Roads, Transit

and7 Parking RANSIT v ARKING , T P 7 HAPTER C OADS AND R 7.1

R OADS, TRANSIT AND P ARKING Chapter 7

7.1 INTRODUCTION this population growth, integra- 7.3.1 Roadway Access tion with transit and transporta - The Pearson International The Airport has excellent connec- tion demand management Airport ground transportation sys- tivity with the provincial highway initiatives will become increas- tem provides a link between the system serving southern ingly important to improve passenger terminal facilities and (see Figure 7-1) including direct access to the Airport and make the Greater Toronto Area (GTA) access from Hwys 409 and 427. use of the Airport as an inter- transportation network. On the east side, secondary access modal facility. to the main passenger terminal This chapter describes the existing •Giventheextensiveinventoryof area is provided from Airport groundside facilities and current the Airport’s groundside facilities, Road and Silver Dart Drive, while groundside system users. Existing ensure maximization of each on the west side, Convair Drive, and future demands are described facility. New facilities will be Britannia Road and Courtneypark along with proposed infrastructure planned and scheduled to meet Drive provide access to the Infield improvements and initiatives future demand only as required. cargo area. intended to address the long-term • Continue to be an active partici- groundside demands. pant in GTA road network plan- In conjunction with the opening ning and continue to foster of the first phase of Terminal 1 in good working relationships with 2004, several internal roadway 7.2 GROUNDSIDE provin cial, regional and munici- modifications and improvements PLANNING OBJECTIVES pal authorities to ensure efficient were made. For instance, the por- In order to meet the future ground- planning for all stakeholders. tion of Hwy 409 between Hwy side demands for the Airport, the 427 and Airport Road was pur- GTAA will focus on the following 7.3 EXISTING GROUNDSIDE chased by the GTAA and recon- planning objectives: INFRASTRUCTURE AND structed into a core/collector •Remaincommittedtosustain - SERVICES system. This improvement pro- able environmental solutions to vides a separation between the transportation; as such, the Since taking responsibility for the GTAA views improving transit management and operation of the access as an important element to Airport in 1996, the GTAA has the future of the Airport. made several major improve- •Ensurethatintegrationbetween ments to the groundside sys- the Airport’s groundside system tem. This section describes and the GTA road and transit the various elements of the networks is addressed as a pri- groundside system. mary consideration. As the GTA population grows and traffic con- gestion increases associated with

Chapter 7 > ROADS, TRANSIT AND PARKING 7.2

traffic destined to the Airport and garages are provided at Terminals 1 currently available at the regional traffic (see Figure 7-2). and 3. The Terminal 1 Parking Terminal 1 departures curb. Garage is an eight-level structure A reduced rate remote parking containing approximately 9,000 7.3.2 Parking Facilities facility is also available across public parking spaces. The Airport Road in Area 6A. This is a Public Parking Terminal 3 Parking Garage is a surface lot with approximately Anumberofparkinglocationsare five-level structure containing 2,400 spaces. The Airport available to meet the public approximately 4,200 public park- Automated People Mover or demand (see Figure 7-3). Parking ing spaces. Valet parking is LINK Train provides passenger

Chapter 7 > ROADS, TRANSIT AND PARKING 7.3

FIGURE 7-2 Airport Hwy Access

Chapter 7 > ROADS, TRANSIT AND PARKING 7.4

7.3.3 Rental Car Facilities

Parking garages at Terminals 1 and 3 accommodate a rental car ready- return area on the ground level. Each of the five rental car compa- nies use their own off-site facilities for washing and refuelling.

7.3.4 Commercial Vehicle Holding Area (CVHA)

A consolidated commercial vehicle

Hwy 401 holding area (CVHA) provides a staging area for taxis, limousines, transfer from the Reduced Rate parking structure will be available pre-arranged vehicles and charter Parking Lot to Terminals 1 and 3. in Area 6B adjacent to the Viscount busses. This area also serves as Road LINK . adispatch centre for taxis and A 50-space cellphone lot is located limousines using an Automated in Area 6B and is accessed from On the west side of the Airport, a Vehicle Identification (AVI) sys- Network Road. This is a vehicle total of 750 spaces are provided off tem. The CVHA is located adja- staging area provided for drivers to Britannia Road for employees of cent to Terminal 3 along Airport park and wait until their party is the Infield cargo facilities. An Road and has direct roadway con- available for pick up at the arrivals additional450 spaces are also pro- nections to Terminals 1 and 3 (see curbs. Drivers staging in this area vided at the Cargo 1/2 facilities. Figure 7-3). It is also easily accessi- are required to remain in their On the south and west sides of the ble from all access roadways into vehicles. Airport, a number of smaller park- the Airport. ing lots provide parking for GTAA In addition, several private park- staff along Convair Drive and ing facilities are available for pub- Britannia Road. lic parking within close proximity to the Airport. Those private fa- cilities provide passenger transfer to the Airport’s passenger terminals by bus.

Employee Parking Approximately 7,000 parking spaces are available for employees throughout the Airport. Terminal employee parking is provided in Area 6B at Viscount Road (approxi - mately 4,000 spaces). Terminal 1 employees are temporarily parking

in the old Terminal 2 Parking Terminal 1 Parking Garage Garage until 2009 when a new

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7.3.5 LINK Train pulled trains travel the 1.4 km Transit, Transit and distance between all three stations the Toronto Transit Commission The LINK Train is an automated in approximately 3.5 minutes. (TTC) all provide regular people mover (APM) system that scheduledbus transit services opened in July 2006 (see Figure to the Airport. 7-4). It connects Terminal 1, 7.3.6 Public Transit Terminal 3 and the Reduced Rate GO Transit provides service A number of transit services are Parking Lot facilities. The cable- to Terminal 1 on an east-west available to airport users. GO

Chapter 7 > ROADS, TRANSIT AND PARKING 7.6

FIGURE 7-4 LINK Train

bus service route taking passengers operators who typically provide 7.4 EXISTING TRAFFIC between central stops in Bramalea, pre-arranged transportation DEMAND AND USER Brampton and North Toronto, services to passengers that need PROFILES including the Yorkdale and York to travel further distances across 7.4.1 Roadways Mills subway stations. Ontario and between Toronto and Detroit. On a typical day, approximately Mississauga Transit operates a 65,000 inbound vehicle trips are service to the terminals from the Pacific Western Airport Express made on the Airport’s groundside Square One Shopping Centre and provides scheduled service to roadway network. The majority of Westwood Mall (in Malton) with downtown Toronto. This service these trips (82 per cent) are made stops along the way. In addition, includes stops at the downtown to the main terminal area while Mississauga Transit serves the bus terminal as well as several the rest are to the various cargo Infield area on the west side of major downtown hotels. and airport support facilities. the Airport.

The Toronto Transit Commission (TTC) operates several services to the Airport including the 192 Airport Rocket with service from the Kipling subway station and the 58A route with service from the Lawrence West subway station.

7.3.7 Other Ground Transportation Services

The Airport is served by many

out-of-town bus, van and shuttle Terminal 3 Parking Garage

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Figure 7-6 shows the typical distri- Jetliner Road and Silver Dart passengers. The primary mode of bution of total traffic accessing the Drive account for the remainder ground transportation is private Airport throughout the day. (32 per cent). vehicles, followed by taxis and limousines, rental cars, courtesy The majority of trips to the main Table 7-1 shows the breakdown of vehicles, out-of-town busses, and terminal area are from Hwys 409 different modes of transportation municipal transit. and 427 (68 per cent) while used to access the Airport by

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TABLE 7-1 VEHICULAR MODE SPLIT (PASSENGERS) The geographical distribution of trips to and from the cargo facilities Mode Mode Split, Per Cent Private vehicles 58 is more concentrated. Approxi - Taxis and Limousines 24 mately 61 per cent of trips origi- Rental cars 9 nate or terminate less than Courtesy vehicles 6 5 kilo metres away and 86 per cent Out-of-town busses 2 of all trips are less than 10 km. In-town busses (transit) 1 About 5 per cent of all trips Source: 2005 Ground Transportation Survey involving the cargo facilities are destined to and from the United TABLE 7-2 PARKING PURPOSE States with the balance (9 per cent) Parking Per cent destined to or from Ontario Air Passenger 40 communities. Meet Air Passengers 32 Send Off Air Passengers 22 Other – Business at Airport 6 7.4.2 Parking Source: 2005 Ground Transportation Survey The terminal parking garages accommodate both short-term Vehicle trips made outside of the average, private vehicles carry 1.5 and long-term parking needs. main terminal area (cargo and air- air passengers. This factor is 1.4 Overall, as shown in Table 7-2, port support facilities) are also for taxis and limousines and 1.7 about 54 per cent of parkers are at predominately private vehicles for rental cars. the Airport to meet or send off air (72 per cent). Single unit trucks The origin and destination of passengers. About 40 per cent of account for about 27 per cent of vehicular trips to and from the parkers are arriving or departing that traffic while multiple-unit Airport is widely dispersed around air passengers and 6 per cent are truck traffic accounts for 1 per southern Ontario. The majority of using the parking garage for other cent. The overall vehicular mode passenger trips are to and from the reasons such as for personal split for airport employees is pre- Greater Toronto Area (82 per business at the Airport. dominantly private vehicles (94%) cent), 17 per cent are to and from but with a significantly higher The capacity of a parking facility Ontario but outside of the GTA, public transit component (6%) in is highly dependent on the dura- and 1 per cent to and from the comparison to passenger traffic. tion or the length of time parkers United States. Of the trips that are occupy a space in a facility. The number of air passengers per based in the GTA, more than half Depend ing on the parking pur- vehicle varies between modes. On (56 per cent) are from the City of pose, parking duration varies Toronto, 15 per cent from the FIGURE 7-6 significantly. On the whole, City of Mississauga, 4 per cent Total Traffic Accessing the Airport from each of the City of Brampton 6,000

5,000 and the Town of Markham, and

4,000 3 per cent from each of the Town 3,000 of Oakville and the City of 2,000 Vehicles per Hour Vaughan with the remaining 1,000 15 per cent from other GTA com- 0 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 munities. The average trip length Time of Day to the Airport is 24 km. Passenger Terminal Access Roads Source: 2006 Traffic Data Collection Program

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the majority of garage users are purposes, the annual 95th per- approximately 3,300 spaces at short-term parkers. centile utilization is normally used Terminal 3. The Reduced Rate to forecast future demand. For Parking Lot utilization was in the Existing parking demand also 2006, at Terminal 1, the annual order of 725 spaces. varies significantly by day of the 95th percentile utilization was in week and by season. For planning the order of 6,700 spaces and

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7.5 FUTURE TRAFFIC Three main roadway improve- • Directional ramp from Hwy DEMAND ments to the groundside system 427 northbound to Hwy 409 have been identified to accommo- westbound: This will be required 7.5.1 Roadway Access – date forecasted long-term demand only when the current access Terminal Area (see Figure 7-7). Those improve- from Hwy 427 northbound The traffic growth that will be ments will be implemented only reaches capacity. At that point, generated on the groundside sys- when warranted by demand. all highway access to the Airport tem is forecast to be proportional • Realignment of Hwy 427 and would be via Hwy 409. to the growth in passenger traffic. Silver Dart Drive access to the • Terminal 3 outbound basket Significant improvements have Airport: This would be required weave: It is expected that the been made to the groundside sys- for the construction of Pier H outbound roadway from tems as a result of the develop- and the associated apron areas. Terminal 3 will require a basket ment of Terminal 1. Those As part of this work, Jetliner weave to separate the movements improvements are expected to be Road would be removed and its from the terminal frontage roads adequate to accommodate the intersection with Airport Road and Hwys 409 and 427. forecast demand in the short to would be relocated farther east The catchment area of airport medium term. adjacent to the Hwy 427 south- users extends well beyond the bound on-ramp.

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GTA. As such, the quality of air- 1.4 million jobs between 2001 morning peak-period congestion. port access is highly dependent on and 2031 (Source: Places to Road-based accessibility to the roadway infrastructure under the Grow). This rate of growth will Airport is projected to degrade sig- control of various provincial, place a tremendous strain on the nificantly between the date of this regional, and municipal authori- transportation infrastructure. document and 2031. Figure 7-8 ties. As ground access to the shows the projected difference in Persons travelling to and from the Airport is only part of the overall travel time contours for afternoon Airport currently experience con- GTA transportation system, inte- peak period access to the Airport siderable congestion during peak gration with that greater trans- between 2001 and 2031. travel periods. On average, trips to portation network is important. or from the Airport tend to involve Figure 7-9 shows the projected Increasing congestion due to con- longer distances and hence longer change in congestion indices for tinuing growth in regional popula- travel times than other trips within morning peak period travel to the tion and economic activity is the GTA. Thus, trips destined for Airport between 2001 and 2031. reducing accessibility to the the Airport will be disproportion- The congestion index is defined as Airport during peak periods. The ately impacted by the effects of the ratio of congested travel time to GTA is expected to grow by nearly increased congestion. Afternoon free-flow travel time. Forexample, 2.8 million people and over peak-period congestion is generally acongestionindexof2.0would worse and more widespread than

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FIGURE 7-10 congestion are also discussed later Accessibility to Toronto Pearson in this chapter. Morning Peak Period 100% 90% 7.5.2 Roadway Access – 80% 70% West Side 60% 50% 51 40% Traffic to and from the west side 30% 29 20%

Fraction of Total Population Total of Fraction of the Airport is somewhat less 10% 0% Commercial Vehicle Holding Area 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 than originally anticipated. This Travel Time to Pearson (minutes) may be due, in part, to lower Britannia Road at the north end 2001 am 2031 am occupancy rates of the Infield area. of the Infield. Source: Airport Access Study (2005) The current peak hour traffic is •The widening of Britannia Road indicate that the travel time during approximately 500-550 vehicles to four lanes from under Taxiway the peak period would be twice as per hour (vph) in each direction Mike to Convair Drive. much as during free-flow period. and is expected to grow as shown •Adirectoff-rampmaybepro - As another measure of the impact in Table 7-3. vided from westbound Hwy 401 on accessibility to the Airport, Under this level of projected ac - connecting to Britannia Road. Figure 7-10 shows that during the tivity, the current roadway access Although this option is identi- morning peak period in 2001, to the Infield area is expected to fied, it is important to note that about 51 per cent of the GTA be sufficient and will not require the City of Mississauga has population is within a 30-minute any significant improvements. expressed a desire to extend trip to the Airport. In 2031, only Two potential long-term improve- Creekbank Road over Hwy 401 29 per cent of the GTA popula- ments have been identified to be and across the west end of the tion is expected to be within the implemented only when war- Airport. A possible off-ramp same 30-minute trip time. ranted by demand: from westbound Hwy 401 to the extended Creekbank Road Given the forecast level of conges- •Courtneypark Drive may be would provide a similar level of tion in the GTA, a greater empha- widened and extended from the service to the west side of the sis in improving the transit mode Airside Service Road over Spring Airport should it be warranted share to the Airport is required. Creek and under Runway 15R- by traffic volumes. Some other potential initiatives to 33L and Taxiway Foxtrot, con- address the issue of peak period necting into the extension of 7.5.3 Parking Facilities TABLE 7-3 FORECAST INFIELD PEAK HOUR TRAFFIC Year Inbound Outbound The growth in airport publicpark - 2010 760 660 ing demand is expected to be pro- 2015 855 750 portional to the growth in airport 2020 950 840 passenger demand. At that rate, 2025 1,045 930 Terminals 1 and 3 parking facilities are expected to reach capacity in TABLE 7-4 TERMINAL PARKING DEMAND the short term. The demand for Year Public Employees terminal employee parking is 2010 12,500 4,500 expected to grow at an annual rate 2015 15,000 5,000 of 2 per cent. Table 7-4 summarizes 2020 17,500 5,500 the forecast public and terminal 2025 20,500 6,000 employee parking demand.

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In order to meet these demands, west of the existing Terminal 1 Terminal 3 Parking Garage: the following plan has been de- Parking Garage will provide There are no future expansion veloped (refer to Figure 7-11): an additional 3,300 parking opportunities at the Terminal 3 spaces. This additional capacity Parking Garage. Terminal 1 Parking Garage will be available when Pier G Expansion: An expansion to the is operational.

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demand. Provisions have been made in the design and construc- tion of the APM guideway to allow for the conversion of the current technology to a self- propelled technology that would allow significantly more capacity when warranted.

The current APM technology also has expansion limitations. The only possible expansion to the system is a second station at Terminal 1 when Pier H is in Access Roads, Parking Facilities & LINK Train Guideway place, for a total of four stations. Area 6B Parking Garage: The long-term demand can be accom- In addition, the trains may be long-term parking demand will modated at that location. expanded from six cars to seven be met by the construction of cars to increase capacity to a7,500spaceparkinggaragein 7.5.5 LINK Train System 2,500 pphpd. The system cannot Area 6B. This parking structure, be extended to the east beyond to be connected to the Viscount The LINK Train is an automated the Viscount Road Station. Road LINK Train station by a people mover (APM) system that pedestrian bridge, is scheduled to operates within the airport prop- be operational by the end of erty connecting the terminals with 7.6 TRANSIT INITIATIVES 2009. Combinedwith surface remote parking facilities. It con- The GTAA will continue to take parking, the total capacity of sists of two independent tracks a proactive role in addressing Area 6B will then be approxi- each with one train operating groundside accessibility and in- mately 9,500 spaces. independently. The cable-pulled fluencing government plans to technology used for the APM The Infield area parking demand ensure that both provincial and provides a total capacity of 2,150 will continue to be accommodated municipal interests are addressed passengers per hour per direction by a surface parking lot for while ensuring the integration of (pphpd). This capacity is expected employees and visitors. improved access to the Airport. to accommodate the long-term

7.5.4 Commercial Vehicle Holding Area

In early 2007, all Commercial Vehicle Holding Area (CVHA) facilities were combined into a consolidated facility in the oval lot near Terminal 3. While regulatory changes and mass transit might change the demand for taxis and limousines, it is expected that the Approaching Terminal 1 LINK Train Station

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7.6.1 Air Rail Link from the (BRT) spine facility extending Airport to from the Oakville GO Station to the Pickering GO Station. This is This service, as originally proposed illustrated in Figure 7-13. by private developers, would con- sist of a direct rail link between Part of the GO Transit Inter- Union Station and Toronto Pearson. Regional BRT is the Mississauga It would parallel the existing Transitway segment, which was LINK Train Station Georgetown commuter rail service, approved under the Environmen - The vision is to include higher leaving the railway corridor near tal Assessment Act in 1993 and order transit links to access Woodbine Racetrack to reach the addendum in 2005. The Toronto Pearson as a part of the Airport at the Terminal 1 LINK Transitway is proposed as a fully overall plan to enhance access in a Train Station. As proposed, the grade-separated roadway for exclu- sustainable fashion. service would operate every sive transit operations with on line 15 minutes, with a total journey stations similar to rail transit sys- There is little opportunity to time of 22 minutes. The service is tems. The Mississauga BRT is improve roadway access beyond expected to be operated by diesel illustrated in Figure 7-14. what is described in this docu- multiple unit (DMU) trains with ment. Therefore the GTAA recog- At the end of the line, a gateway possible intermediate stops at nizes that greater integration with station would be located at Bloor and Dundas West TTC sub- the transit and road improvements Renforth Drive/Eglinton Avenue. way stations, and another stop being proposed adjacent to The ridership on the Transitway near the Woodbine Racetrack. Toronto Pearson is imperative to would include riders from effectively accommodate the The final concept as of the date of Mississauga destined to the future demand. It is acknowledged this document is currently going Airport, northern Toronto, that the current level of transit through an Environmental Assess- Toronto’s Central Business District service to the Airport must be ment process. The GTAA has (CBD) and the TTC Kipling sub- improved in comparison with however made provisions to way station. The other major airports in North accommodate the air rail link at would be the logical transit hub America and beyond. As such, the the Terminal 1 LINK Train for these transfers due to its inte- GTAA will continue to work Station by way of a platform-to- gration with the Mississauga proactively with its provincial, platform connection. Transitway, the BRT Spine Line, regional and municipal counter- the Eglinton West BRT Line and The GTAA supports a direct link parts to make accessible transit to the “higher order” transit services from Union Station as it represents the Airport a reality. focused on the Airport. Since one of the best opportunities to 1999, the GTAA has protected a A number of transportation initia- improve access to the Airport. corridor for transit to access the tives are currently being planned in the vicinity of Toronto Pearson. 7.6.2 GO Transit Inter-Regional The following section describes Bus Rapid Transit: Mississauga some of those initiatives that are Segment of specific interest to the GTAA. In December 2002, GO Transit announced a proposal to intro- duce a 100 km Bus Rapid Transit

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Airport from Renforth/Eglinton funding commitments to support (MTO) has initiated the redevelop- within its Land Use Plan. the planned implementation of the ment of the Hwy 427 corridor facility between the Mississauga reflecting the need to incorporate The Mississauga segment of the City Centre and the Renforth transit-priority improvements in inter-regional BRT network has Gateway. In addition, the Ontario the design. received federal and provincial Ministry of Transportation

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These initiatives will greatly the Renforth Drive corridor measures will be implemented enhance the accessibility of the becomes a logical location to along the Renforth Drive and Airport to the adjacent municipal- develop transit service enhance- Silver Dart Drive intersections. ities, and linkages of the Renforth ments into the Airport. When warranted by demand, a Gateway to the Airport would In the short term, the GTAA will separate system or a higher-quality complement the planned invest- integrate the terminal area with connection, such as a BRT, could ment in the BRT facility and the the Mississauga Transitway (see be implemented as a medium- to Hwy 427 expansion. As a result, Figure 7-15). Transit signal priority long-term proposal.

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7.6.3 The Toronto Transit introduced. Those corridors are Mississauga BRT in the west. The Commission (TTC) Transit City shown in Figure 7-16. corridor would also connect with Light Rail Plan the existing Bloor-Danforth, Of particular interest are the Yonge, Scarborough rapid transit In March 2007, the TTC Eglinton Crosstown and the and Spadina subway systems and announced their Transit City Etobicoke-Finch West corridors. with the proposed Scarborough Light Rail Plan for a rapid transit The Eglinton Crosstown corridor Malvern, Don Mills and Jane expansion in the City of Toronto. extends 31 km along Eglinton light-rail corridors. Connection The plan identifies six major corri- Avenue linking the Kennedy into the Airport would be pro- dors where rapid transit could be subway station in the east with the vided from the Renforth/Eglinton

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station as described in sec- •GO Bus Rapid Transit along • Toronto Pearson Air-Rail Link to tion 7.6.2. Hwy 403 from Oakville GO rail Union Station station to Mississauga •Eglinton Avenue Light Rail The Etobicoke-Finch West corri- •Mississauga Transitway west of Transit from Renforth Drive to dor extends 18 km along Finch Mississauga City Centre to Kennedy Road in Scarborough Avenue linking the Finch subway Winston Churchill Boulevard station with northern Etobicoke. The MTO has recently opened •Mississauga Transitway east of Although the corridor ends at their first High Occupancy Mississauga City Centre to Hwy 27, future expansion to the Vehicle (HOV) lanes on Hwys Renforth Drive south and west could provide 403 and 404 (southbound). These •GO Bus Rapid Transit northwest access to the Airport. facilities have been well received, Toronto link from Renforth and similar priority lanes are being Drive to York University considered on many 400-series 7.6.4 Other Provincial Initiatives •GO Bus Rapid Transit connector highways in the GTA. Both the on Hwy 427 from Renforth In June 2007, the Province of existing and future freeway-based Drive to Hwy 407 Ontario announced funding for HOV facilities are illustrated in •GO Bus Rapid Transit along MoveOntario 2020, a 12-year Figure 7-17. Hwy 407 from Burlington to building plan that will deliver Hwy 401 The province also recently created 52 rapid transit initiatives in the •GO Bus Rapid Transit along the Greater Toronto Transporta- GTA and Hamilton areas. Of par- Hwy 407 from Hwy 401 to tion Authority (GTTA). One of ticular interest to the Airport are Hwy 427 the GTTA’s priorities is to develop the following initiatives, some of •GO Bus Rapid Transit along an integrated regional transporta- which have been described in Hwy 427 from Hwy 401 to York tion plan for local transit, GO more detail in previous sections: University

Chapter 7 > ROADS, TRANSIT AND PARKING 7.20

Transit, and roads for the GTA services. Such a facility could provides efficient access to the and Hamilton. accommodate a combination roadways beyond the Airport. of transit operations from local This location offers some addi- The GTAA is encouraged by the transit to inter-city services. tional near-term capacity based on creation of the GTTA and sup- available curb space and the ports its mandate. The Airport The short-term strategy for inte- reduction in inter-terminal and will work proactively with the grating Toronto Pearson with parking shuttle busses associated GTTA to contribute to its success. other transit initiatives is to maxi- with the introduction of the mize the use of the Ground Level LINK Train. Longer-term capacity at Terminal 1 where a number of 7.6.5 Intermodal Terminal could be increased with minimal connections are already possible. construction and reconfiguration An airport is a natural intermodal Platform curb space is readily of the landscaped area adjacent to facility. Conceptually an inter- available to serve near-term the parking garage. modal terminal would become the requirements including any con- focal point of the Airport’s transit nection to the BRT network via the internal road system which

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7.7 TRANSPORTATION for the purpose of reducing or need to or wish to travel. To DEMAND MANAGEMENT redistributing travel demand”. improve airport access in the INITIATIVES The primary purpose of TDM is future, the GTAA supports TDM to reduce the number of vehicles initiatives such as the HOV con- Transportation Demand Manage - using the transportation network cept of the Ministry of Transport- ment (TDM) is broadly defined while providing a wide variety of ationand the Smart Commute as “influencing traveller behaviour mobility options for those who program.

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7.8 CONCLUSION The new roadway network pro- Increased levels of transit can vides flexibility for integration easily be accommodated within Over the last decade, the ground- with on-site facilities as well as the Airport’s current groundside side system at Toronto Pearson has with the external roadway net- system. The GTAA is committed been significantly improved. The work. As road-based congestion to work with its partners and GTAA has built the platform nec- in the GTA increases, the need to stakeholders to make this happen. essary to meet the short- and long- increase transit to the Airport is term demands on its groundside seen as a major objective. facilities.

Chapter 7 > ROADS, TRANSIT AND PARKING