, Transportation Master Plan (Arup Canada Inc., January, rates established in the Eglinton Connects - Traffic Study Report (HDR Corporation, March, 2014). The resulting 2015) recommends that Metrolinx study the potential for a new station between the Caledonia GO Station and traffic volumes are shown in Figures E1-9 and E1-10 (years 2021 and 2025) in Appendix E.1 of this Report. The the new Downsview Park GO Station. This potential station would be located between Lawrence Avenue and forecasted traffic volumes from the Caledonia ECLRT and GO Stations, have been calculated in Section 2.3.2 of Highway 401, allowing for transit connections to the Dufferin Street corridor (e.g., located about 1.3 km to the east this Report and summarized in Figure E1-11. of the Barrie rail corridor). Such a station would have the potential to affect the catchment area of the Caledonia GO Station, due to its proximity to that station. However the consideration of a new station in this area is The forecasted future background traffic has been added to the forecasted traffic generated by the Caledonia GO considered to be a longer term consideration, beyond the timeframe considered for the current BRCE Project. and ECLRT Stations, and the resulting total traffic volumes are shown in Figure E1-12 (horizon year 2021) and Figure E1-13 (horizon year 2025). 4.1.6 Active Transportation Pedestrian Access The LOS, delays, V/C Ratios and queuing, for the future total traffic conditions at the intersections within the study area, were analyzed using Synchro software. The traffic operations for these intersections are summarized in It is anticipated that walking will be an important mode of access to the Caledonia GO Station and ECLRT Station, Table E2-1, Appendix E.2 of this Report and the queuing analysis is summarized in Table E2-2. All of the particularly for riders within one km of the stations. Potential intensification of the land uses in this area, through intersections assessed are forecasted to operate with good LOS, short delays and significant reserve capacities, redevelopment along Eglinton Avenue West, on the Westside Shopping Centre lands, and in the Castlefield and under the future total traffic conditions. Under horizon years 2021 and 2025 conditions, the Northbound Left (NBL) Caledonia Design and Décor District will increase the use of this mode of access. turn movement at the intersection of Caledonia Road/Eglinton Avenue West is forecasted to have a small Figure E1-15, Appendix E.1 of this Report, shows the planned pedestrian access in the area of the Caledonia deficiency in queue storage. GO Station. Existing pedestrian facilities along Eglinton Avenue West currently include sidewalks and pedestrian 4.1.5 Local and Regional Transit crossings with traffic signals at major intersections, as well as sidewalks on intersecting local and collector roads. The Caledonia ECLRT Station will provide the primary interchange opportunity for riders using the Caledonia GO The Eglinton Connects Planning Study (City of Toronto, March, 2014) proposes a cross section for Eglinton Station. Overall, the ECLRT EPR (TTC, March, 2010) estimated that most of the 681 buses, that presently travel Avenue West that includes a 3.2 metre pedestrian clearway on each side of the road as shown in Figure E1-5, east-west on Eglinton Avenue West on a daily basis, will be replaced by the proposed 488 Light Rail Vehicles which will continue to provide pedestrian access to the proposed Caledonia GO and ECLRT Stations, to meet (LRV) on the ECLRT Line. The buses that presently service the Caledonia GO or ECLRT Station area include customer needs. the following: The Site Plan for the Caledonia GO Station, Figure E1-2, provides for crosswalks on Eglinton Avenue West at TTC bus route 32 Eglinton West, with its four branches, provides the primary east-west connections along Blackthorn Avenue, the GO Station Kiss & Ride parking lot and at the access to the Westside Shopping Centre. the Eglinton Avenue West corridor, extending from Renforth Drive in the west to the Yonge Subway Station The Blackthorn Avenue intersection is presently signalized and is proposed to remain signalized. Signalized in the east, having ten minute or better headways. Once the ECLRT becomes operational, this bus will no intersections also exist at Gabian Way, about 190 metres west of Blackthorn Avenue and at Caledonia Road, longer travel through the study area; about 300 metres east of Blackthorn Avenue. The Caledonia GO Station TPAP Traffic Impact Study (Burnside, The 34 Eglinton bus also provides east-west service along Eglinton Avenue West. According to the ECLRT February, 2016) forecasted that pedestrian travel to/from the Caledonia GO and ECLRT Stations may be in the EPR Addendum (MMM Group, October, 2013), the TTC plans to continue to run the 34 Eglinton bus from the order of 400 pedestrians per hour during peak periods. Considering that pedestrian linkages are provided in all Mount Dennis Bus Terminal to Kennedy Station after the ECLRT Line is operational, however there is directions from the two stations, the volume of pedestrians crossing Eglinton Avenue West is forecasted to be presently no plan to stop at the Caledonia GO Station; and relatively low. Given the proximity of the existing traffic signals on Eglinton Avenue West to the proposed stations, and the desirability to maximize vehicular traffic mobility along this corridor, it is suggested that the implementation TTC bus routes 47B Landsdowne and 47C Landsdowne operate along north-south routes on Caledonia Road of additional crosswalks at the Kiss & Ride exit and at the Westside Shopping Centre exit not be implemented at in the study area, running at nine minute headways through this area. Once the Caledonia ECLRT Station this time, but that the need for these additional crosswalks will continue to be monitored once the stations are bus loop is operational it is expected that these buses will divert from Caledonia Road to the bus loop, a operational. If further pedestrian crossings are warranted it is recommended that traffic operations be coordinated diversion of about 550 metres (total, two-way) for this route. The traffic forecasted at the bus loop access has between the closely spaced signals along Eglinton Avenue West, based on a future signal coordination study for been based on providing an interchange with these routes, for transfers to the GO Barrie rail line or to the this section of the corridor. ECLRT at these stations.
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As shown in Figure E1-2, the Site Plan for the Caledonia GO Station includes a bridge crossing the rail line to That the residential one-way road section of Croham Road be signed for “no through traffic, bicycles connect this station to the ECLRT Station. In addition, a tunnel crossing of the rail line is proposed at the north excepted”; and end of the site, to provide a connection between Carnarvon Street and Bowie Avenue. While this connection is That enforcement be increased to respond to issues of speeding and driving the wrong direction. not a primary requirement to facilitate access to the Caledonia GO Station, it addresses the City of Toronto’s planning objectives of providing improved connections across the railway corridor in the Castlefield and Caledonia 4.1.7 Parking Considerations Design and Décor District. The Caledonia GO and ECLRT Stations are intended to function as transfer stations and to serve the local area, with access largely via transit, walking and cycling. A small Kiss & Ride area will be provided, with about eight Pedestrian access to the rail platforms are also proposed in the area of the north tunnel connection. Alternatively, vehicle stopping spaces, which is considered to be sufficient to meet the forecasted Kiss & Ride demands for this pedestrians may use the sidewalks on Croham Road, which are located on both sides of the road, to connect to site. No long-term customer parking will be provided at the stations. However, a small parking area will be the station’s main access near Eglinton Avenue West. designed as part of the detailed design phase for the Caledonia GO Station for approximately six parking spaces, The existing Westside Shopping Centre lands, located immediately to the west and north of the stations, also to accommodate staff (two spaces), taxis (two spaces) and maintenance vehicles or future staff growth (two provide for pedestrian linkages to the broader area. The City has indicated its intention to require that linkages spaces). (pedestrian, cyclist and vehicular) be maintained through any redevelopment of these lands. One-hour parking is presently allowed along the west side of Croham Road, between 8:00 A.M. and 7:00 P.M. In In addition to the sidewalk facilities within the road ROWs in the study area, a pedestrian linkage is also provided addition, the Westside Shopping Centre presently provides significant parking in the immediate area of the by the York Beltline Trail, which connects at the north end of the Caledonia GO Station lands. proposed Caledonia GO and ECLRT Stations; however this parking is not for transit users. It is recommended that signage be implemented in the areas of the Caledonia GO and ECLRT Stations to restrict the potential for Cyclist Access illegal parking. Further, it is recommended that parking and Kiss & Ride activity be monitored in the areas external It is anticipated that cycling will be a significant mode of access to the Caledonia GO and ECLRT Stations, to the stations’ lands, after commencement of operations at these stations, particularly along Croham Road and particularly for riders within five km of the stations. The Eglinton Connects Planning Study (City of Toronto, March, at the Westside Shopping Centre. If parking becomes an issue in these areas it is recommended that increased 2014) has proposed the implementation of raised bicycle lanes (1.2 metres wide) on both sides of Eglinton Avenue enforcement, by the City of Toronto, be implemented to address concerns. West through the study area, as shown in Figures E1-4 and E1-5, Appendix E.1 of this Report. In addition, the 4.2 Proposed Downsview Park GO Station City of Toronto’s Ten Year Cycling Network Implementation Plan includes a number of cycling infrastructure improvements, as shown in Figure E1-16. This implementation plan categorizes proposed cycling routes as being 4.2.1 Proposed Station on “fast, busy streets” or on “quiet streets”, qualitatively depending on the speed and volume of traffic. “Quiet The Downsview Park GO Station is proposed to be located on the south side of Sheppard Avenue, centered on streets” are considered to have low volumes of slow moving vehicular traffic, relying on signs, pavement markings the Barrie rail corridor, as shown in Figure F1 (Station Location), Figure F2 (Site Plan) and Figure F3 (Stage 5 and traffic calming to create comfortable cycling routes. Implementation of cycling infrastructure that serves as Construction) in Appendix F of this Report. linkages to the Caledonia GO Station and Eglinton Avenue West are proposed on the following quiet streets: The TTC is presently completing the Toronto-York Spadina Subway Extension, which will extend the existing Castlefield Avenue, Blackthorn Avenue and Vaughan Road. subway from the Sheppard West Station (at Allen Road/Sheppard Avenue) for a length of 8.6 km to the Vaughan The plans for the Caledonia GO and ECLRT Stations provide for bicycle parking facilities at the main accesses Metropolitan Centre at Highway 7. Six new subway stations are being completed along the subway extension as to both stations. In addition, it is recommended that bicycle parking facilities be provided in the area of the north shown in Figure F4, Appendix F of this Report. The Downsview Park GO Station is proposed as a joint tunnel under the GO rail tracks, to facilitate access to the Caledonia GO Station platforms at that location. Subway/GO Station, to allow for interchange at this location. Service on the new extension is planned to start at the end of 2017. In addition to the on-road cycling facilities proposed on Eglinton Avenue West, improvements are proposed on Croham Road to provide a cyclist linkage between the GO Station and the York Beltline Trail. The improvements 4.2.2 Background and Related Studies to the cycling facilities that are recommended for Croham Road include the following: A number of previous planning studies have been prepared by the TTC and the City of Toronto that affect the study area and provide context to the development of the Downsview Park GO Station and Spadina Subway Addition of contra-flow bicycle lane for southbound bicycle travel on Croham Road, which is a one-way road Station. The relevant results of these studies are provided below in chronological order. northbound for vehicular travel; Spadina Subway Extension EA (Toronto Transit Commission, 2005) Relocation of on-street parking on Croham Road from the west side to the east side of the road. Possible addition of sharrow markings to facilitate northbound bicycle travel on this road;
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The Spadina Subway Extension EA (TTC/City of Toronto, August 2005) provides travel demand forecasting for Table 4-3: Forecasted Trip Generation from Downsview Area Secondary Plan1 the proposed extension of the Spadina Subway, as detailed earlier in this Report. The traffic forecasts provided A.M. P.M. in Section 2.3.3 of this Report have been based on these earlier forecasts. Land Total Trips Total Trips Use/Community Downsview Area Secondary Plan (City of Toronto, 2010) and Downsview Area Transportation Master Plan 2021 2031 2021 2031 (AECOM, 2010) Total New Trips in 6,647 10,183 6,948 11,225 The Downsview Area Secondary Plan was completed in 1999 and updated in 2010. The 2010 update placed a Secondary Plan Area specific focus on the Toronto-York Spadina Subway Extension as a key consideration in developing and Background 37,606 39,633 39,099 41,205 evaluating updated Secondary Plan Options. As part of the Secondary Plan review process, the Downsview Area TOTAL 44,253 49,816 46,047 52,430 Transportation Master Plan (AECOM, 2010) was prepared to evaluate the broader transportation infrastructure 1 From Downsview Area Secondary Plan, Transportation Master Plan Report; dated January 2010; prepared needs of the area. The Secondary Plan is structured into nine Districts based on intended use and character, and by AECOM. these Districts will require the preparation of District Plans prior to development proceeding, to ensure appropriate The residential development in the Stanley Green District of the Downsview Area Secondary Plan area has been integration with the surrounding lands. The locations of the Districts are shown in Figure F5, Appendix F of this partially completed to date. In addition, there is an active development application within the Report. The recommended Land Use Plan in the Secondary Plan is summarized in Table 4-2. Bombardier/DND/TTC lands that includes the Centennial College Downsview Aerospace Campus (12,324 m2 Table 4-2: Forecasted Population and Employment in the Downsview Area Secondary Plan1 education/training facility with anticipated enrollment of up to 500 students per term).
Recommended Plan The Downsview Area Secondary Plan also recommends transportation network improvements to accommodate the forecasted growth. The Transportation Master Plan for this area provides for a multi-modal transportation Districts Non-Residential # Units Gross Floor Area Population Employment Total system to 2031 and includes plans, policies and strategies for a comprehensive transit network, pedestrian/cyclist (m2) infrastructure, and road network. In addition, the City of Toronto has recently commenced the Downsview Area Stanley Greene 1,356 - 2,630 - 2,630 Major Roads Class EA study to examine the design of new roads within the Downsview Area Secondary Plan William Baker 3,534 11,638 6,714 312 7,026 area. Sheppard 1,024 286,839 1,945 3,279 5,224 4.2.3 Road Access Chesswood - 96,351 0 1,204 1,204 The study area that defines the limits of the Downsview Park GO Station/Spadina Subway Station is illustrated in Allen East Side 2,531 155,436 5,634 3,462 9,096 Figure F1, Appendix F of this Report. In general, the study area for review of potential traffic effects is bounded by: Allen West Side 1,396 89,289 2,652 6,027 8,679 Wilson - 208,285 - 1,000 1,000 North - Sheppard Avenue West; Bombardier & DND - 578,232 - 5,896 5,896 East - Chesswood Drive; & TTC National Urban South - Carl Hall Road/Downsview Park Merchants Market/Downsview Airport; and - 147,930 - 849 849 Park West - Sheppard Avenue West/Tuscan Gate. TOTAL 9,841 1,574,000 19,575 22,029 41,604 Within the study area, the road network includes: 1 From Downsview Area Secondary Plan, Transportation Master Plan Report; dated January 2010; prepared by AECOM. Sheppard Avenue West - major arterial road running east-west, with four basic lanes (two in each direction); As noted in the above table, the Downsview Area is planned to accommodate a population increase of 19,575 Chesswood Drive - minor arterial road running north-south, with two basic lanes; persons and an employment increase of 22,029 persons on 1,574,000 m2 Gross Floor Area (GFA) of non- residential development. The Downsview Area Secondary Plan forecasted that about 57% of the residential lands Bakersfield Street - collector road running north-south; would be built by 2021, along with 50% of the non-residential development. Within the area adjacent to the Tuscan Gate - collector road running north-south; and Downsview Park GO Station (e.g., Sheppard/Chesswood) it was forecasted that about 50% of the residential development would be completed by 2021, along with about 67% of the non-residential development in that area. Carl Hall Road - classified as an “other” road by the City of Toronto, but anticipated to be part of a planned The future traffic demands for the Secondary Plan area are summarized in Table 4-3. minor arterial road as part of future improvements.
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All roads in the study area are under the jurisdiction of the City of Toronto. The posted speeds on the roads in the The Downsview Area Secondary Plan Transportation Master Plan made the following staging study area are 50 km/h, with the exception of Sheppard Avenue West, which is 60 km/h. conclusions/recommendations related to the above noted infrastructure improvements: As shown on the concept plan, Figure F2, Appendix F of this Report, vehicular access to the station will be from The arterial roads surrounding the Downsview Area Secondary Plan are presently operating at or close to Sheppard Avenue, via a west driveway that is located opposite to Bakersfield Street. Secondary access will be capacity; from a south access road that will connect to Carl Hall Road. Chesswood Drive has been extended from Sheppard The Transit Road Extensions (e.g., both north-south and east-west) should be constructed by 2021 to ensure Avenue to Carl Hall Road, as part of the station construction, and this connection will be opened in conjunction that Allen Road and Sheppard Avenue West continue to operate without exceeding capacity; and with the station. The upgrading of Perimeter Road is primarily required to accommodate the transit service in this area, 4.2.4 Existing and Future Traffic Operations providing a connection from the Stanley Greene District and the National Urban Park to the new subway/GO The City of Toronto is currently completing the Downsview Major Roads EA study which is intended to determine Station. Without this link, alternate transit routing should be considered and the Transit Road extensions may the preferred design of the major roads that are needed to support the development of the Downsview Area exceed their capacity in some areas. Secondary Plan. As a result of the network connectivity constraints in the Downsview area, the area does not possess a well-defined grid network of local roads to accommodate new development and disperse new auto As noted previously in this Report, the trips generated by the combined subway/GO rail line at the Downsview traffic generated by development. This tends to result in very high turning volumes at many of the key intersections Park GO Station will be from transfers (bus/subway/GO rail) or from walking/cycling modes. A PPUDO cul-de- in the study area. Without the introduction of new road connections through the Downsview Area Secondary Plan sac is proposed at the west side of the station lands to facilitate these transfers. It is expected that this cul-de-sac area, the major boundary arterial road network, which is already operating at or near capacity during peak periods, will connect to Sheppard Avenue, at a new signalized access opposite to Bakersfield Street. Bakersfield Street is will experience additional capacity issues. The lack of a local grid network also presents challenges in terms of a collector road and therefore it is expected that any new signals at this location will have sufficient capacity to serving new development areas with surface transit. accommodate that street and the proposed station access. No long-term parking or Kiss & Ride facilities are proposed at this station and very little private vehicle traffic is expected. The Downsview Major Roads EA will complete the study process that was initiated with the preparation of the earlier Downsview Area Secondary Plan Transportation Master Plan. The study area for this EA is shown in It is expected that the ongoing development of the road network in the study area, as described above, will be Figure F6, Appendix F of this Report, and will include consideration of providing the following road infrastructure sufficient to accommodate the service improvements proposed as part of the BRCE Project. in the Downsview area: 4.2.5 Local and Regional Transit An extension of Transit Road from Allen Road to Chesswood Drive, as well as a westerly extension of this A significant number of bus transit routes are located on Sheppard Avenue West, in the immediate area of the road from Chesswood Drive to the Keele Street/Grandview Avenue Drive intersection. These roads would be proposed Downsview Park GO Station, as detailed in Figure F7, Appendix F of this Report. In addition, the designed as minor arterial roads. These road extensions will provide direct access to the majority of the high Downsview Area Secondary Plan proposes enhancements to the existing transit network, particularly via density development areas in the Downsview Area Secondary Plan, and will direct traffic away from the additional connections through the Secondary Plan area, as shown in Figures F7 and F8. The proposed routes heavily used Keele Street, Allen Road and Sheppard Avenue West corridors. This roadway crosses the Barrie to the south would include two circulatory routes that connect to the proposed development lands in those areas. rail corridor, necessitating a grade separation to ensure sufficient capacity and uninterrupted flow; These enhancements will create an effective internal transit network that will improve the level of accessibility and LOS provided to areas within the Secondary Plan, including the Downsview Park GO Station and Downsview Upgrading and extension of Perimeter Road (formerly known as the National Urban Park Ring Road and Park Subway Station. This is a critical factor in achieving the transit mode share targets that have been proposed incorporating part of the existing Carl Hall Road) that extends from the future Transit Road along the west for new development areas within the Downsview Area Secondary Plan. By 2031, the Downsview Area side of the airport runway to the east side of the National Urban Park and ultimately connecting to Keele Secondary Plan study estimates that between 30% and 50% of trips within the Downsview Area Secondary Plan Street. This road would be a minor arterial road. This will provide improved east-west connectivity through will be made by non-auto modes of travel, including public transit, walking and cycling. the Secondary Plan area, relieving both Keele Street and Sheppard Avenue West. This connection will also ultimately include a grade separation at the Barrie rail corridor, including provision for pedestrian and cycling Transit service is expected to consist of buses running in mixed-traffic, either as a private service or as part of access across the corridor; and regular TTC services. Opportunities to protect for higher order transit service on some of these routes in the longer term may also be considered. Two grade-separated crossings of the Barrie rail corridor, as noted above. Based on the travel demand forecasts in the Spadina Subway Extension EA (TTC/City of Toronto, August, 2005)
it is estimated that the bus transfer demand (total two-way) at this station will be about 1,100 transfers by 2021 and about 1,300 transfers by 2025, during the A.M. peak hour period.
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It is expected that the planned transit improvements will accommodate the service improvements proposed as Cycling route on a busy street - proposed on Sheppard Avenue West between Allen Road and Keele Street, part of the BRCE Project, and that together these improvements will assist in meeting the modal split targets that as well as on Chesswood Avenue between Sheppard Avenue West and Finch Avenue West; have been identified. Cycling route on a quiet street - proposed on Steeprock Drive between Chesswood Drive and Dufferin Street, 4.2.6 Active Transportation and on Dovehouse Avenue between Sheppard Avenue West and Sentinel Road; and The existing and planned pedestrian and cyclist accesses in the area of the Downsview Park GO Station and Existing Cycling Route - on Keele Street between Stanley Green Park and Sheppard Avenue West. Downsview Park Subway Station are shown in Figure F9, Appendix F of this Report. The Downsview Area Secondary Plan study recommends a pedestrian network, as shown in Figure F10, and a cycling network, as In addition to the provision of the above noted cycling linkages to the proposed Downsview Park GO Station and shown in Figure F11. Downsview Park Subway Station, it is expected that bicycle parking will be provided within and around the stations to encourage maximum use of the transit system. The proposed road network in the Downsview Area Secondary Plan can provide pedestrian and cycling connections to all Plan Area Districts, as well as to the Downsview Park GO Station and Downsview Park Subway It is expected that the ongoing development of the pedestrian/cyclist network in the study area, as described Station. These roads are to be designed as “complete streets” that provide cycling and pedestrian infrastructure, above, will be sufficient to accommodate the service improvements proposed as part of the BRCE Project. along with infrastructure to support auto and transit use. Sidewalks are to be provided on both sides of the streets 4.2.7 Parking Considerations and to be designed/constructed in accordance with the City of Toronto Accessibility Design Guidelines. The There is neither long term parking, nor formalized short term parking (e.g., Kiss & Ride) facilities proposed at the overall District and Block plans within the Secondary Plan will be developed to support high pedestrian and cycling new Downsview Park GO Station and Downsview Park Subway Station, although some provision for PPUDO is activity, which is a key factor to assist in meeting the non-auto mode split targets. provided in a cul-de-sac on the station lands. As noted in the Spadina Subway Extension EA (TTC/City of Toronto, The proposed cycling and pedestrian network, developed as part of the Downsview Area Secondary Plan, August, 2005), it is assumed that 640 commuter parking spaces would be available at the existing Sheppard West includes the following infrastructure in the area of the Downsview Park GO Station and Downsview Park Subway Subway Station and 400 spaces in the area of the proposed Finch West Station, which are adjacent to the area Station: considered in this current study and available to meet long term parking demands in the broader area. No additional parking is required at the Downsview Park GO Station to accommodate the service improvements Cycling and pedestrian crossing of Sheppard Avenue West at the intersection of Sheppard Avenue proposed as part of the BRCE Project. West/Station Access/Bakersfield Street. It is proposed that this intersection be signalized; 4.3 York University GO Station Southerly connections from the Downsview Park GO Station and Downsview Park Subway Station to the proposed east-west road connecting between the Transit Road Extension and Keele Street. This east-west 4.3.1 Proposed Station Improvements road is to have sidewalks on both sides of the road and bicycle lanes and include a grade separation at its The York University GO Station is currently comprised of a single platform with passenger shelters and vending crossing of the Barrie rail corridor; machine ticket sales. The GO Station was opened in 2002 and the platform lengthened to accommodate 12 car consists in 2011. At this time, there are no plans to improve this station to accommodate the BRCE Project. Special pedestrian corridors (wider sidewalks and other pedestrian amenities) to connect to the adjacent William Baker District; and 4.3.2 Background and Related Studies A number of previous planning studies have been prepared by the TTC and the City of Toronto that affect the Multi-use paths (cycling and pedestrian) connecting along the roads proposed to connect to the development study area and provide context to the traffic operations associated with the York University GO Station. The districts to the south of the Downsview Park GO Station and Downsview Park Subway Station, as well as to relevant results of these studies are provided below in chronological order. the National Urban Park. A grade separated pedestrian connection is also proposed by the City of Toronto, in the area of the Stanley Greene Neighbourhood. The adjacent development has been planned to York University Secondary Plan Update, Transportation Review (York University Development accommodate this pedestrian crossing of the Barrie rail corridor, approximately at Mile 9.53 along the corridor. Corporation, 2006)
The proposed Cycling Plan for the Downsview Area Secondary Plan had been designed to complement and The York University Secondary Plan Update, Transportation Review provides a review of urban transportation enhance the City’s Bike Plan network that existed at the time of the Secondary Plan’s development. However, systems within the Keele Campus of York University. At the time of the study, there were 80 transit buses arriving the City of Toronto has recently developed a revised ten year plan for cycling infrastructure that identifies the at the Commons Area of the campus during the morning weekday period, accommodating 2,100 riders during following infrastructure in the broader area adjacent to the Downsview Park GO Station and Downsview Park this period and 12,700 riders daily. The Commons Area had developed 20 bus bays to accommodate these Subway Station: buses. Subsequent to this, in 2009, a busway was constructed along the Finch Avenue West Hydro Corridor (between Dufferin Avenue and Keele Street) to improve the bus connection between the Downsview Subway Station (now Sheppard Avenue West Station) and York University’s Keele Campus. It was noted that one of the
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objectives of the York University Secondary Plan Update, Transportation Review was to reduce the number of The use of active transportation to access the York University GO Station is assumed to be very limited, given buses travelling through the campus. that the station is located about 1.5 km to the east of the centre of the campus, and the University presently provides a free shuttle bus to access the station. No improvements to the active transportation network are This study also identified an on campus parking demand of 7,000 spaces, with a forecasted parking supply of required to accommodate the service improvements proposed as part of the BRCE Project. 9,915 spaces. This was based on a reduction of 1,560 spaces that was forecasted to occur with proposed residential development on the campus lands. 4.3.6 Parking Considerations There is currently no GO Transit parking available at the York University GO Station. It is assumed that all of the York University Secondary Plan (City of Toronto, October 2009) access to the station is via the University Shuttle Bus service, with limited parking on Canarctic Drive. No The York University Secondary Plan identified potential residential growth on the campus lands of 4,214 to 9,714 improvements to parking facilities are required at the York University GO Station to accommodate the service units, along with non-residential growth of 655,442 m2 GFA. It was noted that there were over 1,200 buses per improvements proposed as part of the BRCE Project. day that serve the University from the TTC, GO Transit, Viva and York Region Transit (YRT), making it one of the 4.4 Rutherford GO Station busiest destinations in the City of Toronto. The University had implemented a number of TDM measures including formation of the Smart Commute-North Toronto-Vaughan Transit Management Association, controlling the 4.4.1 Proposed Station Improvements number of vehicles travelling to the campus as a result of the University’s parking prices and the establishment The location of the Rutherford GO Station is shown in Figure G1-1, Appendix G.1 of this Report. There are of a carpool program. It was estimated that between 8,915 and 9,915 parking spaces would be required before improvements proposed at the Rutherford GO Station as part of Phase One of the BRCE Project, to support the the Toronto-York Spadina Subway Extension is completed and between 6,000 and 8,000 parking spaces once service expansion associated with the GO Expansion program over the next ten years. Details regarding the the subway is operational. concept plan of the station improvements to accommodate the service improvements is shown in Figure G1-2, which includes: 4.3.3 Road Access The York University GO Station is accessed via Canarctic Drive, which is a local industrial road in the area of the A second track and protection for a future third track, located east of the existing track; station, but which becomes a collector road before intersecting with Keele Street. Keele Street abuts the eastern A new platform and shelters to serve the new track; boundary of the York University lands. The speed limit on Canarctic Drive is 50 km/h. To the west of Keele Street, the road connection into the University lands is via a private road (York Boulevard). No road improvements are Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track required to accommodate the service improvements proposed as part of the BRCE Project. arrangement; and
4.3.4 Local and Regional Transit Additional infrastructure to support expansion. All of the access to the York University GO Station is assumed to be via the complimentary York University GO 4.4.2 Background and Related Studies Train Shuttle bus which transports York community members between the centre of the campus and the GO A number of previous planning studies have been prepared that affect and provide context within the study area Station. The shuttle service presently meets five trains in the A.M. peak period and seven trains in the P.M. peak of the Rutherford GO Station. The relevant results of these studies are provided below in chronological order. period. This results in a total of six shuttle bus trips (total two-way) during peak hours under existing conditions, with a forecasted growth to ten trips in the peak hour under 2025 conditions. However, the University may not City of Vaughan Official Plan (City of Vaughan, 2010) continue to operate the Shuttle Bus after the commencement of operations of the Toronto-York Spadina Subway The City of Vaughan OP identifies the planned land use in the area of the Rutherford GO Station, as shown in Extension (late 2017). No transit improvements are required to accommodate the service improvements proposed Figure G1-3, Appendix G.1, of this Report as well as the future transportation network in this area, as shown in as part of the BRCE Project. Figure G1-4. The Plan identifies the rail crossing of Rutherford Road for future grade separation. 4.3.5 Active Transportation The study area surrounding the Rutherford GO Station is either substantially built out or environmentally protected There are currently sidewalks on both sides of Canarctic Drive, which provide a pedestrian connection between under the Oak Ridges Moraine Conservation Plan (2002), therefore there is limited new development occurring the York University GO Station and the campus. There is a walkway provided to the west of the rail line to access in the immediate area. The Vaughan OP designates the Rutherford GO Station lands for potential mid-rise mixed the GO Station from Canarctic Drive. The intersection of Canarctic Drive/Keele Street is controlled with traffic use development, with maximum heights of 12 storeys and a maximum floor space index of 3.5. signals to facilitate crossing into the campus at this location.
Canarctic Drive also provides a cyclist connection in this area, although no dedicated cycling facilities are provided (e.g., cyclists share vehicular lanes). The York University GO Station provides bike racks. There are also bicycle lanes on various roads on and around the York University campus.
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York Region Transportation Master Plan (Region of York, 2016) South - GO Station Access South; and
The 2016 York Region Transportation Master Plan identifies the planned improvements to the Region’s West - Westburne Drive and Barrhill Road. infrastructure networks (e.g., roads, transit, cycling, pedestrian). The planned improvements from the 2016 Plan The existing road network and lane configurations in the study area are shown in Figure G1-5. Within the study have been taken into consideration in the review of the Rutherford GO Station access requirements. area, the road network includes: York Region, Rutherford Road/Carrville Road Class EA (Region of York, 2016) Rutherford Road - major arterial running east-west, with four basic lanes (two in each direction); York Region has completed the Rutherford Road/Carrville Road Class EA. The purpose of the EA was to identify Barrhill Road - major collector road running north-south, with two basic lanes; and the specific on-street and off-street improvements required on Rutherford Road and Carrville Road between Jane Street and Yonge Street, to address short term and long term needs for pedestrians, cyclists, transit users and Westburne Drive - major collector road running north-south, with two basic lanes. motorists in this area. The Rutherford Road/Carrville Road Class EA proposed the following improvements for All roads in the study area are under the City of Vaughan’s jurisdiction with the exception of Rutherford Road Rutherford Road in the study area: which is under York Region’s jurisdiction. The posted speeds on the roads in the study area are 50 km/h, with the Widening of the road ROW to 41 metres and shifting the road centerline to the north by up to two metres; exception of Rutherford Road, which is 60 km/h.
Provision of a six lane underpass at the Barrie rail corridor (two travel lanes in each direction plus one To confirm traffic operations and the potential to affect access or to be affected by operations of the Rutherford HOV/Transit Priority lane in each direction, plus a five metres landscaped median); and GO Station, the following main intersections have been identified for analysis in this Report and are shown in Figure G1-1, Appendix G.1. Provision of off-street cycle tracks with physical buffer and sidewalks on both sides of the street. Rutherford Road/GO Access Bus Loop + Kiss & Ride; A temporary detour is proposed along the south side of Rutherford Road to facilitate the construction of the Rutherford Road underpass at the Barrie rail corridor. This temporary detour will affect traffic circulation (bus loop, Rutherford Road/Barrhill Road and Westburne Drive; Kiss & Ride) and parking spaces at the Rutherford GO Station, requiring temporary modifications of these facilities Westburne Drive/GO Station Access North; and during the construction period. In the short term, this Class EA notes that Metrolinx continue to review the need for additional parking space along the Barrie rail corridor and to review opportunities for improving local transit Westburne Drive/GO Station Access South. connections to the Rutherford GO Station. For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak The Region’s 10-Year Roads and Transit Capital Construction Program includes the works on Rutherford Road hour is 8:00 A.M. to 9:00 A.M. and P.M. peak hour is 4:30 P.M. to 5:30 P.M.). The peak hour for trips generated in 2020, between Keele Street and Dufferin Street. The Region’s recommended improvements to Rutherford from the GO Station is currently between 7:00 A.M. and 8:00 A.M., which corresponds to a period of lower traffic Road have been considered in this Report. on the adjacent roadways and which is not considered the design condition in this area. For the purposes of the analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak 4.4.3 Road Access period of the adjacent roadway, which provides a conservative assessment of potential effects. Road access to the Rutherford GO Station is via a signalized driveway on the south side of Rutherford Road, located about 160 metres to the east of the intersection of Rutherford Road/Westburne Drive/Barrhill Road. This As noted previously, the Region intends to widen Rutherford Road to include an additional HOV/Transit Priority access is for the bus loop and Kiss & Ride only. In addition there are two driveway accesses on the east side of lane in each direction in this area. While this lane structure has the potential to improve transit service in this area, Westburne Drive, located 140 metres and 190 metres to the south of the intersection of Rutherford the high volume of right turn movements at intersections may negate some of the capacity improvements at Road/Westburne Drive/Barrhill Road. Route 85/85C - Rutherford Rd and Route 87 - Autumn Hill both currently intersections. Therefore, for the purposes of traffic modelling in this Report the existing lane configurations have provide service within the bus loop at Rutherford GO Station. However, YRT/Viva is also looking to utilize on been assumed rather than the Region’s planned lane configurations. In addition, a future lane configuration was street bus bays adjacent to the station rather than solely using the bus loop to reduce delays to transit vehicles assumed, based on requirements to mitigate traffic operations under future total traffic conditions, however, the entering and exiting the station. future traffic conditions will require additional study by Metrolinx once future parking expansion needs are identified as part of an update to the 2013 GO Transit Rail Parking and Station Access Plan, as discussed further The Rutherford GO Station location and surrounding road network are shown in Figure G1-1, Appendix G.1 of in the following section. this Report. In general, the study area for review of potential traffic effects is bounded by: 4.4.4 Existing and Future Traffic Operations North - Rutherford Road; The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures G1-6 East - North GO Station Access and Kiss & Ride; through G1-12, inclusive, in Appendix G.1 of this Report. The forecasted traffic volumes have been shown to
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accommodate both the growth in background traffic and the additional trip generation from the Rutherford GO YRT operates one transit route that travels to the Rutherford GO Station, which is Route 107. Route 107 travels Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. north/south along Basaltic Road to access the GO Station from Rutherford Road. Though YRT also operates four other routes in the study area - Routes 22A, 85, 87, and 105, none of these routes loop or terminate at the It is noted that since future parking expansion plans are currently being assessed as part of the update to the Rutherford GO Station. 2013 GO Transit Rail Parking and Station Access Plan, and no conceptual designs for parking expansion are yet available, for the purpose of this Report it was assumed that sufficient additional parking to accommodate the GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is a travels along Rutherford Road in order to access the GO Station. conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be The 2013 GO Transit Rail Parking and Station Access Plan identified the following opportunities for improved required by Metrolinx during the planning and design process for any future proposed parking expansions. transit infrastructure: The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the Add shuttle bus services from residential areas to the east and to the north of the station; and study area of the Rutherford GO Station, were analyzed using Synchro software. The traffic operations for these intersections are summarized in Table G2-1, Appendix G.2 of this Report, and traffic movements that are over Add two new local transit connections to the station, one along Keele Street and one along Bathurst Street. capacity or reaching unacceptable delays have been identified. The queuing analysis is summarized in Table G2- York Region Transportation Master Plan, 2016 proposes a frequent transit network on Rutherford Road, Keele 2. Based on this analysis, the following observations were made regarding the traffic operations: Street and Dufferin Street, as part of its 2041 transit network in the study area. Under 2015 existing conditions, the Barrhill Road/Westburne Drive/Rutherford Road intersection operates Considering the forecast increases in ridership at the Rutherford GO Station and the parking constraints, it is with unacceptable delays, queues, and V/C Ratios in the A.M. and P.M. peak hours for several movements. recommended that the identified opportunities for improving transit connections be pursued by YRT, to assist in The operations worsen in the 2021 total scenario after the site traffic generation has been applied. Several achieving a greater modal shift away from auto access to this station. improvements at the intersection were modelled in the 2021 total traffic scenario: 4.4.6 Active Transportation An additional westbound left-turn lane; The pedestrian and cyclist access to the Rutherford GO Station is shown in Figure G1-16, Appendix G.1 of this An additional northbound left-turn lane; and Report. The pedestrian and cyclist network proposed in the Pedestrian and Bicycle Master Plan Study (MMM, January, 2007) is shown in Figure G1-17. As noted in the Master Plan, a neighbourhood multi-use recreational An additional northbound right-turn lane. pathway exists to the north of Rutherford Road that provides a connection between the station area and the These improvements reduced several of the delays and V/C Ratios at the intersection. subdivisions to the north. In addition, the Master Plan includes bicycle lanes on Barrhill Road and on Westburne Drive in this area. On Rutherford Road, York Region’s capital improvement plans include off-street cycle tracks With the large increase in trips generated at the Rutherford GO Station by horizon year 2025, the total traffic with physical buffer and sidewalks on both sides of the street. scenario begins to deteriorate in the P.M. peak hour for the northbound and westbound left-turn movements. The Rutherford GO Station currently provides bike shelters to facilitate station access via cycling. There is An improvement scenario was modelled for the 2025 total traffic scenario with an additional northbound left-turn currently a bus shelter that provides a portion of the available bicycle parking spaces. Currently, there are no lane, so that the modelled scenario contained dual northbound left-turn lanes at the intersection. This bicycle lanes on any of the roads in the study area. improvement significantly reduced delays, V/C Ratios, and queues for the northbound and westbound left-turn movements. The potential lane requirements for 2025 are shown in Figure G1-13, Appendix G.1 of this Report. There is one sidewalk on the east leg of the Rutherford Road/Barrhill Road intersection that is on the south side As noted previously, this lane configuration is different than that proposed in the Region’s Rutherford of Rutherford Road. There are sidewalks on both sides of all other roads in the study area. There are pedestrian Road/Carrville Road Class EA. It is understood that Metrolinx is continuing to update their ridership forecasts for accesses to the Rutherford GO Station parking lot (sidewalks) at the north and west sides of the lot. the Barrie rail corridor. It is recommended that any access requirements developed based on the updated The 2013 GO Transit Rail Parking and Station Access Plan identified the following opportunities for improved ridership forecasts be coordinated with the Region’s road improvement plans in this area, to ensure that access infrastructure: acceptable station access is maintained during and after construction of these improvements. Explore the opportunity to improve pedestrian connections between the station and residential developments 4.4.5 Local and Regional Transit to the east; and The transit network that serves the Rutherford GO Station is shown in Figure G1-14, Appendix G.1 of this Report, with the major planned transit network for Vaughan shown in Figure G1-15. Both YRT and GO Transit (bus and Investigate options for direct pedestrian access from Rutherford Road to the platform. train) operate in the study area. The future planned network includes transit priority/HOV lanes on both Rutherford York Region Transportation Master Plan proposes dedicated cycling facilities on Keele Street (north of Rutherford Road and on Keele Street, which will improve transit access to the Rutherford GO Station.
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Road) and separated cycling facilities on Keele Street (south of Rutherford Road) and on Rutherford Road, as Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track part of the 2041 cycling network in the study area. arrangement; and
Considering the forecast ridership at the Rutherford GO Station and the parking constraints, it is recommended Additional infrastructure to support expansion. that these opportunities for improving pedestrian/cyclist connections be pursued by Metrolinx and the City of 4.5.2 Background and Related Studies Vaughan, to assist in achieving a greater modal shift away from auto access to this station. These initiatives, A number of previous planning studies have been prepared that provide context within the study area of the Maple together with the pedestrian/cyclist infrastructure that is planned by the Region on Rutherford Road, will provide GO Station. The relevant results of these studies are discussed below. the improved pedestrian connections to accommodate the service improvements proposed as part of the BRCE Project. Metrolinx will continue to monitor usage of the bicycle shelters at this station and increase the supply of City of Vaughan Official Plan (City of Vaughan, 2010) such facilities as required, in response to increasing bicycle parking demands. The City of Vaughan OP identifies the planned land use in the area of the Maple GO Station, as shown in Figure 4.4.7 Parking Considerations H1-3, Appendix H.1 of this Report, as well as the future transportation network in this area, as shown in Figure The Rutherford GO Station presently has 978 parking spaces. The Station also has spaces available for carpool H1-5. The study area surrounding the Maple GO Station includes the following designations: riders, and Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) noted that the Mid-rise mixed use development on the Maple GO Station lands; parking was about 98% utilized, with a parking expansion of over 800 spaces (structure) anticipated in the 2014 to 2032 timeframe. Monitoring of parking at this station shows that the highest monthly parking utilization was Community commercial mixed use development, with a maximum height of four storeys and maximum floor approximately 106% during June of 2015. space index of 1.5; and
Based on the forecasted total ridership and modal split for the Rutherford GO Station, provided in Section 2.3.1, Maple GO Station Secondary Plan lands, as discussed further in the next section of this Report. it is estimated that an additional 1,039 parking spaces may be required in 2021 (Future, Scenario 1), and a further Maple GO Station Secondary Plan (OPA#1) (City of Vaughan, 2014) 550 parking spaces (1,589 additional parking spaces in total) in 2025 (Future, Scenario 2). The Maple GO Station Secondary Plan considers the area immediately adjacent to the Maple GO Station, as To address the parking shortfall at this station the following options will be further considered by Metrolinx during shown in Figure H1-4, Appendix H.1 of this Report. The Secondary Plan is planned as residential development any planning and/or design of future parking facility improvements at the Rutherford GO Station: with maximum building heights varying between three storeys to 12 storeys. This information has been used in Implementation of access improvements and TDM measures to reduce the demands for parking and the forecasts of future trip generation on the road network surrounding the Maple GO Station. maximize non-auto-driver modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car- York Region Transportation Master Plan (Region of York, 2016) share); The York Region Transportation Master Plan identifies the planned improvements to the Region’s infrastructure Investigate expansion of parking facilities at this station (e.g., parking structure, additional surface parking, networks (e.g., roads, transit, cycling, pedestrian). These improvements have been taken into consideration in coordination of additional parking with new intensified development in the station area), as is currently being the traffic forecasts in this Report. assessed as part of the update to the 2013 GO Transit Rail Parking and Station Access Plan; and 4.5.3 Road Access Potential new stations being considered (e.g., Highway 7-Concord) may divert some of the increased Road access to the Maple GO Station is via two driveways on the north side of Hill Street, one driveway on the ridership demand away from this station. south side of Eagle Rock Way and one driveway (right-out only) on the south side of McNaughton Road East, as 4.5 Maple GO Station shown in Figure H1-1, Appendix H.1 of this Report. The station location and surrounding road network are shown in Figure H1-1. In general, the study area for review of potential traffic effects is bounded by: 4.5.1 Proposed Station Improvements The location of the Maple GO Station is shown in Figure H1-1, Appendix H.1 of this Report. There are North - McNaughton Road; improvements proposed at the Maple GO Station as part of Phase One of the BRCE Project, to support the East - McNaughton Road and Peter Rupert Avenue; service expansion associated with the GO Expansion program over the next ten years. A concept plan of the station improvements to accommodate service improvements is shown in Figure H1-2, which includes: South - Major Mackenzie Drive West; and
A second track and protection for a future third track, located on the west side of the existing track; West - Keele Street.
A new platform and shelters to serve the new second track; The existing road network and lane configurations in the study area are shown in Figure H1-6. Within the study
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area, the road network includes: (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025.
Major Mackenzie Drive West - major arterial running east-west, with four basic lanes (two in each direction); It is noted that Metrolinx is currently planning for the addition of a parking structure at the Maple GO Station which is anticipated to have approximately 1,500 parking spaces and be in service by June, 2021. However, since long Keele Street - major arterial running north-south, with four basic lanes (two in each direction); term parking expansion plans are currently being assessed as part of the update to the 2013 GO Transit Rail McNaughton Road - minor arterial running east-west, with four basic lanes (two in each direction); Parking and Station Access Plan, and no conceptual designs for the planned parking structure are yet available, for the purpose of this Report it has been assumed that sufficient additional parking to accommodate the Railway Street - minor collector running east-west with two basic lanes; forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is a Killian Road - minor collector running east-west with two basic lanes; and conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be required by Metrolinx during the planning and design process for any future proposed parking expansions. Peter Rupert Avenue - minor collector running north/south with two basic lanes. The LOS, delays, V/C Ratios and queuing, for the existing conditions at the intersections within the study area of All other roads in the study area are classified as local roads. In addition, all roads in the study area are under the Maple GO Station, were analyzed using Synchro software. The traffic operations for these intersections are the City of Vaughan’s jurisdiction with the exception of Major Mackenzie Drive and Keele Street which are under summarized in Table H2-1, Appendix H.2 of this Report, and traffic movements that are over capacity or reaching York Region’s jurisdiction. The posted speeds on the roads in the study area are 50 km/h, with the exception of unacceptable delays have been identified. The queuing analysis is summarized in Table H2-2. Based on this Killian Road, which is 40 km/h. analysis, the following observations were made regarding traffic operations: To confirm traffic operations and the potential to affect access or operations of the Maple GO Station, the following It was determined that the McNaughton Road/GO Station Access intersection operates acceptably in all main intersections have been identified for analysis in this Report, as shown in Figure H1-1. horizon years and scenarios; Keele Street/McNaughton Road; Under stop-controls, the McNaughton Road/Troon Avenue/Rodinea Road intersection operates with high Keele Street/Killian Road and Railway Street; delays and V/C Ratios on its minor road approaches, through horizon year 2021. In the P.M. peak hour, the northbound left-turn movement has a delay of 999 seconds and a v/c ratio of 2.92; and the southbound McNaughton Road/GO Station Access; movement has a delay of 277 seconds and a v/c ratio of 1.39. Thus, it is recommended that the intersection McNaughton Road/Rodinea Road and Troon Avenue; be changed from stop-controlled to signalized (semi-actuated) by 2021, with no further improvements to the lane configurations. By implementing signals at this intersection in 2021, in the P.M. peak hour (total traffic), McNaughton Road/Eagle Rock Way; the overall intersection has a delay of approximately 15 seconds and a V/C Ratio of 0.59. With signals at the McNaughton Road and Peter Rupert Avenue/Major Mackenzie Drive West; and intersection there is also significantly shorter queue lengths. In horizon year 2025 (total traffic) there are no critical movements at the intersection, and the overall intersection operates with delays below 20 seconds Major Mackenzie Drive West/Hill Street. and V/C Ratios below 0.75 in both the A.M. and P.M. peak hours; For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak The McNaughton Road/Eagle Rock Way intersection operates with high delays and V/C Ratios (P.M. peak hour is 7:30 A.M. to 8:30 A.M. and P.M. peak hour is 4:45 P.M. to 5:45 P.M.). The peak hour for trips generated hour only) for all horizon years for the eastbound left-turn movement only. All other movements at the from the Maple GO Station is currently between 6:45 A.M. and 7:45 A.M., which corresponds to a period of lower intersection operate acceptably in all scenarios. No recommendations have been made at this intersection, traffic on the adjacent roadways and which is not considered the design condition in this area. For the purposes since it is assumed that, once the McNaughton Road/Rodinea Road/Troon Avenue intersection is signalized of the analysis in this Report, the future increases of peak hour traffic at the Maple GO Station have been applied it will alter travel patterns and re-route much of the traffic travelling north on McNaughton Road to this to the peak period of the adjacent roadway, which provides a conservative assessment of potential effects. signalized intersection. There is no significant queuing at the intersection; However, the future traffic conditions will require additional study by Metrolinx once future parking expansion needs are identified as part of an update to the 2013 GO Transit Rail Parking and Station Access Plan, as The Major Mackenzie Drive West/Peter Rupert Avenue/McNaughton Road intersection operates with high discussed further in the following section. delays and V/C Ratios in all scenarios. Critical movements at the intersection in existing conditions (2015) are the southbound left and westbound left movements. It is recommended that an additional southbound 4.5.4 Existing and Future Traffic Operations left-turn lane be added to the intersection by horizon year 2021. With the dual southbound left-turn lane it is The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures H1-7 forecast that, in the 2021 total P.M. peak hour, the delay will be reduced from 369 seconds to 150 seconds; through H1-13, inclusive, in Appendix H.1 of this Report. The forecasted traffic volumes have been shown to the V/C Ratio from 1.70 to 1.14; and the queue length from 244 metres to 114 metres. In the 2025 total traffic accommodate both the growth in background traffic and the additional trip generation from the Maple GO Station
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scenario, the overall intersection operates with V/C Ratio of 1.05 and delay of 77 seconds, as well as the Improve the timetable integration between YRT services on Major Mackenzie Drive and the rail services; following critical movements: northbound through and left; and southbound left; Provide a direct connection to/from the area south of Major Mackenzie Drive and east of Dufferin Street to At the Major Mackenzie Drive West/Hill Street intersection, all movements operate acceptably (and there are meet train times; and no critical movements) in the 2021 total traffic scenario; and Improve connection between the station and the neighbourhood south of Teston Road and west of Keele The eastbound left movement at the Major Mackenzie Drive West/Hill Street intersection operates with a Street. delay of 162.5 seconds and a V/C Ratio of 1.22 in horizon year 2025 (A.M. peak hour, total traffic). It is York Region Transportation Master Plan proposes a frequent transit network on both Keele Street and Dufferin recommended that an additional eastbound left-turn lane be added to the intersection by horizon year 2025. Street, as well as a rapid transit corridor on Major Mackenzie Drive West, as part of its 2041 transit network in the With the additional eastbound left-turn lane, the eastbound left-turn movement is improved in the 2025 total study area. York Region’s 2016 10-Year Roads and Transit Capital Construction Program includes the A.M. peak hour from a delay of 162.5 seconds to 66.8 seconds, a V/C Ratio of 1.22 to 0.92, and a queue implementation of the Viva Silver rapid transit service on Major Mackenzie Drive West (between Jane Street and length of 258 metres to 97 metres. Yonge Street) in 2019. The potential lane requirements for 2025, highlighting the additional lanes and signalization noted in the bullets Considering the forecast ridership at the Maple GO Station and the parking constraints, it is recommended that above, are shown in Figure H1-14, Appendix H.1 of this Report. the identified opportunities for improving transit connections be pursued by Metrolinx and YRT, to assist in The Keele Street/Killian Road/Railway Street intersection was reviewed to forecast if additional pedestrian traffic achieving a greater modal shift away from auto access to the station. had any significant effects on operations at this intersection. This intersection is located about 500 metres to the 4.5.6 Active Transportation east of the Barrie rail corridor and therefore will not likely attract any significant increases in pedestrians, despite The pedestrian and cyclist access to the Maple GO Station is shown in Figure H1-17, Appendix H.1 of this Report. new pedestrian tunnel linkages being implemented at the Maple GO Station. Assuming a minor volume of The pedestrian and cyclist network proposed in the Pedestrian and Bicycle Master Plan Study (MMM, January, increased pedestrian volume at the Keele Street/Killian Road/Railway Street intersection, the analysis shows that 2007) is shown in Figure H1-18. The pedestrian linkages proposed in the Maple GO Station Secondary Plan (City this intersection will continue to have acceptable traffic operations under total traffic conditions in 2025. of Vaughan, May, 2014) are shown in Figure H1-19. 4.5.5 Local and Regional Transit The Maple GO Station currently provides bike shelters to facilitate station access via cycling. There are currently The transit network that serves the Maple GO Station is shown in Figure H1-15, Appendix H.1 of this Report, with bicycle lanes on both sides of Keele Street (York Region Road 6) in the study area. There are no bicycle lanes the overall planned transit in Vaughan shown in Figure H1-16. Both YRT and GO Transit (bus and train) operate on any of the other roads in the study area. in the study area. The future planned network includes transit priority lanes on Keele Street (south of Major Mackenzie Drive West), as well as a regional rapid transit corridor on Major Mackenzie Drive West, which will There are sidewalks on both sides of the road for all of the roads in the study area, except for Hill Street which improve transit access to the station. has only one sidewalk on the east side of the road. There are pedestrian accesses to the Maple GO Station parking lot (sidewalks) at the north, east, and south sides of the lot. YRT currently operates one transit route that travels to the Maple GO Station, which is Route 22/22A. Route 22/22A travels east/west along McNaughton Road to access Eagle Rock Way where a bus stop is located to drop The GO Transit Rail Parking and Station Access Plan (2013) identified that there was an opportunity to investigate off passengers going to/from the Maple GO Station. YRT also operate two other routes in the study area, which improved access through the development of a pedestrian master plan of the area, to promote pedestrian are Route 4/4A and Route 107C/D. Route 4/4A travels east/west along Major Mackenzie Drive and Route 107C/D commuters. travels north/south along Keele Street. Neither Route 4/4A nor Route 107C/D stop at the Maple GO Station bus York Region Transportation Master Plan proposes dedicated cycling facilities on Keele Street and separated stop located on Eagle Rock Way on weekdays. However, Route 107D operates inside the Maple GO Station on cycling facilities on Major Mackenzie West, as part of the 2041 cycling network in the study area. weekends. The Maple GO Station Secondary Plan proposes connections to the proposed development areas to the east of GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus the station. In addition, the proposed tunnels under the rail ROW at the Maple GO Station provide the opportunity travels along Keele Street, Major Mackenzie Drive, McNaughton Road, and Eagle Rock Way in order to get to to link the existing residential development located to the west of the Barrie rail corridor. These improvements to the station’s bus stop (on Eagle Rock Way). the active transportation linkages, together with the existing pedestrian/cyclist network in this area, are generally The 2013 GO Transit Rail Parking and Station Access Plan identified the following opportunities for improved sufficient to accommodate the service improvements proposed as part of the BRCE Project. Metrolinx will transit infrastructure: continue to monitor usage of the bike racks at this station and increase the supply of such facilities as required in response to increasing bicycle parking demands. Consider widening of Hill Street and developing a bus loop on the south side of the station;
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4.5.7 Parking Considerations 4.6.2 Background and Related Studies The Maple GO Station presently has 1,239 parking spaces. In addition, this station has spaces available for A number of previous planning studies have been prepared that provide context within the study area of the King carpool riders, and also has Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) City GO Station. The relevant results of these studies are discussed below in chronological order. noted that the parking was about 86% utilized, with a parking expansion of 200 to 600 spaces (surface) anticipated King City Community Plan (Official Plan Amendment 54) (Township of King, January 2000) in the 2014 to 2032 timeframe. Monitoring of parking at this station shows that the highest monthly parking utilization was approximately 116% during March of 2015. The Concept Plan from the King City Community Plan (OPA 54) delineates the core area along Keele Street and along King Road within King City, as shown in Figure I1-3, Appendix I.1 of this Report. Low density residential Based on the forecasted total ridership and modal split for the Maple GO Station provided in Section 2.3.1, it is development has occurred on the lands to the east of Keele Street and south of the King City GO Station. Lands estimated that an additional 1,502 parking spaces may be required in 2021 (Future, Scenario 1), and a further to the south of the GO Station are designated as “Greenlands”. As such, there appears to be little opportunity for 646 parking spaces (2,148 additional parking spaces in total) in 2025 (Future, Scenario 2). development intensification within the study area. While Metrolinx is currently planning for the addition of a parking structure with a capacity of approximately 1,500 King Township - Transportation Master Plan (WSP, May 2015) parking spaces at this GO Station by June, 2021, there still may be additional parking demand in the longer term. To address potential parking shortfall at this station, the following options will be further considered by Metrolinx The King Township Transportation Master Plan identifies the area for future road linkages within King City, as during any planning and/or design of future parking facility improvements at the Maple GO Station: shown in Figure I1-4, Appendix I.1 of this Report. As noted therein, there are no road linkages proposed that will directly affect the study area. Implementation of access improvements and TDM measures to reduce the demands for parking and maximize non-auto-driver modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car- King City GO Station Parking Expansion Traffic Impact Study (Paradigm Transportation Solutions share); Limited, March 2015)
Investigate further expansion of parking facilities at this station (e.g., parking structure, additional surface The above-noted Traffic Impact Study was prepared to consider potential parking lot additions at the King City parking, coordination of additional parking with new intensified development in the station area), as is GO Station. The access configurations proposed in the 2015 study form the basis of the assumed access currently being assessed as part of the update to the GO Transit Rail Parking and Station Access Plan; and configurations considered in this current Report.
Potential new stations being considered (e.g., Kirby) may divert some of the increased ridership demand King City GO Station Site Re-development Feasibility Study (Parsons, January 2016) away from this station. The King City GO Station Site Redevelopment Feasibility Study identifies potential to add parking on the King 4.6 King City GO Station City GO Station lands via the introduction of a parking structure with approximately 1,000 spaces within the existing parking lot at the southwest corner of Keele Street/Station Road. However, it should be noted that the 4.6.1 Proposed Station Improvements trip assignments in this Report have assumed that the location for new parking would be further to the south (e.g., The location of the King City GO Station is shown in Figure I1-1, Appendix I.1 of this Report. There are opposite to Sculptors Gate), based on previous planning study work at this station. Plans for the potential parking improvements proposed at the King City GO Station as part of Phase One of the BRCE Project, to support the structure are expected to be finalized as part of the update to the 2013 GO Transit Rail Parking and Station service expansion associated with the GO Expansion program over the next ten years. Details regarding the Access Plan. concept plan of the station improvements to accommodate service improvements is shown in Figure I1-2, which includes: York Region Transportation Master Plan (Region of York, 2016)
A second track and protection for a future third track, located on the west side of the existing track; The 2016 York Region Transportation Master Plan identifies the planned improvements to the Region’s infrastructure networks (e.g., roads, transit, cycling, pedestrian). The planned improvements from the 2016 Plan A new platform and shelters to serve the new second track; have been taken into consideration in the review of the King City GO Station access requirements. Two pedestrian bridges over the tracks to connect the platforms on either side of the double track 4.6.3 Road Access arrangement; and The station location and surrounding road network are shown in in Figure I1-1, Appendix I.1 of this Report. As Additional infrastructure to support expansion. noted therein, road access to the King City GO Station is currently via a driveway on the west side of Keele Street, located about 150 metres to the south of the intersection of Keele Street/Station Road. A second driveway to the Due to space limitations, it will be necessary to remove some of the existing parking to accommodate the GO Station is located on the south side of Station Road, about 68 metres to the west of the intersection of Keele track/platform expansion. Street/Station Road. Two GO Station parking lots are also accessed by additional driveways on the north and
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south sides of Station Road, located about 125 metres to the west of the intersection of Keele Street/Station 4.6.4 Existing and Future Traffic Operations Road. A future parking lot is proposed to be accessed via an additional driveway on the south side of Station The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures I1-6 through Road, further to the west (55 Station Road). A future driveway may also be developed on the west side of Keele I1-12, inclusive, in Appendix I.1 of this Report. The forecasted traffic volumes have been shown to accommodate Street, opposite to Sculptors Gate. both the growth in background traffic and the additional trip generation from the King City GO Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. Figure I1-1 shows the station location and surrounding road network. In general, the study area for review of potential traffic effects is bounded by: It is assumed that the proposed new parking structure on Keele Street will have an access located directly opposite to Sculptors Gate to form a new four-leg intersection by 2021. As noted previously, this configuration is North - Station Road; different than the more recent proposal to locate a new parking structure in the area of the existing lot at the East - Keele Street; corner of Keele Street/Station Road. For the purposes of the modelling in this current Report, it is anticipated that the intersection will be signalized and have the following lane configurations, summarized in Figure I1-13: South - Proposed new GO Station Driveway; and Northbound: one northbound left-turn lane, one northbound through lane, and one northbound through/right- West - West Street (potential future GO Parking). turn lane; The existing road network and lane configurations in the study area are shown in Figure I1-5. Within the study Southbound: one southbound left-turn lane, one southbound right-turn lane, and two southbound through area, the road network includes: lanes; Station Road - collector road running east-west, with two basic lanes; Eastbound: one eastbound left turn lane and one eastbound through/right-turn lane; and Keele Street - major arterial road running north-south, with four basic lanes (two in each direction); and Westbound: one westbound through/right-turn/left-turn lane. King Road - major arterial road running east-west, with four basic lanes (two in each direction). The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the All other roads in the study area are classified as local roads. Station Road is under the jurisdiction of the Township study area of the King City GO Station, were analyzed using Synchro software. The traffic operations for these of King, while Keele Street and King Road are under the jurisdiction of York Region. The posted speeds on the intersections are summarized in Table I2-1, Appendix I.2 of this Report, and critical movements (e.g., traffic roads in the study area are 50 km/h, with the exception of Station Road and Burton Grove, which are both 40 movements that are over capacity or reaching unacceptable delays) have been identified. The queuing analysis km/h. is summarized in Table I2-2. Based on this analysis, the following observations were made regarding traffic operations: To confirm traffic operations and the potential to affect access or to be affected by operations of the King City GO Station, the following main intersections have been identified for analysis in this Report, as shown in Figure I1-1: For the total traffic scenario in horizon years 2021 and 2025, the King Road and Keele Street intersection operates as a critical intersection, with the following critical movements (in horizon year 2025 only): King Road/Keele Street; Westbound Left: Station Road/GO Access North and GO Access South; A.M. Peak Hour: 202 meters queue, 158.8 second delay, LOS F, and V/C Ratio of 1.21; Station Road/GO Station Access; P.M. Peak Hour: 90 meters queue, 184.5 second delay, LOS F, and V/C Ratio of 1.23; Station Road/Burton Grove/Keele Street; Eastbound Through (P.M. Peak Hour): 74.8 second delay, LOS E, and V/C Ratio of 1.04; Keele Street/GO Station Driveway; and Northbound Through (P.M. Peak Hour): 80.8 second delay, LOS F, and V/C Ratio of 1.05; and Keele Street/Sculptors Gate/New GO Station Driveway. Southbound Through (P.M. Peak Hour): 28.7 second delay, LOS C, and V/C Ratio of 1.33. For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak hour is 7:15 A.M. to 8:15 A.M. and P.M. peak hour is 4:45 P.M. to 5:45 P.M.). The peak hour for trips generated All intersections in the study area (other than the King Road/Keele Street intersection) operate acceptably from the GO Station is currently between 6:15 A.M. and 7:15 A.M., which corresponds to a period of lower traffic through horizon years 2021 and 2025. on the adjacent roadways and which is not considered the design condition in this area. For the purposes of the Although the King Road and Keele Street intersection operates with some critical movements in horizon year analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak 2025, improvements have not been recommended due to geometric property and road ROW constraints. There period of the adjacent roadway, which provides a conservative assessment of potential effects.
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are no other critical intersections in the study area or any other critical movements. Therefore, no improvements There is a sidewalk on the east side of Keele Street, south of the Keele Street and Station Road intersection that have been recommended to existing intersections in the study area through horizon year 2025. connects with the bus stop on Keele Street. There is also a sidewalk on the west side of Keele Street north of the Keele Street and Station Road intersection. There is a sidewalk on the north side of Burton Grove east of Keele The potential lane requirements for 2025, highlighting the additional signalized access and lane restrictions as Street and on the south side of Station Road west of Keele Street. noted in the bullets above, are shown in Figure I1-13, Appendix I.1 of this Report. It was noted in the King City GO Station Parking Expansion Traffic Impact Study (Paradigm Transportation 4.6.5 Local and Regional Transit Solutions Limited, March, 2015) that the sidewalk on Station Road that borders the automotive garage at the The transit network that serves the King City GO Station is shown in Figure I1-14, Appendix I.1 of this Report, Keele Street and Station Road intersection is in poor condition and vehicles parked at the garage blocked the with the broader transit network connections shown in Figure I1-15. As noted therein, both YRT and GO Transit sidewalk during site visits. It was also noted during the site visits that there were no pedestrian barriers at the rail (bus and train) operate in the study area. YRT operates the following transit routes that loop at the King City GO crossing on Station Road, and pedestrians were observed standing between the vehicle barriers and the rail Station: crossing when a train was leaving the station. The GO Transit Rail Parking and Station Access Plan (2013) Route 22/22A; and identified that there is an opportunity for the municipality to consider the feasibility of constructing sidewalks along Burton Avenue, to promote pedestrian connection between this residential area and the station. Route 61. York Region Transportation Master Plan proposes dedicated cycling facilities on Keele Street and separated Route 22 is the main route that is used, which connects Seneca College’s King Campus to York University’s Main cycling facilities on King Road and on King-Vaughan Road, as part of the proposed 2041 cycling network in the Campus (loops through campus via Steeles Avenue West and Keele Street) and runs Monday to Saturday. Route study area. This improvement to the active transportation linkages, together with the existing pedestrian/cyclist 22A runs from the Newmarket GO Bus Terminal to York University. Route 61 connects the Township of King to network in this area, are generally sufficient to accommodate the service improvements proposed as part of the the King City GO Station, which runs twice during the A.M. peak hour and twice during the P.M. peak hour. A BRCE Project. Metrolinx will continue to monitor usage of the bicycle shelters at this station and increase the PPUDO layby is constructed on the west side of Keele Street to facilitate bus operations, while only a bus stop is supply of such facilities as required, in response to increasing bicycle parking demands. available on the east side of the road. 4.6.7 Parking Considerations GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus The King City GO Station presently has 468 parking spaces. Though the station does have spaces available for travels along Keele Street south of Station Road and then loops at the station to travel to/from Union Station. carpool riders, it does not have Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) The GO Transit Rail Parking and Station Access Plan (2013) identified the following opportunities for improved noted that the parking was about 102% utilized, with a parking expansion of 200 to 600 spaces (structure) transit infrastructure: anticipated in the 2014 to 2032 timeframe. More recent monitoring of parking at this station shows that the highest parking utilization was approximately 101% during 2015. Study the opportunity for a shuttle bus service to the municipal parking lot north on Keele Street; and Based on the forecasted total ridership and modal split for the King City GO Station provided in Section 2.3.1, it Increase the service level to improve connection with select trains during the morning peak period. is estimated that an additional 552 parking spaces may be required in 2021 (Future, Scenario 1), and a further Considering the forecast ridership at the King City GO Station and the parking constraints, it is recommended 416 parking spaces (968 additional parking spaces in total) in 2025 (Future, Scenario 2), if no access that the identified opportunities for improving transit connections be pursued by Metrolinx and YRT, to assist in improvements for other modes and TDM measures are implemented. To address the parking shortfall at this achieving a greater modal shift away from auto access to this station. station the following options will be further considered by Metrolinx during any planning and/or design of future parking facility improvements at the King City GO Station: 4.6.6 Active Transportation Pedestrian and cyclist access to the King City GO Station is shown in Figure I1-16, Appendix I.1 of this Report. Implementation of access improvements and TDM measures to reduce the demands for parking and promote The Township of King Transportation Master Plan (WSP, May, 2015) identifies the proposed bicycle facilities and alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than sidewalks/trails in King City, as shown in Figures I1-17 and I1-18, respectively. travel via auto driver mode;
The King City GO Station currently provides bike shelters to facilitate station access via cycling. There is a bicycle Investigate expansion of parking facilities at this station (e.g., parking structure, additional surface parking, shelter for cyclists to lock their bikes (there is approximately 15 to 20 bicycle parking spaces at the station). There coordination of additional parking with new intensified development in the station area), as is currently being are currently no bicycle lanes on any of the roads in the study area, although the Township’s Transportation assessed as part of the update to the GO Transit Rail Parking and Station Access Plan (2013); and Master Plan proposes a signed bicycle route on Station Road. Potential new stations being considered (e.g., Kirby) may divert some of the increased ridership demand away from this station.
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4.7 Aurora GO Station Aurora Master Transportation Operations Study Update (HDR Corporation, March, 2013a)
4.7.1 Proposed Station Improvements The Aurora Master Transportation Operations Study Update provides an evaluation of the Town’s road network The location of the Aurora GO Station is shown in Figure J1-1, Appendix J.1 of this Report. This station has been and active transportation network. The above study identifies gaps within the Town’s sidewalk system and renovated within the past five years to include a new bus loop, new Kiss & Ride facilities, new promenade area, provides an update on the Town’s trail network. upgraded station building and parking structure. In addition, further station improvements are proposed at the 4.7.3 Road Access Aurora GO Station as part of Phase One of the BRCE Project, to support the service expansion associated with The station location and surrounding road network are shown in Figure J1-1, Appendix J.1 of this Report. As the GO Expansion program over the next ten years. Details regarding the concept plan of the station noted therein, road access to the Aurora GO Station is via the following: improvements to accommodate service improvements is shown in Figure J1-2, which includes: Two driveway accesses from Industrial Parkway South; A second track, as well as a pocket track, located on the west side of the existing track; Right in/right out access to the parking structure on Wellington Street East; A new platform and shelters to serve the new track; Driveway access from Wellington Street (formerly Ross Street); and Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track arrangement; and Three driveway accesses from Berczy Street. Figure J1-1 shows the station location and surrounding road network. In general, the study area for review of Additional infrastructure to support expansion. potential traffic effects is bounded by: Due to space limitations, it will be necessary to remove some of the existing parking to accommodate the North - Wellington Street East; track/platform expansion. East - Industrial Parkway South; 4.7.2 Background and Related Studies A number of previous planning studies have been prepared that provide context within the study area of the South - Industrial Parkway South; and Aurora GO Station. The relevant results of these studies are presented below in chronological order. West - Yonge Street. Aurora Official Plan (Town of Aurora, September, 2010) The existing road network and lane configurations in the study area are shown in Figure J1-4. Within the study The Aurora OP identifies the planned land use in the area of the Aurora GO Station (e.g., Aurora Promenade area, the road network includes: Secondary Plan Area), as shown in Figure J1-3, Appendix J.1 of this Report. Figure J1-3 shows that the Aurora Yonge Street - arterial road running north-south, with four basic lanes (two in each direction). The right lane GO Station lands, as well as the lands immediately surrounding the station, are designated as Promenade in both the northbound and southbound direction is used for parking between 9:00 A.M. to 4:30 P.M. Monday General and as a Special Design Area. It is anticipated that these lands have potential for future redevelopment, to Saturday; with the GO Station lands having building heights of two to seven storeys and the surrounding lands having building heights of two to six storeys. The purpose of the Promenade General designation is to promote Wellington Street East/West - arterial road running east-west, with four basic lanes (two in each direction) transformation of this area into a vibrant, pedestrian-oriented mixed use area. from the Industrial Parkway intersection to the east. West of the Industrial Parkway intersection, Wellington Street tapers from four to two lanes; and Aurora Trails Master Plan (MMM Group, November, 2011) Industrial Parkway South - collector road running north-south with two basic lanes. The Aurora Trails Master Plan identifies future trails within the area of the Aurora GO Station. An in-boulevard All other roads in the study area are classified as local roads. Yonge Street and Industrial Parkway South are multi-use trail/bike path is proposed along Wellington Street East, east of the Aurora GO Station, in the draft trail under the jurisdiction of the Town of Aurora, while Wellington Street East/West is under the jurisdiction of York route network. Region. The posted speeds on the roads in the study area are 50 km/h. York Region Transportation Master Plan (Region of York, 2016) To confirm traffic operations and the potential to affect access or to be affected by operations of the Aurora GO The 2016 York Region Transportation Master Plan identifies the planned improvements to the Region’s Station, the following main intersections have been identified for analysis in this Report, as shown in Figure J1-1: infrastructure networks (e.g., roads, transit, cycling, pedestrian). The planned improvements from the 2016 Plan Wellington Street West/Wellington Street East/Yonge Street; have been taken into consideration in the review of the Aurora GO Station access requirements. Wellington Street East/Berczy Street;
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Wellington Street East/GO Station Access (Ross Street); Added a dedicated eastbound right-turn lane; and
Wellington Street East/GO Access Garage; Added dedicated northbound left- and right-turn lanes.
Wellington Street East/Industrial Parkway South; and At the Industrial Parkway South/GO Access South intersection, in the 2021 total traffic scenario, the Industrial Parkway South/GO Access South. southbound left-turn movement operates with significant delays and V/C Ratios in both the A.M. and P.M. peak hours. The 2021 total traffic scenario was modelled again with the following improvements: For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak hour is 7:45 A.M. to 8:45 A.M. and P.M. peak hour is 4:30 P.M. to 5:30 P.M.). The peak hour for trips generated Changed the intersection from stop controlled to signalized (semi-actuated); from the GO Station is currently between 6:15 A.M. and 7:15 A.M., which corresponds to a period of lower traffic Added a dedicated eastbound left-turn lane; and on the adjacent roadways and which is not considered the design condition in this area. For the purposes of the analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak Added a dedicated westbound right-turn lane. period of the adjacent roadway, which provides a conservative assessment of potential effects. All improvements at the intersections mentioned above reduced the delays and V/C Ratios of all movements 4.7.4 Existing and Future Traffic Operations to within acceptable levels for all scenarios and horizon years; and The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures J1-5 At the Wellington Street East/Industrial Parkway North/South intersection, in the 2021 background traffic through J1-8, and J-10 through J-12 inclusive, in Appendix J.1 of this Report. The forecasted traffic volumes have scenario, the northbound through and southbound left-turn movements operated with unacceptable delays in been shown to account for both the growth in background traffic and the additional trip generation from the Aurora the P.M. peak hour. The 2021 background traffic scenario was modelled with an additional northbound GO Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. through lane, which reduced all criteria to within acceptable levels.
It is noted that since future parking expansion plans are currently being assessed as part of the update to the GO The potential lane requirements for 2021, including the improvements noted above, are shown in Figure J1-9, Transit Rail Parking and Station Access Plan (2013), and no conceptual designs for parking expansion are yet Appendix J.1 of this Report. available, for the purpose of this Report it has been assumed that sufficient additional parking to accommodate the forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is Assuming the revised lane configurations noted above, the 2021 total traffic and 2025 background traffic a conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be scenarios were modelled at the Wellington Street East/Industrial Parkway North/South intersection and deemed required by Metrolinx during the planning and design process of any future proposed parking expansions. to operate with acceptable levels of service and delays. After a significant amount of GO Station site generated traffic was added in the 2025 total traffic scenario, several movements at each of the approaches began to operate The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the with unacceptable delays and/or V/C Ratios, in either the A.M. or P.M. peak hours. Thus, the following study area of the Aurora GO Station, were analyzed using Synchro software. The traffic operations for these improvements were modelled in the 2025 total traffic scenario, resulting in all movements operating acceptably intersections are summarized in Table J2-1, Appendix J.2 of this Report, and critical movements (e.g., traffic (excluding queues) in both the A.M. and P.M. peak hours: movements that are over capacity or reaching unacceptable delays) have been identified. The queuing analysis is summarized in Table J2-2. Based on this analysis, the following observations were made regarding traffic Provision of an additional northbound through lane and an additional northbound right-turn lane; operations: Addition of a dedicated southbound through lane; and
All intersections in the study area operate with acceptable delays and capacities under 2015 existing Addition of a dedicated westbound right-turn lane. conditions. After the significant amount of traffic generated from the Aurora GO Station is added to the study area in horizon year 2021, several intersections have movements that operate above their capacity and with Although several of the queue storage lengths at the Wellington Street East and Industrial Parkway North/South significant delays; and intersection are deficient, they are significantly reduced after the improvement scenarios are modelled and can be further improved by increasing certain turn bay lengths, where feasible. At the Wellington Street East/Ross Street (GO Access) intersection, in the 2021 total traffic scenario and under stop control, the northbound right/left movement operates with delays that exceed 1,000 seconds and queues that are excessive, with V/C Ratios exceeding ten in both the A.M. and P.M. peak hours. Thus, mitigation measures are required to improve the egress movements at this intersection. The 2021 total traffic scenario was modelled again with the following improvements;
Changed the intersection from stop controlled to signalized (semi-actuated);
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The potential lane requirements for 2025 are shown in Figure J1-13, Appendix J.1 of this Report. These achieving a greater modal shift away from auto access to this station. requirements respond to the forecasted traffic volumes at the intersections in the study area. However, it should 4.7.6 Active Transportation be recognized that some of these widenings may have significant effects on the properties adjacent to the road Pedestrian and cyclist access to the Aurora GO Station is shown in Figure J1-16, Appendix J.1 of this Report. ROW and therefore further review will be required as part of the planning and design process for the future parking The Aurora GO Station currently provides bike racks to facilitate station access via cycling. There is a bicycle expansions that may generate the need for the external road improvements. It is noted that there is a proposed shelter for cyclists to lock up their bikes. There are currently no bicycle lanes on any of the roads in the study condominium development on the northeast corner of the Wellington Street East/Industrial Parkway North/South area. intersection (180, 190 and 220 Wellington Street East), which may have an effect on the feasibility of future road widenings. There are sidewalks on both sides of Yonge Street and Wellington Street East (in the study area). Berczy Street has a sidewalk on the west side of the road and Industrial Parkway South has a sidewalk on the south side of the It should be noted that the analysis of the road network assumes that the increased ridership will be substantially road. addressed through increases in auto-driver access to the station. From a road network perspective, this should be considered a worst-case scenario. Additional modal shifts to alternate access modes (transit, pedestrian, and The Town of Aurora Trails Master Plan (MMM Group, November, 2011) identifies the recommended trails network cyclist), restrictions on parking availability, and extensions of the peak commuter period, will constrain the in the Town of Aurora, as shown in Figure J1-17. An in-boulevard multi-use trail/bike path is recommended along increases in auto traffic onto the surrounding network. In addition, a potential future GO Station has been identified Wellington Street East, east of the station. at Mulock Drive, in Newmarket, which will provide some relief to the Aurora GO Station, when implemented. The Aurora Master Transportation Operations Study Update (HDR Corporation, March, 2013a) identifies sidewalk 4.7.5 Local and Regional Transit gaps in the pedestrian network in the Town, as shown in Figure J1-18. These plans show that there are sidewalk The transit network that services the Aurora GO Station is shown in Figure J1-14, Appendix J.1 of this Report, gaps in the study area that affect access to the Aurora GO Station, particularly along Industrial Parkway South with the overall YRT network in Aurora shown in Figure J1-15. As noted, both YRT and GO Transit (bus and train) and along Industry Street. It is recommended that these gaps be addressed to better accommodate the service operate in the study area. YRT operates three transit routes that loop at the Aurora GO Station - Route 31, Route improvements proposed as part of the BRCE Project. 32, and Route 33/33A. York Region Transportation Master Plan proposes dedicated cycling facilities on Wellington Street East and on All routes travel east/west along Wellington Street to connect with Industrial Parkway South. Buses travel Yonge Street, as part of its 2041 cycling network. In addition, the Transportation Master Plan proposes separated southbound along Industrial Parkway South in order to access the existing designated bus loop immediately south cycling facilities on Bayview Avenue in the study area. It is recommended that these cycling facilities be developed of the parking lots for the GO Station. YRT Routes 22A and 98 also travel along Yonge Street in the vicinity of to better accommodate the service improvements proposed as part of the BRCE Project. the Aurora GO Station, but do not stop at the station. YRT Route 54 travels along Wellington in front of the station. The proposed improvements to the active transportation linkages, together with the existing pedestrian/cyclist Viva blue service travels along Yonge Street and provides nearby service. Route 222 - Aurora-Newmarket GO network in this area, are generally sufficient to accommodate the service improvements proposed as part of the Shuttle and Route 54 - Bayview also provide connections to the Aurora GO Station. BRCE Project. Metrolinx will continue to monitor usage of the bike racks at this station and increase the supply GO buses operate during off peak periods; before, between, and after GO trains depart or arrive. The GO bus of such facilities as required, in response to increasing bicycle parking demands. travels along Wellington Street and then Industrial Parkway South in order to access the station. 4.7.7 Parking Considerations The GO Transit Rail Parking and Station Access Plan (2013) identified the following opportunities for improved The Aurora GO Station presently has 1,464 parking spaces, in addition to spaces available for carpool riders, and transit infrastructure: Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) noted that the parking was about 88% utilized, with no parking expansion anticipated in the 2014 to 2032 timeframe. Monitoring of parking Add a new bus route or variation of an existing route to more directly serve the station from the neighbourhood at this station shows that the highest monthly parking utilization was approximately 101% during September of bound by Wellington Street West, St. John’s Sideroad, Bathurst Street and Yonge Street; and 2015. Add additional bus services to and from the neighbourhood bound by Wellington Street West, Mulock Drive, Based on the forecasted total ridership and modal split for the Aurora GO Station provided in Section 2.3.1, it is Bathurst Street and Yonge Street to better align with rail service times. estimated that an additional 1,542 parking spaces may be required in 2021 (Future, Scenario 1), and a further York Region Transportation Master Plan proposes a frequent transit network on both Wellington Street East and 1,157 parking spaces (2,699 additional parking spaces in total) in 2025 (Future, Scenario 2). To address the on Bayview Avenue in the study area, as part of its 2041 transit network. parking shortfall at this station the following options will be further considered by Metrolinx during any planning and/or design of future parking facility improvements at the Aurora GO Station: Considering the forecast ridership at the Aurora GO Station and the parking constraints, it is recommended that the identified opportunities for improving transit connections be pursued, by Metrolinx and YRT to assist in
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Implementation of access improvements and TDM measures to reduce the demands for parking and promote York Region Transportation Master Plan (Region of York, 2016) alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than The 2016 York Region Transportation Master Plan identifies the planned improvements to the Region’s travel via auto driver mode; infrastructure networks (e.g., roads, transit, cycling, pedestrian). The planned improvements from the 2016 Plan Investigate expansion of parking facilities at this station (e.g., parking structure, additional surface parking, have been taken into consideration in the review of the Newmarket GO Station access requirements. coordination of additional parking with new intensified development in the station area), as is currently being 4.8.3 Road Access assessed as part of the update to the 2013 GO Transit Rail Parking and Station Access Plan; and The station location and surrounding road network are shown in Figure K1-1, Appendix K.1 of this Report. As Potential new stations being considered (e.g., Mulock Drive) may divert some of the increased ridership noted therein, road access to the Newmarket GO Station is via a signalized driveway on the north side of Davis demand away from this station. Drive, located about 200 metres to the east of the intersection of Davis Drive/Main Street. In general, the study 4.8 Newmarket GO Station area for review of potential traffic effects is bounded by: 4.8.1 Proposed Station Improvements North - Tom Taylor Trail and Nokiidaa Bike Trail; The location of the Newmarket GO Station is shown in Figure K1-1, Appendix K.1 of this Report. Station East - Lundys Lane and Prospect Street; improvements at the Newmarket GO Station are not required as part of Phase One of the BRCE Project since Phase One does not include any additional tracks north of the Aurora GO Station. As additional funding becomes South - Davis Drive; and available from the Province, it is anticipated the next phase(s) will include a second track at the Newmarket GO West - Main Street North. Station. Details regarding the concept plan of the station improvements to accommodate this second track is shown in Figure K1-2, which includes: The existing road network and lane configurations in the study area are shown in Figure K1-4. These lane configurations represent conditions that existed prior to the implementation of the Viva Rapid Transit corridor in A second track located on the west side of the existing track; late 2015. Within the study area, the road network includes the following:
A new platform and shelters to serve the new track; Davis Drive - arterial road running east-west, with four basic lanes plus two rapid transit bus lanes;
Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track Main Street North - primary collector road running north-south, with two basic lanes; and arrangement; and Prospect Street - primary collector road running north-south, with one southbound lane including on-street Additional infrastructure to support expansion. parking, one northbound lane, and one centre lane (for left turns).
4.8.2 Background and Related Studies It is noted that Main Street North is under the jurisdiction of the Town of Newmarket, while Davis Drive and A number of previous planning studies have been prepared that provide context within the study area of the Prospect Street are under the jurisdiction of York Region. The posted speeds on the roads in the study area are Newmarket GO Station. The relevant results of these studies are discussed below. 50 km/h, with the following exceptions:
Urban Centres Transportation Study, Phase 2 Traffic Operations Review (GHD, April 2014) Davis Drive- 60 km/h; and
The Urban Centres Transportation Study, Phase 2 Traffic Operations Review provides forecasts of the road Main Street North- 40 km/h. operations within the Town, considering the intensification of development along the primary corridors (e.g., Yonge Street and Davis Drive) and the rapid transit facilities being implemented along those corridors. The traffic To confirm traffic operations and the potential to affect access or to be affected by operations of the Newmarket forecasts from this 2014 study have been used as the basis for future background traffic conditions assessed in GO Station, the following main intersections have been identified for analysis in this Report (as shown in Figure this Report. K1-1, Appendix K.1 of this Report:
Town of Newmarket Urban Centres Secondary Plan (Town of Newmarket, June, 2014) Davis Drive/Main Street North;
The Town of Newmarket Urban Centres Secondary Plan provides the proposed land use and road network to Davis Drive/Commercial Access and GO Station Access (The Tannery); and service the designated Urban Centre lands within the Town, as shown in Figure K1-3, Appendix K.1 of this Report. Davis Drive/Lundys Lane/Prospect Street. A Mobility Hub Station Area Plan Study Area is identified in the area of the Newmarket GO Station. In addition, a new local road connection is proposed between the Newmarket GO Station and Main Street North, to the west of For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak the station, including an overpass of the Barrie rail corridor. hour is 8:00 A.M. to 9:00 A.M. and P.M. peak hour is 4:15 P.M. to 5:15 P.M.). The peak hour for trips generated
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from the GO Station is currently between 6:15 A.M. and 7:15 A.M., which corresponds to a period of lower traffic while the overall bus transit network and BRT (Viva) network within the Town of Newmarket is shown in Figure on the adjacent roadways and which is not considered the design condition in this area. For the purposes of the K1-14. As noted therein, YRT (buses), Viva (rapid transit) and GO Transit (bus and train) operate in the study analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak area. YRT and Viva operates the following transit routes in the area of the Newmarket GO Station: period of the adjacent roadway, which provides a conservative assessment of potential effects. Route 50; The assumed future traffic controls and lane configurations are shown in Figure K1-5, which reflect the conditions Route 55/55B; that currently exist, with the Viva Rapid Transit corridor being implemented. Route 520/521; 4.8.4 Existing and Future Traffic Operations The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures K1-6 to Route 54; K1-12, inclusive, in Appendix K.1 of this Report. The forecasted traffic volumes have been shown to account for Route 223; and both the growth in background traffic and the additional trip generation from the Newmarket GO Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. Viva Yellow BRT.
It is noted that since future parking expansion plans are currently being assessed as part of the update to the GO Routes 50 and 55/55B travel east-west along Davis Drive, while Routes 54 and 520/521 travel north/south along Transit Rail Parking and Station Access Plan (2013), and no conceptual designs for parking expansion are yet Main Street. The Viva Yellow BRT connects between the commuter parking lot at Highway 404 in the east and available, for the purpose of this Report it has been assumed that sufficient additional parking to accommodate the GO bus station, located west of Yonge Street. The Viva BRT provides excellent service to the Newmarket GO the forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is Station, providing service for 19 hours on weekdays, 17.5 hours on Saturdays and 16.5 hours on Sundays, with a conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be 23 minute headways during peak weekday evening periods. required by Metrolinx during the planning and design process of any future proposed parking expansions. GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the travels along Davis Drive to access the Newmarket GO Station. study area of the Newmarket GO Station, were analyzed using Synchro software. The traffic operations for these The GO Transit Rail Parking and Station Access Plan (2013) identified the following opportunities for improved intersections are summarized in Table K2-1, Appendix K.2 of this Report, and critical movements (e.g., traffic transit infrastructure: movements that are over capacity or reaching unacceptable delays) have been identified. The queuing analysis is summarized in Table K2-2. Based on this analysis, the following observations were made regarding traffic Assess the opportunity for additional access to the station in coordination with regional plans for Viva BRT operations: implementation on Davis Drive; and
In the 2015 existing conditions, the only movement in the study area that had an unacceptable delay and V/C Provide a direct connection to and from the area south of Davis Drive and east of Bathurst Street, as well as Ratio was the northbound through movement at the Davis Drive and Main Street intersection (in the P.M. the area north of Mulock Drive and west of Leslie Street, that meets rail services at the station. peak hour). However, the existing conditions analysis was based on the conditions that existed prior to the The Viva BRT has only recently been implemented on Davis Drive and the Region is continuing to adjust their implementation of the BRT in the study area; overall transit network in this area to respond to this new service. All intersections in the Newmarket GO Station study area operate with acceptable delays and capacities in Considering the forecast ridership at the Newmarket GO Station and the parking constraints, it is recommended all scenarios and horizon years (2021 and 2025) under the revised lane structures that now exist with the that the remaining identified opportunities for improving transit connections be pursued by YRT, to assist in implementation of the BRT in the study area; and achieving a greater modal shift away from auto access to this station. Certain movements at each of the intersections in the study area have deficient queue lengths, although the 4.8.6 Active Transportation deficiencies are minor and are unlikely to significantly affect traffic operations. Pedestrian and cyclist access to the Newmarket GO Station is shown in Figure K1-15, Appendix K.1 of this Based on the above, no further improvements (other than signal optimization) are recommended at any of the Report. The Newmarket GO Station currently has bike racks, including at least one covered or sheltered bike intersections in the Newmarket GO Station study area to accommodate the service improvements proposed as rack. There are no bicycle lanes presently on any of the roads in the study area, however the Nokiidaa Bike part of the BRCE Project. Trail/Tom Taylor Trail currently runs north/south along both the east and west side of the East Holland River (that is located immediately east of the station parking lot). The trails can be used by both cyclists and pedestrians. 4.8.5 Local and Regional Transit The leg of the Trail running along the west side of the river connects to the north corner of the parking lot. The The transit network that serves the Newmarket GO Station is shown in Figure K1-13, Appendix K.1 of this Report, Trail also connects to the East Gwillimbury GO Station further north. The leg of the Trail running along the east
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side of the river connects to the southeastern corner of the station parking lot. The Trail continues south past Gwillimbury GO Station. Details regarding the concept plan of the station improvements to accommodate this Davis Drive, eventually terminating at St. John’s Sideroad in Aurora. second track is shown in Figure L1-2, which includes: There are currently sidewalks on both sides of Davis Drive, constructed as part of the recent Viva BRT project. A second track located on the east side of the existing track; There are also sidewalks on both sides of Main Street. A new platform and shelters to serve the new track; York Region Transportation Master Plan proposes a dedicated cycling facility on Prospect Street as part of its Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track 2041 cycling network. However, no dedicated cycling facilities are planned for Davis Drive in the study area, due arrangement; and to the spatial constraints imposed by the introduction of the BRT along this corridor. Additional infrastructure to support expansion. The proposed improvements to the active transportation linkages, together with the existing pedestrian/cyclist network in this area, are generally sufficient to accommodate the service improvements proposed as part of the 4.9.2 Background and Related Studies BRCE Project. Metrolinx will continue to monitor the need for bicycle shelters at this station and provide for such A number of previous planning studies have been prepared that affect the study area and provide context within facilities in response to increasing bicycle parking demands. the study area of the East Gwillimbury GO Station. The relevant results of these studies are presented below in chronological order. 4.8.7 Parking Considerations The Newmarket GO Station presently has 265 parking spaces. Though the station does have spaces available Town of East Gwillimbury Transportation Master Plan (MMM Group, June, 2010) for carpool riders, it does not have Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan The Town of East Gwillimbury Transportation Master Plan identifies the planned improvement to the Town’s road (2013) noted that the parking was about 102% utilized, with a parking expansion of up to 200 spaces (surface) network. This information has been considered in this Report as input for the analysis of future traffic operations anticipated in the 2014 to 2032 timeframe. Monitoring of parking at this station shows that the highest monthly surrounding the East Gwillimbury GO Station. parking utilization was approximately 105% during September of 2015. East Gwillimbury Active Transportation and Trails Master Plan (MMM Group, June, 2012) Based on the forecasted total ridership and modal split for the Newmarket GO Station provided in Section 2.3.1, it is estimated that an additional 193 parking spaces may be required in 2021 (Future, Scenario 1), and a further The East Gwillimbury Active Transportation and Trails Master Plan identify the future infrastructure for active 38 parking spaces (231 additional parking spaces in total) in 2025 (Future, Scenario 2). transportation within the Town. This information has been considered in this Report in the review of active transportation connections supporting the East Gwillimbury GO Station. To address the parking shortfall at this station the following options will be further considered by Metrolinx during any planning and/or design of future parking facility improvements at the Newmarket GO Station: Draft Green Lane Secondary Plan, Town of East Gwillimbury (Meridian Planning, 2014)
Implementation of access improvements and TDM measures to reduce the demands for parking and promote The Draft Green Lane Secondary Plan identifies the planned land uses for developing the area immediately alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than adjacent to Green Lane East and the East Gwillimbury GO Station, as shown in Figure L1-3, Appendix L.1 of this travel via auto driver mode; Report. This planning information has been taken into consideration in the assessment of future traffic operations at the East Gwillimbury GO Station in this Report. Investigate expansion of parking facilities at this station (e.g., parking structure, additional surface parking, coordination of additional parking with new intensified development in the station area, as is currently being East-West Road Corridor Environmental Assessment, Environmental Study Report (AECOM, May, 2015) assessed as part of the update to the GO Transit Rail Parking and Station Access Plan (2013); and The East-West Road Corridor EA, Environmental Study Report (ESR) documents the need for a new road Potential new stations being considered (e.g., Mulock Drive) may divert some of the increased ridership collector connection, which is proposed to parallel Green Lane, and extends between Bathurst Street, in the west, demand away from this station. to east of Leslie Street in the east. The location of the new roadway is shown in Figure L1-4, Appendix L.1 of this Report. The proposed east-west road corridor in York Region’s traffic forecasting has been used as input for the 4.9 East Gwillimbury GO Station future traffic conditions in the East Gwillimbury GO Station study area assessed in this Report. 4.9.1 Proposed Station Improvements MTO, Simcoe Area Multi-Modal Transportation Strategy, Needs Assessment Report (IBI Group, March The location of the East Gwillimbury GO Station is shown in Figure L1-1, Appendix L.1 of this Report. Station 2014) improvements at the East Gwillimbury GO Station are not required as part of Phase One of the BRCE Project since Phase One does not include any additional tracks north of the Aurora GO Station. As additional funding The Simcoe Area Multi-Modal Transportation Strategy was developed between 2012 and 2014 in support of the becomes available from the Province, it is anticipated the next phase(s) will include a second track at the East Province’s Growth Plan for the Greater Golden Horseshoe including the County of Simcoe and area amendment.
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The Needs Assessment Report identifies the long term deficiencies in the transportation system based on existing construction); and commuting patterns and projected growth, and assesses improvements needed to manage future transportation Main Street North - arterial road running north-south, with two basic lanes. demand. Potential improvements were organized in three modal categories of projects: transit-based projects, transportation systems management, and roads-based projects. The general conclusion was that the strategy will It is noted that Green Lane and Concession Road 2 are under the jurisdiction of York Region, while Main Street require projects from all modal categories to be successful, and two of the key recommendations were the North is under the jurisdiction of the Town of East Gwillimbury. The posted speeds on the roads in the study area implementation of all-day two-way GO Rail service to Barrie, and a new east-west highway to connect Highway are 50 km/h, with the exception of Green Lane East, which is 80 km/h. 200 and Highway 404, north of Bradford, referred to as the Bradford Bypass. To confirm traffic operations and the potential to affect access or to be affected by operations of the East The Bradford Bypass is intended to alleviate congestion on east-west facilities across the Holland Marsh and to Gwillimbury GO Station, the following main intersections have been identified for analysis in this Report (as shown provide an alternative route from the eastern GTA to Barrie and the rest of the Simcoe Area. It was initially studied in Figure L1-1, Appendix L.1 of this Report: in 2002 in an EA undertaken by MTO. The EA was approved, but the project has not been included in the Green Lane East/Main Street North/Concession Road 2; and Provincial Growth Plan or the MTO’s capital plans, however, York Region, the County of Simcoe, the Town of East Gwillimbury, and the Town of Bradford West Gwillimbury all support the Bradford Bypass by including it in Green Lane East/GO Station Access/Private Drive. their OPs. For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak York Region Transportation Master Plan (Region of York, 2016) hour is 7:30 A.M. to 8:30 A.M. and P.M. peak hour is 5:00 P.M. to 6:00 P.M.). The peak hour of trips generated by the GO Station is currently between 6:45 A.M. and 7:45 A.M., which corresponds to a period of lower traffic on The York Region Transportation Master Plan proposes a six lane widening on Green Lane (east of the East the adjacent roadways and which is not considered the design condition in this area. For the purposes of the Gwillimbury GO Station), as well as a grade separation of the Green Lane/Barrie rail corridor, as part of its 2041 analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak road network. In addition, a rapid transit corridor is proposed on Green Lane to the west of the station (e.g., period of the adjacent roadway, which provides a conservative assessment of potential effects. between the station and the Yonge Street rapid transit corridor). 4.9.4 Existing and Future Traffic Operations The Region’s 2016 10-Year Roads and Transit Capital Construction Program does not include any improvement The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures L1-6 on Green Lane to 2025. The Region’s Emme modelling also does not include these improvements, but includes through L1-12, Appendix L.1 of this Report. The forecasted traffic volumes have been shown to account for both the Bradford Bypass as an additional east-west connection to the north of Green Lane, which should provide the growth in background traffic and the additional trip generation from the East Gwillimbury GO Station (e.g., some relief to Green Lane in this area. Therefore, the existing lane structure on Green Lane has been assumed total traffic) due to the proposed service improvements in horizon years 2021 and 2025. for the purposes of modelling in this Report. It is noted that since future parking expansion plans are currently being assessed as part of the update to the 4.9.3 Road Access 2013 GO Transit Rail Parking and Station Access Plan, and no conceptual designs for parking expansion are yet The station location and surrounding road network are shown in Figure L1-1, Appendix L.1 of this Report. Figure available, for the purpose of this Report it has been assumed that sufficient additional parking to accommodate L1-1 shows that road access to the East Gwillimbury GO Station is via a signalized driveway on the south side of the forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is Green Lane, located about 205 metres to the east of the intersection of Main Street North/2nd Concession a conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be Road/Green Lane. In general, the study area for review of potential traffic effects is bounded by: required by Metrolinx during the planning and design process of any future proposed parking expansions. North - Green Lane East; The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the East - GO Station Access; study area of the East Gwillimbury GO Station, were analyzed using Synchro software. The traffic operations for these intersections are summarized in Table L2-1, Appendix L.2 of this Report, and critical movements (e.g., South - Future Development Lands; and traffic movements that are over capacity or reaching unacceptable delays) have been identified. The queuing West - Main Street North/2nd Concession Road. analysis is summarized in Table L2-2. Based on this analysis, the following observations were made regarding traffic operations: The existing road network and lane configurations in the study area are shown in Figure L1-5, Appendix L.1 of this Report. Within this study area, the road network includes: Under existing (2015) traffic conditions the Concession Road 2/Main Street North/Green Lane East intersection operates with a V/C Ratio of 1.12 in the P.M. peak hour, and the only critical movement at the Green Lane East - arterial road running east-west, with four basic lanes (two in each direction); intersection is the eastbound left. The Green Lane East/GO Station Access intersection operates with Concession Road 2 - arterial road running north-south, with two basic lanes (four basic lanes currently under acceptable delays and queues under existing conditions;
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In all future scenarios (2021 and 2025), the Concession Road 2/Main Street North/Green Lane East part of its 2041 transit network. York Region’s 2016 10-Year Roads and Transit Capital Construction Program intersection operates with several critical movements. Different improvement measures were applied to the lists the VivaNext rapid transit corridor on Green Lane as not funded within the ten year construction program. intersection in order to determine if any would improve the intersection operations sufficiently to justify their Considering the forecasted ridership at the East Gwillimbury GO Station and the parking constraints, it is implementation. The analysis concluded that additional improvements (other than signal optimization) would recommended that the identified opportunities for improving transit connections be pursued by YRT, to assist in not improve the intersection enough to be justified. Therefore, no improvements have been recommended at achieving a greater modal shift away from auto access to this station. the Concession Road 2/Main Street North/Green Lane East intersection through horizon year 2025. For the purposes of this Report it was assumed that the proposed Bradford Bypass would not be constructed by 4.9.6 Active Transportation horizon year 2025. This assumption is significant in that the Bypass, if constructed, is expected to divert some The pedestrian and cyclist access to the East Gwillimbury GO Station is shown in Figure L1-16, Appendix L.1 of of the traffic away from the Green Lane corridor and therefore improve the operations in the study area; and this Report, with East Gwillimbury’s planned active transportation network shown in Figure L1-17. As noted herein, bike shelters are currently provided at the East Gwillimbury GO Station to facilitate station access via cycling. The Green Lane East/GO Station Access intersection was determined to operate as a critical intersection by There are presently no bicycle lanes on any of the roads in the study area, although the Nokiidaa Bike Trail horizon year 2025 (total traffic scenario only). The intersection was also determined to be operating with currently exists on the east side of the station parking lot (immediately east of the train tracks) and runs critical eastbound through and northbound left movements in the 2025 total traffic scenario. Thus, it is north/south. The Nokiidaa Bike Trail connects to the northeast corner of the station parking lot, and can be used recommended that an additional northbound left-turn lane be added at the GO Station Access by horizon by both cyclists and pedestrians. It is expected that a large portion of cyclists travelling to the station will utilize year 2025. By implementing an additional northbound left-turn lane at the intersection, the 2025 overall this trail. Further connections from the trail to the proposed platform along the east side will be considered by intersection delay will be reduced from approximately 56 seconds to 32 seconds, the intersection V/C Ratio Metrolinx. will be reduced from 1.11 to 0.95, and several of the queue lengths at the intersection will be reduced to below their turn bay or link distance capacities. Sidewalks have recently been constructed along Main Street North. However, a sidewalk link should be considered by the Region between Main Street North and the East Gwillimbury GO Station to accommodate the The potential lane requirements for 2025, including the improvements noted above, are shown in Figure L1-13, service improvements proposed as part of the BRCE Project. Appendix L.1 of this Report. The GO Transit Rail Parking and Station Access Plan (2013) identified the following opportunities for providing 4.9.5 Local and Regional Transit improved access infrastructure at the East Gwillimbury GO Station: The transit network that serves the East Gwillimbury GO Station is shown in Figure L1-14, Appendix L.1 of this Report, with the overall East Gwillimbury transit network shown in Figure L1-15. As noted therein, both YRT and Explore the options to improve pedestrian connection to the Haines Road residential area; GO Transit (bus and train) operate in the study area. YRT operates the following transit routes that terminate at Explore the potential for additional access from Main Street North to the station; the East Gwillimbury GO Station: Consider enhancing lighting on the trail network to encourage safe active transportation to the station; and Route 50; Consider a grade separated connection from the trail to the station platforms. Route 52; The York Region Transportation Master Plan proposes dedicated cycling facilities on Green Lane and on Main Route 54; and Street North, as part of its 2041 cycling network. Route 58. Considering the forecast ridership at the East Gwillimbury GO Station and the parking constraints, it is All routes travel east/west along Green Lane East to access the station. recommended that the opportunities for improving pedestrian/cyclist connections be pursued by the Town of East Gwillimbury and the Region, to assist in achieving a greater modal shift away from auto access to this station. GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus These initiatives, together with the existing pedestrian/cyclist infrastructure in this area, will provide the improved travels along Green Lane East to access the station. pedestrian connections to accommodate the service improvements proposed as part of the BRCE Project. The GO Transit Rail Parking and Station Access Plan (2013) identified that there may be opportunity to improve Metrolinx will continue to monitor usage of the bicycle shelters at this station and increase the supply of such transit by adding one trip in the peak periods to the feeder bus route serving the stations from the area northwest facilities as required, in response to increasing bicycle parking demands. of the station. 4.9.7 Parking Considerations The York Region Transportation Master Plan proposes a rapid transit corridor on Green Lane (between Yonge There are presently 646 parking spaces available at the East Gwillimbury GO Station. In addition, the station has Street and the station) and a frequent transit network on Green Lane (between the station and Highway 404), as spaces available for carpool riders and also has Kiss & Ride facilities. The GO Transit Rail Parking and Station
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Access Plan (2013) noted that the parking was about 68% utilized, with a parking expansion of 200 to 600 spaces Bradford GO Station. The relevant results of these studies are provided below. (surface) anticipated in the 2014 to 2032 timeframe. Monitoring of parking at this station shows that the highest Official Plan for the Town of Bradford West Gwillimbury (J. Ross Raymond & Associates Ltd. and monthly parking utilization was approximately 99% during November of 2015. Planscape, 2002) Based on the forecasted total ridership and modal split for the East Gwillimbury GO Station provided in Section The OP for the Town of Bradford West Gwillimbury identifies the planned road network in the Town, as shown in 2.3.1, it is estimated that an additional 143 parking spaces may be required in 2021 (Future, Scenario 1), and a Figure M1-3, Appendix M.1 of this Report. The planned road network, including potential future road connections further 150 parking spaces (293 additional parking spaces in total) in 2025 (Future, Scenario 2), if no access have been taken into consideration in the analysis of the Bradford GO Station traffic operations. It is noted that improvements to other modes or TDM measures are implemented. the potential location of the future Highway 400/404 link (Bradford Bypass) is shown in the Town’s OP (see Figure To address the parking shortfall at this station the following options will be further considered by Metrolinx during M1-3). any planning and/or design of future parking facility improvements at the East Gwillimbury GO Station: Environmental Study Report for Southeast Arterial Roadway (LEA Consulting Ltd., October, 2010) Implementation of access improvements and TDM measures to reduce the demands for parking and promote The ESR for the Southeast Arterial Roadway forecasts the environmental effects, including traffic effects, of alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than developing a new Southeast Arterial Roadway in Bradford, connecting between the intersection of Bridge travel via auto driver mode; and Street/Holland Street East/Dissette Street, in the north, and the intersection of Simcoe Road/Luxury Avenue, in Investigate expansion of parking facilities at this station (e.g., parking structure, additional surface parking, the south. Excerpts from this study, showing the proposed lane configurations and traffic forecasts for this new coordination of additional parking with new intensified development in the station area), as is currently being road connection are included in Figure M1-4, Appendix M.1 of this Report. The analysis of the future traffic assessed as part of the update to the 2013 GO Transit Rail Parking and Station Access Plan. conditions surrounding the Bradford GO Station have accounted for the implementation of the Southeast Arterial 4.10 Bradford GO Station Roadway. Bradford West Gwillimbury Trails Master Plan (Dillon Consulting, February 2010) 4.10.1 Proposed Station Improvements The location of the Bradford GO Station is shown in Figure M1-1, Appendix M of this Report. Station improvements The Bradford West Gwillimbury Trails Master Plan delineates the planned trail network in the Town. This at the Bradford GO Station are not required as part of the first phase of the BRCE Project since Phase One does information has been taken into consideration in identifying existing and potential active transportation not include any additional tracks north of the Aurora GO Station. As additional funding becomes available from connections to, and surrounding, the Bradford GO Station. the Province, it is anticipated the next phase(s) will include a second track at the Bradford GO Station. Details 4.10.3 Road Access regarding the conceptual drawing of the station improvements to accommodate this second track is shown in The station location and surrounding road network are shown in Figure M1-1, Appendix M.1 of this Report. Figure Figure M1-2, which includes: M1-1 indicates that road access to the Bradford GO Station is via a north access, from Dissette Street, and a A second track located on the west side of the existing track; south access, from Bridge Street. The north access is located about 210 metres to the north of the intersection of Dissette Street/Bridge Street, while the south access is located about 105 metres to the east of this intersection. A new platform and shelters to serve the new track; In general, the study area for review of potential traffic effects is bounded by: Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track North - GO Station Access (North); arrangement; East - GO Station Access (South); Station modifications; South - Bridge Street and Holland Street East; and An upgraded Kiss & Ride area; and West - Dissette Street. Additional infrastructure to support expansion. The existing road network and lane configurations in the study area are shown in Figure M1 5, Appendix M.1 of It will be necessary to remove some of the existing parking to accommodate the track/platform expansion, due to this Report. Within the study area, the road network includes: space limitations. However, a minor parking expansion is proposed in advance of the BRCE Project which will more than offset the lost parking spaces (total spaces to be increased from 377 to 398). Bridge Street - arterial road running east-west, with six lanes, two basic through lanes eastbound and westbound, and an additional right and left-turn lane in the westbound direction; 4.10.2 Background and Related Studies A number of previous planning studies have been prepared that provide context within the study area of the
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Holland Street East - arterial road running east-west, with five lanes, two basic through lanes eastbound and The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the westbound, and an additional left-turn lane in the eastbound direction; and study area of the Bradford GO Station, were analyzed using Synchro software. The traffic operations for these intersections are summarized in Table M2-1, Appendix M.2 of this Report, and critical movements (e.g., traffic Dissette Street - arterial road running north-south, with five lanes, two basic through lanes in the northbound movements that are over capacity or reaching unacceptable delays) have been identified. The queuing analysis direction, travelling southbound, there is one right-turn lane, one left-turn lane, and one through/left-turn lane is summarized in Table M2-2. Based on this analysis, the following observations were made regarding traffic (through movement to access commercial building opposite the intersection). operations: All roads in the study area are under the jurisdiction of the Town of Bradford West Gwillimbury. The posted speeds Under existing (2015) traffic conditions the Dissette Street/GO Station North Access intersection operates on the roads in the study area are 50 km/h. with a delay of approximately 74 seconds in the P.M. peak hour (LOS F). All other intersections in the study To confirm traffic operations and the potential to affect access or to be affected by operations of the Bradford GO area operate with acceptable delays and queue lengths under existing conditions. The inbound and outbound Station, the following main intersections have been identified for analysis in this Report, as shown in Figure M1- movements at the Wendy’s Restaurant access on Bridge Street operate with significant delays. However, 1, Appendix M.1: there are very few vehicles that turn left out of this access and these operations would be expected to improve in the longer term if traffic can be diverted from Bridge Street with the implementation of the Bradford Bypass, Dissette Street/GO Station Access (North)/Commercial Access; therefore no specific improvements are recommended for this access; Dissette Street/Southeast Arterial Roadway/Holland Street East and Bridge Street; and The Dissette Street/Southeast Arterial Roadway/Holland Street East/Bridge Street intersection continues to Bridge Street/GO Station Access (South). operate with high delays and V/C Ratios in the A.M. peak hour in horizon years 2021 and 2025 (under both background and total traffic conditions). This reinforces the need for additional east-west capacity through For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak Bradford, which would be provided by the proposed Bradford Bypass; hour is 7:30 A.M. to 8:30 A.M. and P.M. peak hour is 4:30 P.M. to 5:30 P.M.). The peak hour trips generated by the GO Station is currently between 7:00 A.M. and 8:00 A.M., which corresponds to a period of lower traffic on The Dissette Street/GO Station North Access intersection continues to operate with high delays and queue the adjacent roadways and which is not considered the design condition in this area. For the purposes of the lengths for the westbound movement under 2021 background and total traffic scenarios (particularly the P.M. analysis in this Report, the future increases of peak hour traffic at the GO Station have been applied to the peak peak hour). The intersection is presently stop-controlled and has one westbound egress lane at the access. period of the adjacent roadway, which provides a conservative assessment of potential effects. However, the Therefore, it is recommended that this intersection be signalized (semi-actuated) and that the existing forecasted growth in traffic from the GO Station is relatively minor compared to the forecasted growth of westbound through/right-turn/left-turn lane be converted into one dedicated left-turn lane and one background traffic in this area. through/right-turn lane. As a result of the proposed improvements, the westbound movement in the 2021 total P.M. peak hour would have a reduction in delay from approximately 520 seconds to 24 seconds for the Future lane configurations at the intersections have taken into consideration those proposed to accommodate the westbound through/right-turn movement and 20 seconds for the westbound left-turn movement; the V/C future Southeast Arterial Roadway that is proposed to intersect at the intersection of Holland Street East/Bridge Ratios would be reduced from 1.98 to 0.56 and 0.23, respectively, and the queue lengths for both the Street/Dissette Street, as shown in Figure M1-6, Appendix M.1 of this Report. eastbound and the westbound movements would be reduced significantly; and 4.10.4 Existing and Future Traffic Operations In the 2025 total traffic scenario, only the Dissette Street/Southeast Arterial Roadway/Holland Street The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures M1-7 East/Bridge Street intersection operates unacceptably (in the A.M. peak hour only). The following movements through M1-13, inclusive, in Appendix M.1 of this Report. The forecasted traffic volumes have been shown to operate with delays greater than 80 seconds and V/C Ratios greater than 1.0: accommodate both the growth in background traffic and the additional trip generation from the Bradford GO Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. Eastbound through;
It is noted that future parking expansion plans are currently being assessed as part of the update to the GO Transit Westbound left; Rail Parking and Station Access Plan (2013), and as such, no conceptual designs for parking expansion are yet Northbound through; available. For the purpose of this Report, it has been assumed that sufficient additional parking to accommodate the forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is Northbound right; a conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be Southbound left; and required by Metrolinx during the planning and design process of any future proposed parking expansions. Southbound through.
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As stated previously, the implementation of the Bradford Bypass to relieve traffic from this intersection is likely Considering the forecast ridership at the Bradford GO Station and the parking constraints, it is recommended that the only solution for achieving acceptable traffic operations in this area in the long term. the opportunities for improving pedestrian/cyclist connections be pursued by the Town of Bradford West Gwillimbury, to assist in achieving a greater modal shift away from auto access to this station. These initiatives, 4.10.5 Local and Regional Transit together with the existing pedestrian/cyclist infrastructure in this area, will provide the improved pedestrian The transit network that services the Bradford GO Station is shown in Figure M1-14, Appendix M.1 of this Report. connections to accommodate the service improvements proposed as part of the BRCE Project. Metrolinx will As noted therein, both Bradford Transit and GO Transit (bus and train) operate in the study area. Bradford Transit continue to monitor usage of the bike racks at this station and increase the supply of such facilities as required, operates the following transit routes within the Bradford Urban Area: in response to increasing bicycle parking demands. Route 1 “Cross-Town”; and 4.10.7 Parking Considerations Route 2 “Around-Town”. The Bradford GO Station presently has 355 parking spaces, with no spaces currently allocated to carpool riders. The GO Station does not have Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) Route 1 departs every 35 minutes during weekday daytime hours. The buses on Route 1 travel east/west along noted that the parking was about 63% utilized, with no parking expansion anticipated in the 2014 to 2032 Holland Street and Melbourne Drive between Smart Centres (Mall) and the Bradford GO Station, as detailed in timeframe. Monitoring of parking at this station shows that the highest monthly parking utilization was Figure M1-15. It is understood that Route 1 buses currently make a limited number of actual stops at the Bradford approximately 98% during January and March of 2015. GO Station, even though this is the turn-around point. Based on the forecasted total ridership and modal split for the Bradford GO Station provided in Section 2.3.1, it Route 2 travels throughout Bradford along arterial, collector, and local roads, as detailed in Figure M1-16, but is estimated that an additional 131 parking spaces may be required in 2021 (Future, Scenario 1), and a further does not stop at the Bradford GO Station. Route 2 departs every 60 minutes during weekday daytime hours. 88 parking spaces (219 additional parking spaces in total) in 2025 (Future, Scenario 2), if no access improvements Neither Route 1 nor Route 2 operates on weekends or holidays. or TDM measures are implemented. GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus To address the future parking shortfall at this station the following options will be further considered by Metrolinx travels along Holland Street and Bridge Street to access the station. during any planning and/or design of future parking facility improvements at the Bradford GO Station: The GO Transit Rail Parking and Station Access Plan (2013) identified that there may be opportunity to explore Implementation of access improvements and TDM measures to reduce the demands for parking and promote the implementation of a bus shuttle service to the downtown core. However, in the time since that report was alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than completed, the Town of Bradford West Gwillimbury launched Bradford Transit. Therefore, instead of a bus shuttle travel via auto driver mode; and service, it is recommended that the Town consider improving transit connections to the Bradford GO Station to assist in achieving a greater modal shift away from auto access to this station. Investigate expansion of parking facilities at this station (e.g., additional surface parking), as is currently being assessed as part of update to the 2013 GO Transit Rail Parking and Station Access Plan. 4.10.6 Active Transportation Pedestrian and cyclist access to the Bradford GO Station is shown in Figure M1-17, Appendix M.1 of this Report. 4.11 Barrie South GO Station The Bradford GO Station currently provides bike racks to facilitate station access via cycling. There are currently 4.11.1 Proposed Station Improvements no bicycle lanes on any of the roads in the study area. The location of the Barrie South GO Station is shown in Figure N1-1, Appendix N.1 of this Report. Station There are sidewalks on both sides of Dissette Street in the study area, as well as Holland Street East and Bridge improvements at the Barrie South GO Station are not required as part of Phase One of the BRCE Project since Street. Traffic signals are located at the intersection of Holland Street/Dissette Street/Bridge Street, which Phase One does not include any additional tracks north of the Aurora GO Station. As additional funding becomes facilitate pedestrian and cyclist crossings of the arterial roads in this area. available from the Province, it is anticipated that the next phase(s) will include a second track at the Barrie South GO Station. Details regarding the conceptual drawing of the station improvements to accommodate this second The Bradford West Gwillimbury Trails Master Plan identifies the recommended trails network in Bradford, as track is shown in Figure N1-2, which includes: shown in Figure M1-18. This Master Plan includes a primary cycling route on Bridge Street, with a connection to a proposed trail in the rail corridor, at Given Street. The trail is proposed to run along the rail ROW throughout the A second track located on the east side of the existing track; study area. A new platform and shelters to serve the new track; The GO Transit Rail Parking and Station Access Plan (2013) identified the opportunity to improve access Two pedestrian tunnels under the tracks to connect the platforms on either side of the double track infrastructure with the construction of pedestrian/cycling facilities to the station as identified in the Town’s Master arrangement; and Plan.
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Additional infrastructure to support expansion. Mapleview Drive East - arterial road running east-west, with five lanes. On the east leg of the intersection there is one basic eastbound through lane, two basic westbound through lanes, one westbound right-turn 4.11.2 Background and Related Studies lane, one westbound left-turn lane, and bicycle lanes (both sides of the road). On the west leg of the A number of previous planning studies have been prepared that provide context within the study area of the Barrie intersection, there are two basic westbound through lanes, one basic eastbound through lane, one eastbound South GO Station. The relevant results of these studies are presented below. left-turn lane, and one eastbound right-turn lane. City of Barrie Official Plan (City of Barrie, September, 2012) All other roads in the study area are classified as local roads. It is noted that all roads in the study area are under Schedule 1 of Barrie’s OP delineates planned intensification areas within the City, as shown in Figure N1-3, the jurisdiction of the City of Barrie. The posted speeds on the roads in the study area are 50 km/h, with the Appendix N.1 of this Report. The area around the Barrie South GO Station is proposed as a Primary Node, with exception of Yonge Street, which is 60 km/h. densities of 50 to 120 units per hectare. Within this area there is an active development application (Mapleview To confirm traffic operations and the potential to affect access, or to be affected by operations of the Barrie South Drive Development) for the lands immediately to the east of the GO Station lands, as discussed below. GO Station, the following main intersections have been identified for analysis in this Report (as shown in Figure Mapleview Drive East Development, Planning Justification Report (The Jones Consulting Group Ltd., N1-1): April, 2012) Yonge Street/Mapleview Drive East; and The Mapleview Drive East Development, Planning Justification Report provides land use and traffic forecasts for Yonge Street/GO Station Access. a proposed development that is located immediately to the east of the Barrie South GO Station, on the north side of Mapleview Drive East. Development details are shown in Figure N1-4, with the application proposing 1,241 For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak units in this area. hour is 7:15 A.M. to 8:15 A.M. and P.M. peak hour is 4:45 P.M. to 5:45 P.M.). The peak hour of trips generated by the GO Station is currently between 5:25 A.M. and 6:25 A.M., which corresponds to a period of lower traffic on Hewitt’s Secondary Plan (City of Barrie, February 2013) the adjacent roadways and which is not considered the design condition in this area. For the purposes of the The Hewitt’s Secondary Plan includes the development of approximately 1,102 hectares of lands that are located analysis in this Report, the future increases of peak hour traffic at the Barrie South GO Station have been applied immediately south of Mapleview Drive East, as shown in Figure N1-5. The area is proposed to accommodate a to the peak period of the adjacent roadway, which provides a conservative assessment of potential effects. population of 8,359 persons and employment of 1,918 persons. Details of the Hewitt’s Secondary Plan are shown However, the forecasted growth in traffic from the GO Station is relatively minor compared to the forecasted in Figure N1-5. growth of background traffic in this area. 4.11.3 Road Access 4.11.4 Existing and Future Traffic Operations The station location and surrounding road network are shown in Figure N1-1. Road access to the Barrie South The existing and forecasted traffic volumes at the intersections in the study area are shown in Figures N1-7 GO Station is via a signalized driveway on the east side of Yonge Street, located about 300 metres to the north through N1-13, inclusive, in Appendix N.1. The forecasted traffic volumes have been shown for both the growth of the intersection of Yonge Street/Mapleview Drive as shown in Figure N1-1. In general, the study area for review in background traffic and the additional trip generation from the Barrie South GO Station (e.g., total traffic) due to of potential traffic effects is bounded by: the proposed service improvements in horizon years 2021 and 2025.
North - GO Station Access; It is noted that since future parking expansion plans are currently being assessed as part of the update to the GO Transit Rail Parking and Station Access Plan (2013), and no conceptual designs for parking expansion are yet East - St. Paul’s Crescent; available, for the purpose of this Report it has been assumed that sufficient additional parking to accommodate South - Mapleview Drive East; and the forecasted ridership will be provided on site and be serviced by the existing parking lot access points. This is a conservative approach, representing a worst-case scenario for traffic operations, and further analysis will be West - Yonge Street. required by Metrolinx during the planning and design process of any future proposed parking expansions. The existing road network and lane configurations in the study area are shown in Figure N1-6. Within this study The LOS, delays, V/C Ratios and queuing, for the existing and future conditions at the intersections within the area, the road network includes: study area of the Barrie South GO Station, were analyzed using Synchro software. The traffic operations for these Yonge Street - arterial road running north-south, with five lanes, two basic through lanes in both the intersections are summarized in Table N2-1, Appendix N.2 of this Report, and critical movements (e.g., traffic northbound and southbound directions, as well as one left-turn lane in both the northbound and southbound movements that are over capacity or reaching unacceptable delays) have been identified. The queuing analysis directions; and is summarized in Table N2-2. Based on this analysis, the following observations were made regarding traffic operations:
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Both intersections in the study area operate with acceptable delays, capacities, and queues in existing GO buses operate during off peak periods; before, between, and after the GO trains depart or arrive. The GO bus conditions. The Yonge Street/GO Station Access intersection operates acceptably in all traffic scenarios travels north/south along Yonge Street (County Road 4) to/from the Barrie South GO Station. through horizon year 2025; Barrie’s Multi-Modal Active Transportation Master Plan (2014) identifies the recommended transit network in the In the 2021 background and total P.M. peak hour, the Yonge Street/Mapleview Drive East intersection City through horizon year 2021, as shown in Figures N1-19, Appendix N.1. It is proposed that the transit system operates with delays over 80 seconds (LOS F) and V/C Ratios over 1.0, with the following critical movements: be expanded to service the development in the adjacent Hewitt’s Secondary Plan area, as well as to provide increased service to the GO Transit Stations (feeder routes), as well as further increased transit route frequencies Westbound left; throughout Barrie. The proposed transit plans will also be able to accommodate the service improvements Southbound left; and proposed as part of the BRCE Project.
Eastbound through. 4.11.6 Active Transportation Pedestrian and cyclist access to the Barrie South GO Station is shown in Figure N1-20 (Appendix N.1). The Barrie The following improvements have been modelled at the Yonge Street/Mapleview Drive East intersection in South GO Station currently provides bike shelters to facilitate station access via cycling. There are bicycle lanes the 2021 total traffic scenario: on both sides of Mapleview Drive East (east of Yonge Street) that terminate at Yonge Street. Cyclists travelling Converting the existing eastbound through/right-turn lane into a dedicated eastbound through lane and on Mapleview Drive East to and from the station may choose to travel northbound/southbound on St. Paul’s an additional eastbound right-turn lane; and Crescent (a local road), which provides a route to the station with less traffic. There are currently no bicycle lanes on Yonge Street. Adding another southbound left-turn lane. Sidewalks exist on both sides of Yonge Street in the study area. There is also a pedestrian sidewalk that exists As a result of these improvements, the overall intersection delay was reduced from 89.3 seconds to 53.6 seconds, on the north side of Mapleview Drive East (east of Yonge Street). There are presently no sidewalks on the section and the V/C Ratio was reduced from 1.28 to 0.98 (in the 2021 total traffic P.M. peak hour scenario). of Mapleview Drive East, west of Yonge Street, nor any sidewalks on St. Paul’s Crescent. With the above improvements carried into the 2025 traffic scenario, the 2025 total traffic operates with a V/C Ratio Barrie’s Multi-Modal Active Transportation Master Plan (2014) identifies the recommended cycling, pathway and of 1.05 and has only one critical movement, which is the westbound left (delay of 115.3 seconds and a V/C Ratio rail network in the City through horizon years 2021 and 2026, as shown in Figures N1-21 and N1-22, Appendix of 1.08). The Yonge Street/GO Station Access intersection continues to operate acceptably through horizon year N.1. These plans recommend that buffered bicycle lanes be provided on both Yonge Street and on Mapleview 2025. Thus, no further improvements are recommended in horizon year 2025 at any of the intersections in the Drive East in the study area by horizon year 2021. This proposed active transportation network will be able to study area. accommodate the service improvements proposed as part of the BRCE Project. Barrie’s Multi-Modal Active Transportation Master Plan (Genivar, January, 2014) identifies the recommended The GO Transit Rail Parking and Station Access Plan (2013) noted that major developments are being proposed number of vehicle lanes in the City of Barrie’s road network through horizon years 2021 and 2026, as shown in and planned around the station area and identified that there is opportunity for Metrolinx and the City of Barrie to Figures N1-15 and N1-16, Appendix N.1 of this Report. These recommend that both Yonge Street and Mapleview ensure that these developments connect well with the existing GO Station. Drive East have two lanes per direction, along with a continuous median or two-way left turn lane by horizon year 2021. The City of Barrie is contemplating a grade separation for the Mapleview Drive East crossing of the Barrie Considering the forecast ridership at the Barrie South GO Station and the parking constraints, it is recommended rail corridor. that the opportunities for improving pedestrian/cyclist connections be pursued by the City of Barrie, to assist in achieving a greater modal shift away from auto access to this station. These initiatives, together with the existing Based on the above considerations, the potential lane requirements for 2025 are shown in Figure N1-14, pedestrian/cyclist infrastructure in this area, will provide the improved pedestrian connections to accommodate Appendix N.1, highlighting the potential new lanes that may be required at the Yonge Street and Mapleview Drive the service improvements proposed as part of the BRCE Project. Metrolinx will continue to monitor usage of the East intersection. bicycle shelters at this station and increase the supply of such facilities as required, in response to increasing 4.11.5 Local and Regional Transit bicycle parking demands. The transit network that services the Barrie South GO Station is shown in Figure N1-17, Appendix N.1 of this 4.11.7 Parking Considerations Report, with the overall City of Barrie transit network shown in Figure N1-18. It is noted that Barrie Transit and The Barrie South GO Station presently has 619 parking spaces, with no spaces currently allocated to carpool GO Transit (bus and train) operate in the study area. Barrie Transit operates three transit routes that terminate at riders. The Station also has Kiss & Ride facilities. The GO Transit Rail Parking and Station Access Plan (2013) the Barrie South GO Station, which include Route 3, Route 4, and Route 8. Routes 3, 4, and 8 depart every 30 noted that the parking was about 72% utilized, with no parking expansion anticipated in the 2014 to 2032 minutes during weekday (and Saturday) daytime hours, and every 60 minutes during evening hours and on Sunday.
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timeframe. Monitoring of parking at this station shows that the highest monthly parking utilization was Drive) and a west access (inbound buses only). In addition, access to the GO Station parking area located along approximately 86% during September of 2015. Gowan Street, is via Gowan Street. In general, the study area for review of potential traffic effects is bounded by: Based on the forecasted total ridership and modal split for the Barrie South GO Station provided in Section 2.3.1, North - Tiffin Street and Lakeshore Drive; it is estimated that an additional 102 parking spaces may be required in 2021 (Future, Scenario 1), and a further East - GO Station Access East; 172 parking spaces (274 additional parking spaces in total) in 2025 (Future, Scenario 2), if no access improvements to other modes or TDM measures are implemented. To address the future parking shortfall the South - Gowan Street; and following options will be further considered by Metrolinx during any planning and/or design of future parking facility West - Essa Road and Bradford Street. improvements at the Barrie South GO Station: The existing road network and lane configurations in the study area are shown in Figure O1-4, Appendix O.1 of Implementation of access improvements and TDM measures to reduce the demands for parking and promote this Report. No improvements to the road network are required, or proposed, to accommodate growth in this area alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than within the time horizon considered in this Report (e.g., horizon year 2025) and are assumed to accommodate the travel via auto driver mode; and service improvements proposed as part of the BRCE Project. The road network in the study area includes: Investigate expansion of parking facilities at this station (e.g., additional surface parking, coordination of Tiffin Street - a four lane arterial road running east-west. In the eastbound direction, there is one basic lane additional parking with new intensified development in the station area), as is currently being assessed as and one left-turn lane, while in the westbound direction, there is one basic through lane and one right-turn part of the update to the 2013 GO Transit Rail Parking and Station Access Plan. lane (onto the channelization to transition onto Bradford Street); 4.12 Allandale Waterfront GO Station Essa Road - arterial road running north-south, with four basic lanes; 4.12.1 Proposed Station Improvements Bradford Street - arterial road running north-south with five lanes. There are two basic lanes in the northbound The location of the Allandale Waterfront GO Station is shown in Figure O1-1, Appendix O.1 of this Report. Station direction. In the southbound direction, there is one basic through lane, one right-turn lane, and one left-turn improvements at the Allandale Waterfront GO Station are not required as part of Phase One of the BRCE Project lane; as Phase One does not include any additional tracks north of the Aurora GO Station. As additional funding becomes available from the Province, it is anticipated that the next phase(s) will include a second track to the Lakeshore Drive - parkway road running east-west with five lanes. In the eastbound direction, there is one Allandale Waterfront GO Station. However, two tracks currently exist in the area of the Allandale Waterfront GO basic lane, while in the westbound direction, there are two basic through lanes, one right-turn lane, and one Station itself and therefore improvements at this station will only include a new platform and shelters along the left-turn lane; and south side of these tracks. Details regarding the conceptual drawing of the station improvements to accommodate Gowan Street - minor collector with two basic lanes (one in each direction). There is also parking located the operations on the second track is shown in Figure O1-2. immediately north of the road (GO Station parking). 4.12.2 Background and Related Studies All roads in the study area are under the jurisdiction of the City of Barrie. The posted speeds on the roads in the A previous traffic study has been prepared for the Allandale Waterfront GO Station. The relevant results of that study area are 50 km/h. study have been reviewed as outlined below. To confirm traffic operations and the potential to affect access, or to be affected by operations of the Allandale Barrie Waterfront GO Station Traffic Impact Study (Burnside, November 2010) Waterfront GO Station, the following main intersections have been identified for analysis in this Report, as shown The Barrie Waterfront GO Station Traffic Impact Study provides traffic forecasts for both the Allandale Waterfront in Figure O1-1, Appendix O.1: GO Station as well as future development that were proposed, at the time, around the station, as shown in Figure Lakeshore Drive/GO Station Access East; O1-3, Appendix O.1 of this Report. The development that was proposed in the immediate area of the GO Station, at the time, included 724 residential/hotel units, 134,480 ft2 of retail and 147,510 ft2 of office space. While this Lakeshore Drive/GO Station Access North; development is no longer active for these lands, this Report continues to use this concept for the purposes of Tiffin Street/Bradford Street/Essa Road; future trip generation forecasts, as being representative of potential growth in this area. Essa Road/GO Station Bus Access; and 4.12.3 Road Access Figure O1-1 shows the station location and surrounding road network. As noted therein, road access to the Essa Road/Gowan Street. Allandale Waterfront GO Station is via a north access (Lakeshore Drive/Tiffin Street), an east access (Lakeshore
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For this study the peak hour of the adjacent roadway network has been considered for analysis (e.g., A.M. peak then southbound to Borden before travelling back to the Allandale Waterfront GO Station. Route 90 buses depart hour is 8:00 A.M. to 9:00 A.M. and P.M. peak hour is 4:30 P.M. to 5:30 P.M.). The peak hour of trips generated at various times. by the GO Station is currently between 5:15 A.M. and 6:15 A.M., with the last train leaving the station at 7:15 A.M. GO Transit operates five southbound trains in the A.M. peak period and seven northbound trains in the P.M. peak which corresponds to a period of much lower traffic on the adjacent roadways and which is not considered the period. The GO buses operate during off peak periods; before, between, and after their trains depart or arrive. design condition in this area. A minimal amount of traffic has been added to the trip generation from the GO The GO bus travels westbound along Burton Avenue and then northbound on Essa Road before turning right into Station (e.g., during the peak hour of the adjacent roadway) to reflect the introduction of two-way service on the the bus access to the Allandale Waterfront GO Station. Barrie rail corridor. However, almost all of the growth in traffic at these accesses is attributable to background development and background growth in this area. No improvements to the existing local or regional bus transit services are required to accommodate the service improvements proposed as part of the BRCE Project. 4.12.4 Existing and Future Traffic Operations The existing and forecasted traffic volumes at the intersections in the study area are summarized as shown in 4.12.6 Active Transportation Figures O1-5 through O1-11 inclusive, in Appendix O.1 of this Report. The forecasted traffic volumes have been The existing pedestrian and cyclist linkages to the Allandale Waterfront GO Station are shown in Figure O1-13, shown for both the growth in background traffic and the additional trip generation from the Allandale Waterfront Appendix O.1. There is currently a sidewalk along the south side of Lakeshore Drive, providing a connection GO Station (e.g., total traffic) due to the proposed service improvements in horizon years 2021 and 2025. between the east and north accesses to the GO Station. Signalized crossings are provided at these accesses, allowing pedestrians and cyclists to access the Barrie North Shore Trail and Centennial Park Walkway. In the The LOS, delays, V/C Ratios, and queuing, for the existing and future conditions at the intersections within the area of the GO Station there are currently sidewalks on both sides of the road along the following roads: study area of the Allandale Waterfront GO Station, were analyzed using Synchro software. The traffic operations for these intersections are summarized in Table O2-1, Appendix O.2 of this Report and critical movements (e.g., Essa Road; traffic movements that are over capacity or reaching unacceptable delays) have been identified. The queuing Bradford Street; analysis is summarized in Table O2-2, Appendix O.2. Based on this analysis, the following observations were made regarding traffic operations: Tiffin Street;
All intersections in the study area operate with acceptable delays and capacities under 2015 existing Gowan Street; and conditions. Under existing conditions, at the Lakeshore Drive/Tiffin Street/GO Station access intersection, the Both GO Station accesses off of Lakeshore Drive. eastbound and southbound left-turn queue storage lengths are deficient, although not excessively; The existing tunnels under the Barrie rail corridor at the Allandale Waterfront GO Station also facilitate a Under the 2021 and 2025 P.M. peak hour conditions (background traffic and total traffic), at the Essa connection between the parking area on Gowan Street and the Barrie waterfront trails. Therefore, some through Road/Tiffin Street/Bradford Street and the Lakeshore Drive/Tiffin Street/GO Station Access intersections, the pedestrian traffic may use the GO Station pedestrian connections/parking from time to time, particularly when V/C Ratio for several movements exceed 1.0 and the delays exceed 80 seconds. These critical movements events are held at the waterfront in this area. are due to the growth in background traffic in this area and not due to the service improvements proposed as part of the BRCE Project. Since all of the critical movements have V/C Ratios that are slightly above 1.0 (all The Allandale Waterfront GO Station currently provides bicycle shelter facilities to facilitate station access via are less than 1.06), and all have delays that are slightly above 80 seconds (all are less than 97 seconds), no cycling. There are currently no bicycle lanes on any of the roads in the study area, although some cyclists could improvements have been recommended within the horizon period considered. Property and road ROW use the Barrie North Shore Trail and/or the Centennial Park Walkway to travel to the GO Station. constraints in the vicinity of the Allandale Waterfront GO Station also restrict further improvements, at the No improvements to the existing pedestrian and cyclist infrastructure are required to accommodate the service intersections where critical movements have been identified; and improvements proposed as part of the BRCE Project. All other intersections in the study area operate with acceptable delays, queues, and capacities in all traffic 4.12.7 Parking Considerations scenarios and horizon years. There are presently 160 parking spaces available at the Allandale Waterfront GO Station. Carpooling spaces are 4.12.5 Local and Regional Transit currently not available at the station, but it does provide Kiss & Ride facilities. The GO Transit Rail Parking and Barrie Transit and GO Transit (bus and train) operate in the study area, as shown in Figure O1-12, Appendix O.1. Station Access Plan (2013) noted that the parking was about 58% utilized, with no parking expansion anticipated Barrie Transit operates five transit routes that terminate at the Allandale Waterfront GO Station, including Routes for the 2014 to 2032 timeframe. Monitoring of parking at this station shows that the highest monthly parking 1, 4, 7, 8, and 90. Routes 1, 4, 7, and 8 depart every 30 minutes during weekday (and Saturday) daytime hours, utilization was approximately 98% during November of 2015. and every 60 minutes during evening hours and on Sunday. Route 90 travels along County Road 90 to Angus
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Based on the forecasted total ridership and modal split for the Allandale Waterfront GO Station provided in Section gate and turnstile will require security access control, remote monitoring and operation, and Closed-Circuit TV 2.3.1, it is estimated that an additional 88 parking spaces may be required in 2021 (Future, Scenario 1), which (CCTV) coverage. would also accommodate the parking requirements for 2025 (Future, Scenario 2), if no access improvements to 5.2 Parking and Traffic Operations other modes and TDM measures were implemented. As noted previously, there is also a potential for parking on As shown in Figure P2, Appendix P of this Report, the layover site includes 30 parking spaces for staff and visitors, Gowan Street to be used by persons who are not accessing the GO Station, due to its proximity and connection and two accessible parking spaces. The proposed access to the Bradford Layover Facility is from Artesian to the waterfront in this area. Industrial Parkway, which is a collector road with minimal through traffic that primarily services the industrial park To address the future parking shortfall at this station the following options will be further considered by Metrolinx and is expected to have significant spare capacity. There are two existing intersections that can be used to access during any planning and/or design of future parking facility improvements at the Allandale Waterfront GO Station: Artesian Industrial Parkway. The first is Dissette Street/Line 8/Artesian Industrial Parkway, which is currently a signalized T-intersection. The other intersection is Artesian Industrial Parkway/Line 9, which is currently an Implementation of access improvements and TDM measures to reduce the demands for parking and promote unsignalized T-intersection. Since there are only 32 parking spaces proposed at the site, the Bradford Layover alternate modes of travel to the station (e.g., transit, pedestrian, cyclist, car-pooling, car-share), rather than Facility will not generate a significant amount of traffic and it is expected that the site traffic will have a negligible travel via auto driver mode; and effect on the surrounding road network. Investigate expansion of parking facilities at this station (e.g., additional surface parking, coordination of The Barrie rail corridor intersects Industrial Road approximately 680 metres south of the southern boundary of additional parking with new intensified development in the station area), as is currently being assessed as the proposed layover facility. It is assumed that the volume of traffic travelling over the crossing is low due to its part of the update to the 2013 GO Transit Rail Parking and Station Access Plan. location and the minor amount of industrial activity to the east. Therefore, it is projected that the increased volume of trains (that will be travelling at low speeds) near the Layover Facility will not have a significant effect on traffic 5. Traffic Considerations at the Bradford Layover Facility at the crossing.
Utilization of a nearby layover facility to store, service (including fuelling), inspect and maintain trains when they It is noted that Schedule F-2 (Transportation) of the Town of Bradford West Gwillimbury OP, shown in Figure M1- are not in service is integral to implementation of GO Expansion services on the Barrie rail corridor (Newmarket 3, Appendix M.1 of this Report, identifies a potential Highway 400/404 Link (Bradford Bypass), proposed to be Subdivision). A new layover facility, referred to as the Bradford Layover Facility, is proposed to be located in the located immediately to the south of the Bradford Layover Facility lands. However, the future Highway 400/404 Town of Bradford West Gwillimbury, within the Artesian Industrial Park. This section discusses the traffic Link (Bradford Bypass) is proposed to be grade separated over the Barrie rail corridor, and it is not anticipated to considerations related to the proposed Bradford Layover Facility. have an adverse effect on Layover Facility operations. 5.1 Site Location and Access The site location for the Bradford Layover Facility is shown in Figure P1, Appendix P of this Report. As noted 6. Impact Assessment of the Preferred Design therein, the site is located on the west side of the Barrie rail corridor, between the at-grade crossings with Industrial This section documents the potential effects on traffic resulting from the implementation of the preferred design Road and Line 9. The site is bounded by the GO Barrie rail corridor to the east, Artesian Industrial Parkway to for the BRCE Project during both the construction and operations/maintenance phases. For the purpose of this the west, Line 8 to the south, and Line 9 and existing businesses to the north. discussion, the Project is divided into three components - new rail infrastructure, GO Station improvements, and The Concept Plan for the Bradford Layover Facility can be found in Figure P2, Appendix P of this Report. As the Bradford Layover Facility, to assess potential effects to traffic along the corridor. This section also documents shown, the facility is designed to provide train storage for six, 12-car consists (two locomotives and 12 coaches). the mitigation measures, net effects and monitoring activities identified to minimize the anticipated traffic effects A number of small ancillary buildings will also be located on the site including a staff and storage building, train due to the BRCE Project11. servicing vehicle storage and sanitary waste building, and sanding facility, coupled with power infrastructure (e.g., 6.1 Rail Infrastructure transformer yard, and back-up generator), fire protection system, and various material holding tanks and storage In general, the proposed corridor expansion has the potential to affect traffic in a number of areas/communities areas. given the length of the corridor and the type of infrastructure proposed. Rail infrastructure improvements include: Road access to the site would be from Artesian Industrial Parkway on the west side of the Barrie rail corridor. The Installation of an additional second track; site will include paved roadways to facilitate vehicle movements throughout the site, and to provide access to the diesel locomotives and train sets. The site will be enclosed with high security (Clear-Vu) perimeter fencing, and Grading and drainage improvements; a high speed bi-folding gate installed at the vehicle entrance, with a turnstile for staff and train crews. Both the Retaining/noise wall construction;
11 Net effects are defined as the resultant effects after implementation of applicable mitigation measures.
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Culvert and bridge construction; increased exposure index at these crossings may warrant an upgrading of the warning systems and/or other protection infrastructure. Adjustments to track signals; and 6.1.2 Mitigation Measures Grade crossing improvements, etc. Details regarding the mitigation measures to be considered in the design and construction of the new rail While most of these works will be kept within the rail ROW, there are components that have the potential to affect infrastructure associated with the BRCE Project to address the potential effects, where possible, are provided existing road/traffic networks. below. 6.1.1 Potential Effects 6.1.2.1 Construction The following sections further describe these potential effects during both the construction phase as well as in The following mitigation measures will be considered in the design and construction of the crossing upgrades: the long term with regards to operations/maintenance. Determine adequate construction hauling routes in consultation with municipalities; 6.1.1.1 Construction Preparation and implementation of site-specific Traffic Control and Management Plans to maintain For the purposes of the rail infrastructure construction, the majority of the work will occur within the Barrie rail reasonable access through the work zone (e.g., maintain one lane in each direction, where possible); corridor and outside the adjacent road networks. However, in an effort to facilitate construction activities such as deliveries to established laydown areas, excavation removal, for example, construction traffic will be required to Coordination of the works with other planned road projects that may affect traffic in the area; travel the road networks of the communities where the construction is occurring. In addition to construction Provision of advance notification of the works to municipalities, adjacent owners, transit companies, school vehicles traveling these roads, the areas for which traffic will be most affected during the rail infrastructure bus companies, emergency service providers and the general public, and commitment to consult, review and construction will be at the existing corridor crossings within the study limits. coordinate with affected parties where required; The construction of improvements at existing rail crossings (e.g., additional track, crossing protection upgrades, Provide temporary detour routes to avoid the work zone; expansion of existing grade separations) will affect the existing transportation systems in those areas. Temporary lane closures and/or temporary crossing closures may be required to facilitate construction, increasing congestion Provide wayfinding signage and travel time alert signage through the work zone; on the road network and restricting access to homes, businesses and properties. Normal users of the road Maintain pedestrian/cyclist access through the work zone, as well as vehicular access to homes and network will be potentially affected by these construction operations, including cars, delivery trucks, transit buses, businesses, or provide alternate linkages during construction; school buses, road maintenance vehicles, waste collection vehicles, emergency service vehicles, etc. If there are other works that are scheduled by municipalities on the road network that coincide with the construction of the Encourage travel via alternate modes during the construction period; BRCE Project works the potential effects may be compounded. Alter work periods/times to minimize traffic disruption during peak periods; Private crossings, including farm crossings, may have access temporarily restricted during construction. Active Adjust traffic controls during construction to respond to traffic conditions; and transportation (pedestrian/cyclist) crossings and adjacent trails will be temporarily disrupted during the construction of the BRCE Project. Upgrade the crossing warning systems at the crossings to meet Transport Canada’s Grade Crossing Standards (2014). Miscellaneous works will also be required to facilitate the expansion of the Barrie rail corridor (e.g., ballast, ties, bridges, culverts, noise walls, retaining walls). Construction access to complete these components, as well as Site-specific Traffic Control and Management Plans will be prepared in accordance with Book 7 (Temporary ongoing access to maintain them, will have the potential to affect the surrounding road network, transit network Conditions) of the OTM during the detailed design phase and implemented during construction to minimize traffic and active transportation network. effects. The Traffic Control and Management Plans will include the following as a minimum:
6.1.1.2 Operations and Maintenance Minimum lane widths; The operational modifications to the railway crossings also has the potential to affect traffic operations on the Number of available travel lanes; road network, changing travel patterns due to increased delays or physical adjustments to accesses. The increased frequency of vehicle queuing at railway crossings (both during construction and during ultimate Number, length, and location of temporary right and left-turn lanes; operations) has the potential to result in conflicts between train traffic and road traffic in these areas. These effects Temporary street closures and detour routes; become more pronounced in areas with high road traffic volumes and high train volumes. In some cases the Traffic control devices (signing and lane marking);
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Temporary traffic signals and street lighting; 6.1.3 Net Effects With the implementation of the identified mitigation measures, the potential effects will be minimized. However, Temporary pedestrian access and routes; some net effects may remain from the construction and operations/maintenance of the new rail infrastructure Temporary bicycle routes; proposed as part of the BRCE Project. These net effects are detailed below.
Temporary driveway access; 6.1.3.1 Construction After applying the mitigation measures identified above, it is recognized that some net effects may remain from Temporary business access; and rail infrastructure construction. The delays created by crossing construction cannot be fully mitigated, thus Construction site phasing and staging. temporarily affecting vehicular traffic and pedestrians/cyclists.
To facilitate traffic flow and mitigate major disruption due to construction, advanced traffic control will extend Traffic diversion in the road network may occur due to construction at the crossings and/or due to increased beyond one arterial street on each side of the construction locations. This will help disperse peak-hour traffic flows delays at the crossings, once they are operational. This diversion may create congestion elsewhere in the traffic onto the adjacent arterial street network. It is recommended that business owners be consulted to determine network or may result in traffic infiltration through residential neighbourhoods. In some cases where temporary access constraints (deliveries etc.) and this information will be incorporated into the Traffic Control and detours are established to accommodate construction, motorists become accustomed to this established alternate Management Plans. The need for specific street closures, if required, will be developed in close coordination with route and continue to utilize this route after construction has been completed and formalized detours removed. the local municipality having jurisdiction during the detailed design of the crossing improvements. Traffic 6.1.3.2 Operations and Maintenance management for the BRCE Project will be coordinated with other municipal works that may be active on the road Queuing and congestion at at-grade crossings will continue to increase as train volumes/frequencies increase network at the same time, to ensure that conflicts do not arise (e.g., availability of detour routes that are not under and as traffic volumes increase, and cannot be fully mitigated by traffic operational changes. The need to upgrade coincident construction). Preparation of the site-specific Traffic Control and Management Plans will include warning systems and other protection infrastructure at at-grade crossings, or to consider grade separations, will review, coordination and consultations with emergency service providers, school bus companies, transit also continue to increase as train and traffic volumes increase. The potential for increased conflict at vehicular companies and other road users, to coordinate any temporary route diversions or closures, where applicable. crossings and pedestrian/cyclist crossings of railways will also continue to increase as the train and traffic volumes 6.1.2.2 Operations and Maintenance increase. Where potential traffic queuing issues have been identified on roadways in the area of crossings, it is Given the increased frequency that the various upgraded crossing protection systems will be used as a result of recommended that the detailed design provide further consideration of additional operational enhancements (e.g., the service increases, operational staff will need to assess and maintain these systems on a more regular basis signal pre-emption, pre-signals, queue cutter signals, and/or illuminated “Do Not Stop on Tracks” signs). to ensure that all components are functioning as intended. Should traffic patterns change as a result of Project Metrolinx has completed the System-wide Grade Separation Study separately from the BRCE Project. Metrolinx construction, detours, etc., this may result in increased demand on adjacent roads within the network that were will conduct further analysis of existing at-grade road crossings, in consultation with municipalities, to determine not constructed to meet expanded traffic volumes. the priority of grade separations. Identified grade separations would require further assessment which would be 6.1.4 Monitoring Activities completed outside of this BRCE TPAP and can be initiated in cooperation with applicable municipalities. For at- Monitoring is required to ensure that the mitigation measures are effective in addressing the potential effects of grade road crossings, a detailed safety assessment will be prepared in order to provide preliminary screening for the rail infrastructure works proposed as part of the BRCE Project, as detailed below. improvement requirements. 6.1.4.1 Construction For minor crossings (private crossings and farm crossings), the warning system requirements will be reviewed Construction inspection is expected to ensure that the approved designs and site-specific Traffic Control and with owners prior to Project construction to discuss potential for closure of the crossing, if possible. Owners will Management Plans are effectively implemented, and the prescribed mitigation measures are working as planned. also be notified of rail operations to allow for coordination of crossing times. Revisions to the Plans are recommended to adapt to shifts in traffic patterns due to the BCRE Project or adjacent For existing at-grade active transportation (pedestrian/cyclist) crossings it is recommended that relocation municipal road projects. requirements or upgrades of the crossing warning systems, protection measures or grade separations are further 6.1.4.2 Operations and Maintenance considered, in accordance with Transport Canada’s Grade Crossing Standards (July, 2014). Metrolinx will work Once the upgraded at-grade road crossings are operational, Metrolinx and the municipalities will periodically collaboratively with municipalities to develop customized pedestrian/cyclist policies and warrants for trails monitor the exposure index and safety at these crossings, reassessing the warning system and protection crossing, or paralleling the Barrie rail corridor. requirements. For trail crossings, Metrolinx and the trail authorities/municipalities will monitor trail operations and develop a screening methodology to assess future upgrade requirements.
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For farm crossings, Metrolinx will continue to periodically monitor the exposure index and safety, as service levels Aurora GO Station - Construction access is assumed through the parking area on the west side of the tracks; increase, reassessing warning systems and the potential for closure of these crossings, where possible in between 150 and 160 parking spaces will be permanently removed to facilitate construction; collaboration with the owners. Newmarket GO Station - Construction access is assumed through the parking area on the east side of the For expanded existing grade separations, Metrolinx will be required to continue to inspect and maintain their tracks. This access will require a crossing of the railway. It is assumed that access from the local residential structures. streets to the west will not be permitted; 6.2 GO Station Improvements Bradford GO Station - Construction access is assumed through the main parking area; some parking will be Twelve GO Stations were considered in this Report. The following sections review the potential effects, mitigation removed to facilitate construction; measures, net effects and monitoring for nine of these stations since improvements to these stations are proposed Barrie South GO Station - Construction access is assumed through the station access, which will require as part of the BRCE Project. The remaining three stations were not assessed as part of the BRCE TPAP, for the crossing of the tracks in this area; and reasons outlined below: Allandale Waterfront GO Station - Construction access is assumed from the parking area along Gowan Street. Caledonia GO Station - This new station has been planned under a separate TPAP study, which has adequately identified the effects, mitigation and monitoring activities, including those associated with the Where the station improvements are located on the opposite side of the tracks to the existing station infrastructure BRCE Project; it is preferred that construction access be provided from that side, to minimize disruption to the existing station operations and the need to cross the existing rail line. However, in some cases, site restrictions preclude access Downsview Park GO Station - This new station has been planned under a separate TPAP study, associated from the preferred side. For the purposes of this Report it is assumed that acceptable construction access can be with the Toronto-York Spadina Subway Extension, with the traffic issues continuing to be studied as part of obtained from this preferred side, where possible, or otherwise this access will be provided adjacent to the existing the City of Toronto’s Downsview Major Roads EA Study. It is expected these associated studies have, or will, station infrastructure. The construction access to these stations is described as follows: adequately identify the effects, mitigation and monitoring activities, including those associated with the BRCE Project; and Rutherford GO Station - Construction access is assumed from Rutherford Road, which crosses a trail/sidewalk in this area. It is assumed that access from the local residential streets to the east will not be York University GO Station - There are currently no works proposed at this station as part of the BRCE permitted; Project. Maple GO Station - Construction access is assumed from Hill Street, which will require a crossing of the 6.2.1 Potential Effects tracks in this area. It is assumed that access from the local residential streets to the west will not be permitted; The following sections describe the potential effects during both the construction phase, as well as in the long and term with regards to operations and maintenance, at the nine existing GO Stations. East Gwillimbury GO Station - Construction access is assumed from Green Lane East, which crosses the 6.2.1.1 Construction trail network in this area and will have a temporary effect on the active transportation (pedestrian/cyclist) The primary construction effects of the BRCE Project on existing GO Stations along the corridor relate to the need network. to obtain construction access to complete the proposed improvements at the various stations. These effects will 6.2.1.2 Operations and Maintenance vary depending on the location of the improvements relative to the existing station infrastructure (accesses and parking), the extent of improvements required, and the opportunities/constraints imposed by the adjacent land The forecasted increases in ridership on the Barrie rail corridor will have an effect on the transportation accesses use and adjacent road network. These factors are discussed further below and will be considered further as part to the station (e.g., road, transit, active transportation), as well as on the traffic operations on the road network in of the detailed design for these works. the area of the stations. The extent of these effects will depend on the magnitude of the ridership increases and the opportunities/constraints imposed by the adjacent road network and access linkages, described as follows: The construction of the station improvements will have a temporary effect on the existing accesses, potentially the adjacent road networks and parking at the stations where it is expected that construction access and Rutherford GO Station construction staging may need to use this existing infrastructure. Stations that are expected to experience such The intersection of Rutherford Road/Westburne Drive/Barrhill Road is forecasted to have congested effects include: traffic operations under 2021 conditions; King City GO Station - Construction access is assumed through the existing parking area on the west side of The intersection of Rutherford Road/GO Station Access is forecasted to have congested traffic operations the tracks; approximately 30 existing parking spaces will be permanently removed to facilitate construction; under 2025 conditions;
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Potential need for improved transit connections to continue to provide acceptable access to the GO The intersection of Green Lane East/Concession Road 2 currently has congested traffic operations; Station with the increased GO ridership; and The intersection of Green Lane East/GO Station Access is forecasted to have congested traffic operations Potential need for improvements to active transportation linkages to the station. under 2025 conditions;
Maple GO Station Potential need for improved transit connections to continue to provide acceptable access to the GO The intersections of McNaughton Road/Troon Avenue/Rodinea Road and Major Mackenzie Drive/Peter Station with the increased GO ridership; and Rupert Avenue/McNaughton Road are forecasted to have congested traffic operations under 2021 Potential need for improvements to active transportation linkages to the station. conditions; Bradford GO Station The intersection of Major Mackenzie Drive West/Hill Street is forecasted to have congested traffic operations under 2025 conditions; The intersection of Bridge Street/Dissette Street currently is approaching congested traffic operations; Potential need for improved transit connections to continue to provide acceptable access to the GO The intersection of Dissette Street/GO Station Access North is forecasted to have congested traffic Station with the increased GO ridership; and operations under 2021 conditions; Potential need for improvements to active transportation linkages to the station. Potential need for improved transit connections to continue to provide acceptable access to the GO Station with the increased GO ridership; and King City GO Station Potential need for improvements to active transportation linkages to the station. The intersection of King Road/Keele Street is forecasted to have congested traffic operations under 2025 conditions; Barrie South GO Station
Potential need for improved transit connections to continue to provide acceptable access to the GO The intersection of Yonge Street/Mapleview Drive East is forecasted to have congested traffic operations Station with the increased GO ridership; and under 2021 conditions;
Potential need for improvements to active transportation linkages to the station. Potential need for improved transit connections to continue to provide acceptable access to the GO Aurora GO Station Station with the increased GO ridership; and The intersections of Wellington Street East/Ross Street, Industrial Parkway South/GO Access South and Potential need for improvements to active transportation linkages to the station. Wellington Street East/Industrial Parkway are forecasted to have congested traffic operations under 2021 Allandale Waterfront GO Station conditions; Potential need for improvements to active transportation linkages to the station. Potential need for improved transit connections to continue to provide acceptable access to the GO Station with the increased GO ridership; and 6.2.2 Mitigation Measures Details regarding the mitigation measures to be considered in the design and construction of the GO Station Potential need for improvements to active transportation linkages to the station. improvements proposed as part of the BRCE Project to address the potential effects, where possible, are provided Newmarket GO Station below. Davis Drive has recently undergone a major redevelopment to incorporate the Region’s Viva Yellow BRT 6.2.2.1 Construction line along this corridor. This redevelopment has provided a road and transit network that can Through the detailed designs and approvals it is expected that Metrolinx will make the necessary arrangements accommodate the station upgrades proposed in the BRCE Project. However, it is expected that there for construction access and staging, including determining adequate construction hauling routes, the provision of may still be some need to implement additional direct transit routes to serve some of the residential temporary or permanent access easements and off-site parking arrangements for construction workers, etc. subdivisions in the area and that a second road access be provided to the GO Station lands, for security Design and construction plans will include site-specific Traffic Control and Management Plans, delineation of of access operations; and staging areas, wayfinding signage, and parking lot adjustments. Where possible, use of local residential streets Potential need for improvements to active transportation linkages to the station. for construction access purposes, will be restricted. East Gwillimbury GO Station
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Where significant parking lot reductions are required to temporarily facilitate construction, Metrolinx will consider must use existing station accesses and/or remove existing station parking, the temporary net effect will be use of temporary off-site parking and shuttle buses as an alternate arrangement. increased inconvenience where no parking expansions are proposed to offset the parking reductions. Metrolinx will work collaboratively with York Region to coordinate the construction at the Rutherford GO Station 6.2.3.2 Operations and Maintenance with the planned Rutherford Road grade separation project. The net effects during the operations and maintenance phase have been considered on a station by station basis. For all GO Stations, it is expected that with the implementation of the updated 2013 GO Transit Rail Parking and 6.2.2.2 Operations and Maintenance Station Access Plan, the effects to parking and station access will be minimized as discussed below: The mitigation of operations and maintenance effects was considered on a station by station basis, below. For all GO Stations, parking and station access will be assessed as part of the update to the 2013 GO Transit Rail Rutherford GO Station Parking and Station Access Plan: No net effects are anticipated to either transit networks or active transportation (pedestrian/cyclist) Rutherford GO Station networks, assuming that the identified external works are implemented by the respective authorities.
An additional northbound left-turn lane may be required at the intersection of Rutherford Road/GO Station Maple GO Station Access, if major parking expansions are proposed to use this access; and No net effects are anticipated to either transit networks or active transportation (pedestrian/cyclist) Consider providing an improved pedestrian connection between Rutherford Road and the GO Station networks, assuming that the identified external works are implemented by the respective authorities. platforms. King City GO Station Maple GO Station No net effects are anticipated to active transportation (pedestrian/cyclist) networks, assuming that the Consider implementing a bus loop off of Hill Street to better serve the GO Station. identified external works are implemented by the respective authorities.
King City GO Station Aurora GO Station
Provide additional bicycle parking, as necessary, to respond to growth demands. No net effects are anticipated to active transportation (pedestrian/cyclist) networks, assuming that the identified external works are implemented by the respective authorities. Newmarket GO Station Newmarket GO Station Coordinate with the Town of Newmarket regarding their planning for a new local road connection between Main Street North and the GO Station, including a new overpass of the Barrie rail corridor. Risk of access disruption will remain high until a second access can be provided to the station lands; and
East Gwillimbury GO Station No net effects are anticipated to either transit networks or active transportation (pedestrian/cyclist) networks, assuming that the identified external works are implemented by the respective authorities. Consider further access connections to the station from the Nokiidaa Bike Trail, Main Street North and the Haines Road residential subdivision. East Gwillimbury GO Station
Bradford GO Station No net effects are anticipated to either the transit networks that are planned or active transportation (pedestrian/cyclist) networks, assuming that the identified external works are implemented by the Consider signalizing the intersection of Dissette Street/GO Station Access and adding a westbound left- respective authorities. turn lane. Bradford GO Station 6.2.3 Net Effects With the implementation of the identified mitigation measures, the potential effects will be minimized. However, No net effects are anticipated to the active transportation (pedestrian/cyclist) networks, assuming that the some net effects may remain from the construction and operations/maintenance of the GO Station improvements identified external works are implemented by the respective authorities; and proposed as part of the BRCE Project. These net effects are detailed below. The Town of Bradford West Gwillimbury may face increasing pressure to improve transit service to respond 6.2.3.1 Construction to potential growth in GO ridership. However, the overall result could be a positive effect by increasing local Generally the construction of the works proposed as part of the BRCE Project will have no net traffic-related transit usage and reducing vehicular traffic during peak periods. effects where construction access will be external to the GO Station lands. However, where access and staging
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Barrie South GO Station 6.2.5 Recommendations for Consideration by Others The following recommendations are provided for consideration by the municipalities who have GO Stations within No net effects are anticipated to either transit networks or active transportation (pedestrian/cyclist) their respective jurisdictions: networks, assuming that the identified external works are implemented by the respective authorities. Rutherford GO Station Allandale Waterfront GO Station York Region are encouraged to proceed with their plans for an upgraded transit system (HOV/Transit No net effects are anticipated to either transit networks or active transportation (pedestrian/cyclist) Priority Lanes) on Rutherford Road; and networks. Use of non-auto modes of access should be promoted, and the City of Vaughan and York Region are 6.2.4 Monitoring Activities encouraged to continue to implement improvements that will reduce vehicular access demands to the Monitoring required confirming that the mitigation measures are effective in addressing the potential effects of the GO Station (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), proposed GO Station works is detailed below. including the Region’s planned cycling facilities on Keele Street. 6.2.4.1 Construction Maple GO Station Construction inspection, by Metrolinx and, if necessary, the municipal authorities, will ensure that the approved designs and site-specific Traffic Control and Management Plans are effectively implemented, and the prescribed York Region are encouraged to proceed with their plans for an upgraded transit system (Viva Silver BRT mitigation measures are working as planned. service) on Major Mackenzie Drive West in 2019; and
Parking effects at the stations will be monitored, as construction occurs, to identify if temporary off-site parking Use of non-auto modes of access should be promoted, and the City of Vaughan and York Region are arrangements should be implemented. This monitoring should include the identification of parking requirements encouraged to continue to implement improvements that will reduce vehicular access demands to the to support ongoing station operations, potential spill-over parking into adjacent areas and off-site parking for GO Station (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM). construction workers. King City GO Station Metrolinx will monitor pedestrian/cyclist movements at the stations, as construction occurs, to ensure that safe Use of non-auto modes of access should be promoted, and the Township of King and York Region are pedestrian/cyclist routes and access are provided through and/or adjacent to construction work areas. Pedestrian encouraged to continue to implement improvements that will reduce vehicular access demands to the routes and access, including temporary pedestrian facilities, will comply with the requirements of the Accessibility GO Station (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), for Ontarians with Disabilities Act and must be properly signed and lighted. Special facilities, such as handrails, including the Township’s planned bicycle route on Station Road and the Region’s planned cycling facilities fences and walkways, will be provided for pedestrian safety. on Keele Street, King Road, and King-Vaughan Road. Access during construction will be monitored to minimize potential effects such as increased dust, mud tracking Aurora GO Station onto roadways, and property damage, to the extent practical. Metrolinx and/or its Contractor will respond to all construction-related complaints in an effective and timely manner. The Town of Aurora is proceeding with improvements to Industrial Parkway South which will help address sidewalk gaps and the Town is encouraged to continue to upgrade their infrastructure to improve access 6.2.4.2 Operations and Maintenance to the GO Station; and Metrolinx will keep informed of matters that may affect GO Station operations (e.g., road network improvements, transit improvements, active transportation improvements) and will continue to liaise and coordinate with Use of non-auto modes of access should be promoted, and the Town of Aurora and York Region are potentially affected municipal road and transit authorities on these matters. In high growth areas and where encouraged to implement improvements that will reduce vehicular access demands to the GO Station stations may be affected, Metrolinx will review future Traffic Impact Study reports and/or transportation plans, (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), including the prepared by developers or municipalities, to ensure that the forecasted station operations are not adversely Region’s planned frequent transit network on Wellington Street East and Bayview Avenue, and their affected, and to provide feedback, if necessary, on proposed improvements to the transportation network. planned cycle facilities on Wellington Street East, Yonge Street and Bayview Avenue.
Metrolinx will continue to monitor parking (vehicular and bicycle) at the stations as GO ridership growth occurs, Newmarket GO Station in order to increase the parking supply, as necessary. Use of non-auto modes of access should be promoted, and the Town of Newmarket and York Region are encouraged to implement improvements that will reduce vehicular access demands to the GO Station
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(e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), including 6.3.1.1 Construction planned bicycle facilities on Prospect Street. Potential effects during construction will primarily relate to the need for construction traffic to access the proposed layover facility site. However, since the site is located within an existing industrial park, it is not anticipated that East Gwillimbury GO Station the construction traffic will have any significant effect on the road network. Given that the layover facility is located Use of non-auto modes of access should be promoted and the Town of East Gwillimbury and York Region within a long-established industrial park with good site access, the traffic effects of this facility are considered to are encouraged to implement improvements that will reduce vehicular access demands to the GO Station be minor during the construction phase. (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), including the 6.3.1.2 Operations and Maintenance Region’s planned rapid transit corridor/frequent transit route on Green Lane East; and Since there are only 32 parking spaces proposed at the site, the Bradford Layover Facility will not generate a The Town of East Gwillimbury and York Region are encouraged to continue to petition the MTO to significant amount of traffic. As such, it is expected that the site traffic will have a negligible effect on the facilitate implementation of the Bradford Bypass to divert some traffic away from the critical Green Lane surrounding road network. East/Concession Road 2 intersection. The Barrie rail corridor intersects Industrial Road approximately 680 metres south of the southern boundary of Bradford GO Station the proposed layover facility. It is assumed that the volume of traffic travelling over the crossing is low due to its location and the minor amount of industrial activity to the east. Therefore, it is projected that the increased volume Use of non-auto modes of access should be promoted and the Town of Bradford West Gwillimbury is of trains (that will be travelling at low speeds) near the layover facility will not have a significant effect on traffic at encouraged to implement improvements that will reduce vehicular access demands to the GO Station the crossing. Given its location within a long-established industrial park, the traffic effects of this facility are (e.g., improved transit connections, improved pedestrian/cyclist linkages, additional TDM), including considered to be minor during the operations/maintenance phase. expanded transit service hours and planned cycling routes in the area of the station; and The Town of Bradford West Gwillimbury OP identifies a potential Highway 400/404 Link (Bradford Bypass), The Town of Bradford West Gwillimbury and County of Simcoe are encouraged to continue to petition proposed to be located immediately to the south of the layover facility lands. This potential future Highway 400/404 the MTO to facilitate implementation of the Bradford Bypass to divert some traffic away from the critical Link (Bradford Bypass) is proposed to be grade separated over the Barrie rail corridor, and it is not anticipated to Dissette Street/Bridge Street intersection. be affected by layover facility operations. Barrie South GO Station 6.3.2 Mitigation Measures Use of non-auto modes of access should be promoted and the City of Barrie is encouraged to implement Details regarding the mitigation measures to be considered during the design and construction of the Bradford improvements that will reduce vehicular access demands to the GO Station (e.g., improved transit Layover Facility, to address the potential effects, where possible, are provided below. connections, improved pedestrian/cyclist linkages, additional TDM), including planned transit connections 6.3.2.1 Construction to the Hewitt’s Secondary Plan Area, and planned bicycle lanes on Yonge Street and Mapleview Drive During the detailed design of the Bradford Layover Facility, Metrolinx will liaise with the Town of Bradford West East. Gwillimbury to identify and address any construction traffic related issues and to determine adequate construction Allandale Waterfront GO Station hauling routes. At that time, a site-specific Traffic Control and Management Plan will be prepared, identifying the specific mitigation requirements to address anticipated effects. The City of Barrie is encouraged to continue to plan for active transportation (pedestrian/cyclist) improvements that would serve the GO Station. 6.3.2.2 Operations and Maintenance No mitigation measures are required during the operations/maintenance phase. 6.3 Bradford Layover Facility This section documents the potential effects on traffic resulting from the construction and operations/maintenance 6.3.3 Net Effects of the proposed Bradford Layover Facility. The potential effects associated with the Bradford Layover Facility will be minimized with the implementation of the identified mitigation measures. However, some net effects may remain due to construction and 6.3.1 Potential Effects operations/maintenance activities as detailed below. The following sections further describe the potential effects during both the construction phase as well as in the long term with regards to operations/maintenance of the Bradford Layover Facility. 6.3.3.1 Construction The potential construction-related traffic effects will be minimized by the implementation of the site-specific Traffic Control and Management Plan, with some negligible net effects possible.
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6.3.3.2 Operations and Maintenance No traffic related net effects are anticipated during the operations/maintenance phase. 6.3.4 Monitoring Activities The monitoring required to confirm the mitigation measures are effectively addressing the potential effects of the proposed layover facility works is detailed below. 6.3.4.1 Construction Metrolinx will carry out construction inspection for the Bradford Layover Facility works to ensure that the site- specific Traffic Control and Management Plan is effectively implemented and the prescribed mitigation measures are working as planned. 6.3.4.2 Operations and Maintenance No traffic related monitoring is required during the operations/maintenance phase. 6.4 Summary of Potential Effects, Mitigation Measures, Net Effects and Monitoring Activities The potential effects, mitigation measures and recommended monitoring activities as they pertain to the proposed construction works, and operations and maintenance phases of the Rail Infrastructure, GO Station Improvements and Bradford layover facility are summarized in the Table 6-1, Table 6-2, and Table 6-3, respectively. Mitigation measures are necessary prior to BRCE Project implementation to reduce the potential effects associated with the proposed works. Additionally, recommended monitoring activities help to confirm the mitigation measures are working effectively.
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Table 6-1: Summary of Impact Assessment of the Preferred Design (Rail Infrastructure) Mitigation Crossing Type Potential Effects Mitigation Measures Net Effects Monitoring Activities Monitoring Responsibility Responsibility Construction Coordinate work with municipalities carrying out other planned road projects. Provide advance notification of works to Confirm that construction of the municipalities, transit companies, emergency Metrolinx grade separation expansions follow Contractor service providers and the general public, and detailed design drawings. consult with affected parties where required. Encourage travel via alternate modes during construction phase. Existing Grade Potential temporary lane closures Determine adequate construction hauling routes in Potential temporary traffic Construction inspection to monitor Separated and/or road closures to facilitate consultation with municipalities. delays due to lane reductions. that work is performed in Crossings at Major construction where existing grade Consultant Consultant (Environmental Prepare site-specific Traffic Control and Potential for traffic diversion accordance with the site-specific Mackenzie Drive separations need to be widened, (Detailed Design) Inspector) Management Plans prior to Project construction for along alternate routes during Traffic Control and Management (Mile 18.10), Yonge resulting in increased congestion on implementation during construction. construction may result in Plans. Street (Mile 28.50) adjacent road network and temporary increase in traffic and Coxmill Road decreased access to adjacent lands Maintain reasonable access through work zone, as along alternate routes. (Mile 61.14) and businesses. much as possible. Provide wayfinding signage and travel time alert signage through work zone. Maintain pedestrian/cyclist access through work Contractor zone. Alter work periods/times to minimize disruption during peak periods. Adjust traffic controls during construction to respond to traffic conditions. Potential temporary lane closures Same Potential for traffic diversion and/or traffic detours to facilitate responsibilities as along alternate routes during Same monitoring activities as noted Same responsibilities as At-Grade Road/Rail construction may result in increased Same mitigation as noted above for “Existing Grade noted above for construction may result in above for Existing Grade Separated noted above for Existing Crossings congestion on adjacent road network Separated Crossings”. Existing Grade temporary increase in traffic Crossings. Grade Separated Crossings. and decreased access to adjacent Separated along alternate routes. lands and businesses. Crossings. At-Grade Private Access through crossing may be Crossings at Mile Consult and coordinate construction with private Periods of restricted access are No monitoring activities are restricted during construction of Metrolinx Not applicable. 11.90, Mile 41.02 owner of crossing. anticipated during construction. required. expanded crossing. and Mile 41.25
This crossing is planned to be grade Monitoring will be undertaken in At-Grade Rail/Rail Mitigation measures to be undertaken in Refer to the Davenport Grade separated in accordance with the accordance with the Davenport Crossing at Mile accordance with the Davenport Diamond Grade Metrolinx Separation EPR (May 2016) for Metrolinx Davenport Diamond Grade Diamond Grade Separation EPR 4.60 Separation EPR (May, 2016). details. Separation EPR (May, 2016). (May, 2016).
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Mitigation Crossing Type Potential Effects Mitigation Measures Net Effects Monitoring Activities Monitoring Responsibility Responsibility Construction Construction inspection to monitor Coordinate with affected municipalities/trail site-specific Traffic Control and At-Grade Active Temporary disruption to trail authorities to minimize the time for interruption of The temporary disruption to Management Plans and confirm Transportation operations during construction of trail operations and/or provide alternate linkages Consultant (Environmental Metrolinx trail operations during that temporary trail closures and (Pedestrian/Cyclist) additional track at active during construction. Inspector) construction will be minimized. detours are adequately signed and Crossings transportation crossings. Implement a public notification plan to detail trail sufficient notice is provided to the closures or modifications. public. Temporary restriction of access At-Grade Farm through the crossing during Consult and coordinate construction with the private No traffic-related net effects are No monitoring activities are Metrolinx Not applicable. Crossings construction of the expanded owner of the crossing. anticipated. required. crossing. Operations and Maintenance Existing Grade Separated Crossings at Major Mackenzie Drive No monitoring activities are No long term effects anticipated. No mitigation measures are required. Not applicable. No net effects anticipated. Not applicable. (Mile 18.10), Yonge required. Street (Mile 28.50) and Coxmill Road (Mile 61.14)
As a result of the additional track and A detailed safety assessment will be prepared for increased train volumes, there will be each crossing and provide preliminary screening for a greater exposure for motorists and improvement requirements. pedestrians, thus increasing the Consideration of additional operational Consultant Queuing and congestion will potential for accidents. enhancements (e.g., signal pre-emption, pre- (Detailed Design) increase as vehicular volumes Monitor exposure index and safety Increased potential for conflict signals, etc.) is recommended prior to Project and train volumes increase. At-Grade Road/Rail at the crossings, and reassess between road and rail operations construction for crossings where potential traffic Long term travel Metrolinx Crossings warning system and protection (congestion, queuing etc.). queuing issues may develop. patterns/access may be requirements. Changes to access/travel patterns in A further analysis of existing at-grade crossings will changed in the area of the at- the immediate area of the crossing be conducted as part of a separate study (outside grade crossing. resulting from an increase in travel the scope of the BRCE TPAP), in consultation with Metrolinx delays due to railway crossing municipalities, to determine which, if any, ought to operations. be replaced with an underpass or overpass. Increased train volumes will result in additional delays to the vehicles Notify private owners of rail operations to allow for At-Grade Private travelling over the crossing. The potential for accidents at Monitor exposure index and safety coordination of crossing times. Crossings at Mile As a result of the additional track and crossings due to increased at crossings as service levels Upgrade crossing warning systems to meet Metrolinx Metrolinx 11.90, Mile 41.02 increased train volumes, there will be train volumes and additional increase; reassess warning system Transport Canada’s Grade Crossing Standards, and Mile 41.25 a greater exposure for motorists and track will be minimized. requirements periodically. once warranted. pedestrians, thus increasing the potential for accidents. At-Grade Rail/Rail Mitigation measures to be undertaken in This crossing is planned to be grade Monitoring will be undertaken in Crossings at Mile accordance with the Davenport Diamond Grade Metrolinx Not Applicable Metrolinx separated in accordance with the accordance with the Davenport 4.60 Separation EPR (May, 2016).
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Mitigation Crossing Type Potential Effects Mitigation Measures Net Effects Monitoring Activities Monitoring Responsibility Responsibility Construction Davenport Diamond Grade Diamond Grade Separation EPR Separation EPR (May, 2016). (May, 2016). For proposed crossings, Metrolinx will work with affected municipalities to design crossings with adequate crossing warning systems, protection measures, or grade separations, taking into consideration the requirements of the BRCE Obtain further municipal input and As a result of the additional track and Project. Metrolinx identify environmental effects of increased train volumes, there will be Ensure that adequate pedestrian/cyclist connections potential future upgrade options. At-Grade Active a greater exposure for pedestrians are provided to access the stations. The potential for accidents at Identify the potential for screening Transportation and cyclists, thus increasing the Work collaboratively with municipalities/trail crossings due to increased tools at active transportation Metrolinx (Pedestrian/Cyclist) potential for accidents. authorities to develop customized pedestrian train volumes and additional crossings to identify future upgrade Crossings Increased need for stations to have policies and warrants for trails crossing or along the track will be minimized. requirements. adequate pedestrian/cyclist access Barrie rail corridor. Monitor safety of crossings as and linkage to broader networks. Relocation requirements or upgrades of crossing service levels increase. warning systems, protection measures, or grade separations for existing active transportation Consultant crossings will be considered, in accordance with (Detailed Design) Transport Canada’s Grade Crossing Standards prior to Project construction. Increased train volumes will result in Notify private owner of rail operations to allow for Monitor exposure index and safety additional delays to the vehicles coordination of crossing times. at crossings as service levels travelling over the crossing. The potential for accidents at Upgrade crossing warning systems to meet increase. At-Grade Farm As a result of the additional track and crossings due to increased Transport Canada’s Grade Crossing Standards, Metrolinx Reassess warning system Metrolinx Crossings increased train volumes, there will be train volumes and additional once warranted, and discuss the potential for requirements periodically. a greater exposure for farm vehicles track will be minimized. closure of the crossing with the private owner of the Reassess potential for closure if and workers, thus increasing the crossing, if an alternate travel route exists. conditions change over time. potential for accidents.
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Table 6-2: Summary of Impact Assessment of the Preferred Design (GO Station Improvements)
GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility Proposed Caledonia This new station has been planned under a separate TPAP study, which has adequately identified the effects, mitigation measures, net effects, and monitoring activities, including those associated with the BRCE Project. GO Station Proposed Downsview This new station has been planned under a separate TPAP study, associated with the Toronto-York Spadina Subway Extension, with the traffic issues continuing to be studied as part of the City of Toronto’s Downsview Major Park GO Station Roads EA Study. It is expected these associated studies will adequately identify the effects, mitigation measures, net effects, and monitoring activities, taking into consideration the BRCE Project. York University GO There are currently no works proposed at this station as part of the BRCE Project. Station Construction Coordinate construction with York Region as it relates to its proposed Metrolinx Rutherford Road grade separation Construction access is required to project. the east side of the tracks which is Monitor construction access to confirm With the implementation of a constrained by the local residential Determine adequate construction effects are minimized (e.g., dust, mud site-specific Traffic Control Rutherford GO Station development in that area. hauling routes in consultation with tracking, property or environmental Contractor municipalities. and Management Plan, traffic Temporary access may be needed damage) and respond to complaints in Consultant (Detailed disruption will be minimized. from Rutherford Road, which could Prepare and implement site-specific an effective and timely manner. Design) cause minor traffic disruptions. Traffic Control and Management Plan including delineation of staging areas, wayfinding signage, parking lot adjustments, etc. Consider temporary off-site parking and shuttle buses if parking is significantly Metrolinx Construction access is required to reduced due to construction activities. Monitor construction access to confirm the west side of the tracks and is Temporary reduction in effects are minimized (e.g., dust, mud constrained by the local residential Determine adequate construction parking at the station and tracking, property or environmental Maple GO Station development in that area. hauling routes in consultation with Contractor municipalities. decreased convenience for damage), and respond to any Construction staging areas may Consultant (Detailed GO riders. complaints in an effective and timely have minor effects on existing GO Prepare and implement site-specific Design) manner. Station parking areas. Traffic Control and Management Plan including delineation of staging areas, wayfinding signage, parking lot adjustments, etc. Determine adequate construction Construction access is from the hauling routes in consultation with west side of the tracks and is municipalities. Monitor pedestrian access and parking constrained by the existing GO Reduction in parking at the Prepare and implement site-specific Consultant (Detailed during construction, and respond to any King City GO Station Station parking area and adjacent station and decreased Contractor Traffic Control and Management Plan Design) complaints in an effective and timely environmental areas. convenience for GO riders. including delineation of staging areas, manner. Platform work will remove some wayfinding signage, parking lot parking at this station. adjustments, etc. Construction zone of new platform Monitor pedestrian access and parking Determine adequate construction will temporarily affect pedestrian during construction. Monitor hauling routes in consultation with access to existing platform and will Reduction in parking at the construction access to confirm effects municipalities. Consultant (Detailed Aurora GO Station reduce the available parking at this station and decreased are minimized (e.g., dust, mud tracking, Contractor Prepare and implement site-specific Design) station. convenience for GO riders. property or environmental damage) and Traffic Control and Management Plan Construction access to be through respond to any complaints in an including delineation of staging areas, existing GO Station parking lot, effective and timely manner.
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility which may temporarily reduce wayfinding signage, parking lot parking and inconvenience GO adjustments, etc. riders. Determine adequate construction hauling routes in consultation with Monitor construction access to confirm Construction access from the west municipalities. effects are minimized (e.g., dust, mud side of the tracks is constrained Prepare and implement site-specific Consultant (Detailed No net effects are anticipated tracking, property or environmental Newmarket GO Station Contractor (local residential streets, Traffic Control and Management Plan Design) during construction. damage), and respond to any environmental areas). including delineation of staging areas, complaints in an effective and timely wayfinding signage, parking lot manner. adjustments, etc. Determine adequate construction hauling routes in consultation with municipalities. Need for construction access from Monitor construction access to confirm Prepare and implement site-specific Consultant (Detailed No net effects are anticipated Green Lane East, through lands to effects are minimized (e.g., dust, mud Traffic Control and Management Plan Design) during construction, assuming East Gwillimbury GO the east of the tracks. tracking, property or environmental including delineation of staging areas, agreements made for Contractor Station Potential temporary closure or damage), and respond to any wayfinding signage, parking lot construction access and detour of existing trail system along complaints in an effective and timely adjustments, etc. staging. the east side of the rail ROW. manner. Temporarily re-route trail system around Consultant (Detailed the construction zone. Design) and Contractor Monitor pedestrian access and parking Determine adequate construction during construction. Monitor Construction access to be through hauling routes in consultation with construction access to confirm no existing GO Station parking lot, municipalities. Temporary reduction in negative effects (e.g., dust, mud which will temporarily reduce the Prepare and implement site-specific Consultant (Detailed parking at the station and Bradford GO Station tracking, property or environmental Contractor available parking at this station and Traffic Control and Management Plan Design) decreased convenience for damage) and respond to any complaints affect pedestrian access to the including delineation of staging areas, GO riders. in an effective and timely manner. existing platform. wayfinding signage, parking lot Monitor parking effects during adjustments, etc. construction. Construction access from Determine adequate construction Mapleview Drive East is not likely Monitor construction access to confirm hauling routes in consultation with feasible and therefore construction effects are minimized (e.g., dust, mud municipalities. Temporary reduction in access will be required through the tracking, property damage etc.) and Barrie South GO Prepare and implement site-specific Consultant (Detailed parking at the station and existing GO Station Access, which respond to any complaints in an Contractor Station Traffic Control and Management Plan Design) decreased convenience for will temporarily reduce the effective and timely manner. including delineation of staging areas, GO riders. available parking at this station and Monitor parking effects during wayfinding signage, parking lot may affect pedestrian access to the construction. adjustments, etc. existing platform. Determine adequate construction Monitor construction access to confirm hauling routes in consultation with effects are minimized (e.g., dust, mud municipalities. Temporary reduction in Construction of new platform may tracking, property damage etc.) and Allandale Waterfront Prepare and implement site-specific Consultant (Detailed parking at the station and temporarily affect existing GO respond to any complaints in an Contractor GO Station Traffic Control and Management Plan Design) decreased convenience for Station parking on Gowan Street. effective and timely manner. including delineation of staging areas, GO riders. Monitor parking effects during wayfinding signage, parking lot construction. adjustments, etc.
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility
Make arrangements for temporary parking off-site, with shuttle bus Metrolinx connection, if required. Operations and Maintenance Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail Need for increased parking and Monitor parking utilization (both 2013 GO Transit Rail Parking and Parking and Station Access associated improvements to the Metrolinx vehicular and bicycle) and station Metrolinx Station Access Plan. Plan, the effects to parking road access to the station. access operations. Provide additional bicycle parking to and station access will be respond to demand, as required. minimized. No monitoring activities are required. No net effect to transit system Keep informed of York Region and City Need for improved transit No mitigation measurements required is anticipated, assuming the Not applicable. of Vaughan future plans for transit Metrolinx Rutherford GO Station connections to the station. by Metrolinx. Region implements the improvements and provide feedback improvements identified. related to station access, if necessary.
No monitoring activities are required. No net effect to active Keep informed of York Region and City Need for improvements to active Investigate options for direct pedestrian transportation linkages is of Vaughan future plans for active transportation (pedestrian/cyclist) access from Rutherford Road to the Metrolinx anticipated, assuming Metrolinx transportation improvements and linkages to the station. station platform. additional facilities are provide feedback related to station implemented. access, if necessary.
Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail Need for increased parking and Monitor parking utilization (both 2013 GO Transit Rail Parking and Parking and Station Access associated improvements to the Metrolinx vehicular and bicycle) and station Metrolinx Station Access Plan. Plan, the effects to parking road access to the station. access operations. Provide additional bicycle parking to and station access will be respond to demand, as required. minimized. No net effect to transit system No monitoring activities are required. Consider implementing a bus loop off of is anticipated, assuming the Keep informed of York Region future Need for improved transit Hill Street to better service the GO Metrolinx Region implements its higher plans for transit improvements and Metrolinx Maple GO Station connections to the station. Station. order transit system in this provide feedback related to station area. access, if necessary. No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect to active Keep informed of York Region and City Need for improvements to active Promote active transportation and transportation linkages of Vaughan future plans for active transportation (pedestrian/cyclist) encourage the City of Vaughan and Metrolinx anticipated, assuming Metrolinx transportation improvements and linkages to the station. York Region to continue to implement additional facilities are provide feedback related to station improvements to active transportation developed as planned. access, if necessary. linkages in the study area. Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail Need for increased parking and Monitor parking utilization (both 2013 GO Transit Rail Parking and Parking and Station Access King City GO Station associated improvements to the Metrolinx vehicular and bicycle) and station Metrolinx Station Access Plan. Plan, the effects to parking road access to the station. access operations. Provide additional bicycle parking to and station access will be respond to demand, as required. minimized.
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect anticipated, Keep informed of York Region future Need for improved transit Encourage YRT to consider assuming improvements to Metrolinx plans for transit improvements and Metrolinx connections to the station. enhancements to the service level on transit connections are provide feedback related to station existing transit routes to improve transit implemented as necessary. access, if necessary. connections to the station. No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect to active Keep informed of York Region and King Need for improvements to active Promote active transportation and transportation linkages Township future plans for active transportation (pedestrian/cyclist) encourage York Region and King Metrolinx anticipated, assuming Metrolinx transportation improvements and linkages to the station. Township to continue to develop additional facilities are provide feedback related to station improved cycling and pedestrian developed as planned. access, if necessary. facilities. Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail Need for increased parking and Monitor parking utilization (both 2013 GO Transit Rail Parking and Parking and Station Access associated improvements to road Metrolinx vehicular and bicycle) and station Metrolinx Station Access Plan. Plan, the effects to parking access to the station. access operations. Provide additional bicycle parking to and station access will be respond to demand, as required. minimized. No mitigation measures are required by Metrolinx. Encourage York Region to consider No monitoring activities are required. No net effect anticipated, enhancing bus service connections to Keep informed of York Region future Need for improved transit assuming improvements to Aurora GO Station the GO Station from neighbourhoods in Metrolinx plans for transit improvements and Metrolinx connections to the station. transit connections are the study area and implement the provide feedback related to station implemented as necessary. planned frequent transit network on access, if necessary. Wellington Street East and on Bayview Avenue. No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect to active Keep informed of York Region and Need for improvements to active Promote active transportation and transportation linkages, Town of Aurora future plans for active transportation (pedestrian/cyclist) Metrolinx Metrolinx encourage York Region and the Town of assuming additional facilities transportation improvements and linkages to the station. Aurora to continue to develop improved are developed as planned. provide feedback related to station cycling and pedestrian facilities. access, if necessary. Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail 2013 GO Transit Rail Parking and Parking and Station Access Station Access Plan. Monitor parking utilization (both Plan, the effects to parking Need for increased parking and Provide additional bicycle parking to vehicular and bicycle) and station and station access will be associated improvements to road respond to demand, as required. Metrolinx access operations. Metrolinx minimized. access to the station. Coordinate with the Town of Newmarket Continue to monitor status of new local Newmarket GO Station Risk of access disruption will about their further assessment of a new road connection to GO Station. remain high until a second local road connection to the GO Station access can be provided to the from Main Street North (requires station lands. overpass of Barrie rail corridor). No monitoring activities are required. Need for improved transit No mitigation measures are required by No net effect to transit system Metrolinx Keep informed of future York Region Metrolinx connections to the station. Metrolinx. is anticipated, considering the plans for transit improvements and
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility Encourage YRT to consider more direct availability of higher order provide feedback related to station bus routes to the station to serve some transit in this area. access, if necessary. of the residential subdivisions in the area. No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect to active Keep informed of York Region and Need for improvements to active Promote active transportation and transportation linkages, Town of Newmarket future plans for transportation (pedestrian/cyclist) encourage York Region and the Town of Metrolinx Metrolinx assuming additional facilities active transportation improvements and linkages to the station. Newmarket to continue to develop are developed as planned. provide feedback related to station improved cycling and pedestrian access, if necessary. facilities. Parking and station access will be assessed as part of the update to the 2013 GO Transit Rail Parking and Station Access Plan. With the implementation of Monitor parking utilization (both Provide additional bicycle parking to the updated GO Transit Rail Need for increased parking and vehicular and bicycle) and station respond to demand, as required. Parking and Station Access associated improvements to road Metrolinx access operations. Metrolinx Encourage the Town of East Plan, the effects to parking access to the station. Monitor status of Highway 400/404 Link Gwillimbury and York Region to and station access will be (Bradford Bypass) project. continue to petition the MTO to facilitate minimized. implementation of the Highway 400/404 Link (Bradford Bypass) to divert traffic away from this area. East Gwillimbury GO No mitigation measures are required by Station No monitoring activities are required. Metrolinx. No net effect anticipated, Keep informed of York Region future Need for improved transit Encourage the Region to implement assuming planned transit Metrolinx plans for transit improvements and Metrolinx connections to the station. their planned rapid transit improvements are provide feedback related to station corridor/frequent transit route on Green implemented. access, if necessary. Lane in the study area. No net effect to active No mitigation measures are required by No monitoring activities are required. transportation linkages, Metrolinx. Keep informed of York Region and Need for improvements to active assuming additional facilities Consider further access connections to Town of East Gwillimbury future plans transportation (pedestrian/cyclist) Metrolinx are developed. If improved Metrolinx the station from the Nokiidaa Bike Trail, for active transportation improvements linkages to the station. connections are not made, Main Street North and the Haines Road and provide feedback related to station ridership will be constrained residential subdivision. access, if necessary. for these access modes. Parking and station access will be assessed as part of the update to the 2013 GO Transit Rail Parking and With the implementation of Station Access Plan. Monitor parking utilization (both the updated GO Transit Rail Need for increased parking and Provide additional bicycle parking to vehicular and bicycle) and station Parking and Station Access Bradford GO Station associated improvements to road respond to demand, as required. Metrolinx access operations. Metrolinx Plan, the effects to parking access to the station. Coordinate with the Town for Monitor status of Highway 400/404 Link and station access will be consideration of implementing (Bradford Bypass) project. minimized. signalization and the addition of a westbound left-turn lane at Dissette Street/GO Station access north.
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility Encourage the Town of Bradford West Gwillimbury to continue to petition the MTO to facilitate implementation of the Highway 400/404 Link (Bradford Bypass) to divert traffic away from Bridge Street. No monitoring activities are required. No mitigation measures are required by No net effect anticipated, Keep informed of future Town of Metrolinx. Need for improved transit assuming improvements to Bradford West Gwillimbury plans for Encourage the Town of Bradford West Metrolinx Metrolinx connections to the station. transit connections are transit improvements and provide Gwillimbury to consider improving transit implemented as necessary. feedback related to station access, if connections to the Bradford GO Station. necessary. No monitoring activities are required. Coordinate with the Town of Bradford No net effect to active Keep informed of future Town of Need for improvements to active West Gwillimbury to implement planned transportation linkages, Bradford West Gwillimbury plans for transportation (pedestrian/cyclist) Metrolinx Metrolinx cycling routes in the areas immediately assuming additional facilities active transportation improvements and linkages to the station. surrounding the station. are developed as planned. provide feedback related to station access, if necessary. Parking and station access will be With the implementation of assessed as part of the update to the the updated GO Transit Rail Need for increased parking and Monitor parking utilization (both 2013 GO Transit Rail Parking and Parking and Station Access associated improvements to road Metrolinx vehicular and bicycle) and station Metrolinx Station Access Plan. Plan, the effects to parking access to the station. access operations. Provide additional bicycle parking to and station access will be respond to demand, as required. minimized. No mitigation measures are required by Metrolinx. No monitoring activities are required. No net effect to transit Encourage the City of Barrie to continue Keep informed of future City of Barrie Need for improved transit system, assuming transit to monitor transit operations serving the Metrolinx plans for transit improvements and Metrolinx connections to the station. routes are developed as Barrie South GO GO Station and implement planned provide feedback related to station planned. Station transit connections to service the access, if necessary. Hewitt’s Secondary Plan area. No mitigation measures are required by Metrolinx. Promote active transportation and No monitoring activities are required. No net effect to active Need for improvements to active encourage the City of Barrie to Keep informed of future City of Barrie transportation linkages, transportation (pedestrian/cyclist) implement planned buffered bicycle Metrolinx plans for active transportation Metrolinx assuming additional facilities linkages to the station. lanes on Yonge Street and Mapleview improvements and provide feedback are developed as planned. Drive, and additional active related to station access, if necessary. transportation linkages to Hewitt’s Secondary Plan area. Monitor parking utilization (both Parking and station access will be With the implementation of vehicular and bicycle) and station assessed as part of the update to the the updated GO Transit Rail access operations. Need for increased parking and Allandale Waterfront 2013 GO Transit Rail Parking and Parking and Station Access Coordinate with the City of Barrie to associated improvements to road Metrolinx Metrolinx GO Station Station Access Plan. Plan, the effects to parking review Traffic Impact Study for future access to the station. Provide additional bicycle parking to and station access will be development adjacent to the GO Station respond to demand, as required. minimized. and ensure that acceptable traffic operations are maintained to the station.
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GO Station Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility No mitigation measures are required by No monitoring activities are required. Metrolinx. No net effect to active Need for improvements to active Keep informed of future City of Barrie Promote active transportation and transportation linkages, since transportation (pedestrian/cyclist) Metrolinx plans for active transportation Metrolinx encourage the City of Barrie to continue ridership growth at station is linkages to the station. improvements and provide feedback plan for active transportation linkages forecasted to be low. related to station access, if necessary. serving the GO Station.
Table 6-3: Summary of Impact Assessment of the Preferred Design (Bradford Layover Facility)
Layover Facility Potential Effects Mitigation Measures Mitigation Responsibility Net Effects Monitoring Activities Monitoring Responsibility Construction Coordinate construction access requirements with the Town of Bradford The potential effects on the West Gwillimbury, including adequate road network will be Monitor the effectiveness of the Traffic effects on surrounding road Surrounding Road construction hauling routes. Consultant (Detailed minimized by the Traffic Control and Management Plan. Consultant (Environmental network due to construction access Network Prepare a site-specific Traffic Control Design) implementation of the site- Respond to any complaints in an Inspector) to the Layover site. and Management Plan prior to Project specific Traffic Control and effective and timely manner. construction to be implemented during Management Plan. construction. Operations and Maintenance Minor increase of traffic through the Surrounding Road No mitigation measures required to No traffic-related net effects No traffic-related monitoring activities existing Artesian Industrial Not applicable. Not applicable. Network address minor traffic effects. are anticipated. required. Parkway.
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7. Conclusions and Recommendations to develop customized pedestrian/cyclist policies, screening tools and warrants for trails proposed to cross or run parallel to the Barrie rail corridor.
The traffic effects associated with the construction and operations/maintenance of the BRCE Project have been A total of 13 existing farm crossings were identified along the Barrie rail corridor. For private crossings where assessed as they relate to the three Project components - installation of new rail infrastructure, GO Station there are two or more tracks, a warning system with gates (RFBG) is required if the exposure index is over 100, improvements, and the proposed Bradford Layover Facility. The following sections provide the fundamental as per the Grade Crossing Standards (Transport Canada, July, 2014). Thus, consultation with the owners of these conclusions and recommendations based on this assessment. farm crossings will be undertaken prior to Project construction to determine the extent of vehicular use on the 7.1 Rail Infrastructure crossings and to facilitate design of an appropriate form of protection. Where alternate travel routes exist, further The additional track and increased service levels proposed to accommodate the future GO ridership forecasts consideration will be given to closure of applicable crossings. will require modifications to the various types of rail crossings along the Barrie rail corridor including the existing 7.2 GO Station Improvements road crossings, active transportation crossings, and farm crossings. There are 35 grade-separated crossings on At existing GO Stations, the proposed works included as part of the BRCE Project involve primarily the Barrie rail corridor, which consists of: platform/station building improvements to accommodate the addition of a second track and to protect for a 30 road/rail grade separations; possible future third track (south of and including the Aurora GO Station). No parking expansions or station access improvements are currently being proposed as part of the BRCE Project. Metrolinx is currently preparing an one pedestrian overpass; update to the 2013 GO Transit Rail Parking and Station Access Plan to assess future parking requirements for two pedestrian tunnels; all GO Stations in alignment with the GO Expansion servicing scenario.
one rail/rail grade separation, and Recognizing that the need for future parking and station access improvements will be primarily guided by the updated 2013 GO Transit Rail Parking and Station Access Plan, this Report has identified theoretical parking one road/rail grade separation under construction. requirements to accommodate the GO Expansion ridership forecasts in order to assess potential future traffic It is anticipated that the expansion of two existing grade separations, at Major Mackenzie Drive (Mile 18.10) and conditions surrounding the GO Stations. The traffic analysis identified potential intersection and road Yonge Street, (Mile 28.50), will be required during construction of Phase One of the BRCE Project, and the improvements that may be required; however, these require confirmation through future studies associated with expansion of the Coxmill Road (Mile 61.14) grade separation will be required during the construction of a future any specific parking expansion projects initiated by Metrolinx. The updated GO Transit Rail and Station Access phase of the Project. Further review is recommended at these locations, as part of the detailed design work for Plan (Metrolinx, 2016) will be reviewed to inform the detailed design of the BRCE Project. the BRCE Project, to prepare mitigation measures to address the construction and operational effects in these In order to reduce traffic congestion and future parking expansion requirements, Metrolinx will continue to promote areas. increased pedestrian, cyclist, and transit access to all GO Stations along the Barrie rail corridor. Improved active There are 54 existing at-grade road/rail crossings on the Barrie rail corridor. The exposure index for each at-grade transportation linkages and transit connections will be included wherever possible in any future station crossing (cross-product of average daily traffic volume and number of trains) was calculated for the existing, 2021, improvement plans. and 2025 conditions in order to identify crossings that may warrant more detailed consideration for grade It is recommended that planned, and identified, transit improvements servicing GO Station areas along the Barrie separation (e.g., exposure index greater than 200,000). It was found that eight crossings currently meet the corridor be implemented by the local transit authorities in order to maximize transit connections with the proposed exposure index criteria for consideration of a grade separation, ten additional crossings are expected to meet this GO Expansion service. Similarly, planned, and identified, active transportation improvements are recommended criteria under 2021 conditions, and 15 additional crossings are expected to meet this criteria under 2025 to be implemented including new trails, bike routes or lanes, new sidewalks, etc. that would provide improved conditions. Metrolinx completed a System-wide Grade Separation Study, which includes a detailed safety pedestrian/cyclist access to the GO Stations along the Barrie corridor. assessment of all at-grade crossings and a multi-criteria-based evaluation methodology to assess the grade separation requirements of their overall rail network. 7.3 Proposed Bradford Layover Facility In order to accommodate the future service expansion along the Barrie rail corridor, a new train layover facility is For the 13 existing active transportation (pedestrian/cyclist) crossings, the BRCE Project will incorporate crossing required for the overnight storage, service and maintenance of trains. The proposed layover facility, to be situated protection measures, as necessary, to ensure safe operations. For the seven proposed trails along the corridor within the Artesian Industrial Park in the Town of Bradford West Gwillimbury, includes storage for six, 12-car and 49 proposed trail crossings it is recommended that the trail authority/municipality consider any relocation consists. The site will be developed with a number of maintenance buildings, internal paved access roads and a requirements, crossing protection measures or grade separation needs as part of their planning for these facilities 32 space parking lot. to ensure safe operations. Metrolinx will work collaboratively with the respective trail authorities and municipalities
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Construction and operation of the Bradford Layover Facility is anticipated to have negligible traffic-related effects to the surrounding road network. Access to the site will be via Artesian Industrial Parkway, which subsequently connects to Dissette Street/Line 8 via a signalized intersection and to Line 9 via an un-signalized T-intersection. The operation of the facility itself will not generate a significant volume of additional vehicular traffic, and it is anticipated that the additional trains will not have any significant effects on vehicular traffic at nearby at-grade road/rail crossings.
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